NZ Trucking Magazine, March 2022 by NZTrucking

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CONTENTS

EDITORIAL DIRECTOR

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

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

ART DIRECTOR

Tracey Strange

John Berkley

CONTRIBUTORS

DIGITAL IMAGING

Craig Andrews Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Alison Verran Mike Verran Shannon Williams

Willie Coyle

Niels Jansen (Europe) Paul O’Callaghan (Europe) Howard Shanks (Australia) Will Shiers (UK) VIDEO PRODUCTION

Jonathan Locke Izaak Kirkbeck Milly McCauley Howard Shanks

DIGITAL MANAGER/CONTENT

Louise Stowell OFFICE ADMINISTRATION

Georgi George PUBLISHER

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

PRODUCTION MANAGER

Ricky Harris

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New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved. This magazine is subject to the New Zealand Press Council. Complaints are to be first directed to: editor@nztrucking. co.nz with “Press Council Complaint” in the subject line. If unsatisfied, the complaint may be referred to the Press Council, PO Box 10 879, The Terrace, Wellington 6143 or by email at info@presscouncil.org.nz Further details and online complaints at www.presscouncil.org.nz

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8 Editorial 10 Road Noise – Industry news 50 Just Trucking Around 58 History’s Greatest Dashes 60 Light Commercial Test – Dodge Ram 64 Wanaka Memory 66 Aussie Angles – Meeting Mike 68 International Truck Stop – Volvo eFL 72 RIP – Tikitiki D-series 74 Trucking Arts – A day in the freight yard 76 Liveries Gone But Not Forgotten 78 New Rigs 84 New Bodies and Trailers 86 Million Mile Club 88 Mini Big Rigs – Merc build continues 92 Little Truckers’ Club 96 What’s On/Cartoon 98 Remembrance

WATC H T H E VID EO O N YO UT UB E

102 Moving Metrics Product Profile – Custom 112 quad low-loader 114 Product Profile – PrimoShield

52 BIG IS GOOD! C509 Brings the Outback to Canterbury

106 SCANIA INTO THE FUTURE One-on-one with Traton’s Top Man

116 Business Profile – Navare Solutions 118 Carriers’ Corner 120 Truckers’ Health 122 Health & Safety 124 Legal Lines NZ Trucking Association 126 128 Transporting New Zealand 130 The Last Mile BROU GH T TO Y OU B Y

INTERNATIONAL TRUCK OF THE YEAR

Associate Member

EDITORIAL

PAST PARTICIPATION

like history. I enjoy learning about the past. I’m no buff, but I’m the type of person who will watch a movie, series or documentary and sit on Wikipedia at the same time schooling up on the things they reference. In the past few years, I’ve found engaging, entertaining podcasts that explore topics and stories from the past – and an oft-quoted, tonguein-cheek quip by one of my favourite hosts is: “The past was the worst.” The thing with history is that it’s constantly being written, and we’re all actors in it. We often don’t even realise it, but by our daily action or inaction, we’re all influencing what happens today and what’s recalled as history tomorrow. The fact that we can advance simultaneously means that what is present and what will be future are better, and what was the past is worse. International air travel or weeks at sea in the doldrums? The past was the worst… Modern medicine or bloodletting and leeches? The

past was the worst… Covid-19 or the Black Death…? Okay, history’s still writing that one, but you see where I’m going with this. It’s true that the past can be better, too. The problem is, we only realise that in the future, once the decisions of today have been made, the status quo has been changed and the impacts are felt – only then are the consequences realised and lamented. When it comes to New Zealand’s roads, this is the history I believe has been in the making over the past few years. And with the announcement last month of an 80kph speed limit on 76km of SH5 coming into effect, it’s clear the ink is now drying. The ‘slower is safer’ school of thought is writing the books for future generations, and there’s little doubt that further speed reductions will follow around the country. Whether ‘slower is safer’ is true is a topic for another time. Still, my unfortunate observation is that roads are today not seen and treated as vital national arteries, but as a

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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8 New Zealand Trucking

TRADER

March 2022

grudge expense. It’s quicker, easier and cheaper to slow down vehicles than to invest in creating and maintaining a quality piece of national infrastructure. What will the safety, economic and social impacts of the SH5 slowdown be? NZTA says it will let us know in 12 months. Cynically, I feel that paragraph of history has already been written, but let’s give the agency the benefit of the doubt for now. At least it has also made provision for future improvements to the corridor. (Read the story on page 14.) While organisations such as the NZTA are obliged to go through a consultation process before making these decisions, it’s a wide-held belief that this is merely a formality. If you followed any of the goings-on concerning the lowering of the limits on SH5 – petitions, committee meetings, public comments (on social media, anyway) by those who use the road daily and understand that this is a first step down an unpopular path – you’ll find it hard to

argue any of that. The moral of the story? History is important, but all too often, it’s written by those with a vested interest. So, good on everyone who had their say, voiced their displeasure and tried to argue an alternate point of view. Whether it was influential or not, if we don’t participate, we can’t complain about the history being written. And future generations might look back and remark, “The past was the worst” for an entirely different reason.

Gavin Myers Editor

Speaking of podcasts, flip the page to find out about the latest episode of our own Keep on Moving podcast – available every month wherever you prefer to get your podcasts and definitely worth a listen.

ROAD NOISE NEWS

TRUCKING TOWARD A BETTER FUTURE

KEEP ON MOVING PODCAST ON A DEVICE NEAR YOU!

he response to the fifth episode of New Zealand Trucking’s Keep on Moving podcast – The Guy Knowles Episode – showed that there’s definitely a hunger among the country’s truck drivers for good listening content, and Episode Six certainly delivers on that mandate. Hosts Dave McCoid and Murray Lindsay present another jam-packed show. The feature interview is with Warwick Johnson, a legend in the trucking world in New Zealand, who built his name shifting houses in a very different, pioneering operating environment. We also go across the ditch for an update from Aussie trucker and podcaster Mike Williams (find out more about Mike on page 66), and tap into the UK trucking scene with long-time New Zealand Trucking correspondent Will Shiers – who won’t even let Covid-19 get in his way. Of course, we also talk classic trucks with Dave Ching. And there’s some discussion and debate from the industry with National Road Carriers COO James Smith, New Zealand Trucking Association CEO Dave Boyce, and Ia Ara Aotearoa Transporting New Zealand CEO Nick Leggett – plus much more.

Warwick Johnson

TRUCKING TOWARD A BETTER FUTURE – SOME INSPIRATION

he 2022 Trucking Toward a Better Future competition closes on 31 March and so far we’ve had some enthusiastic entries and intriguing ideas. The competition provides a forum for road transport industry people to share their thoughts on how the world can be made ‘better’ and more efficient, especially from a supplychain and general businessprocess perspective. There’s a prize pool of $7500 up for grabs, with the winning entry taking a substantial $5000. Entry is free and open to any person or group actively engaged in the trucking sector. While trucking and transport might be a driver’s natural frame of reference, there are no limits to what can be suggested. Multiple and group entries are also welcome. They will be judged by a panel, including acclaimed business and climate commentator Rod Oram and well-known transport leader Chris Carr of Carr & Haslam. Once again Resilienz has partnered with New Zealand Trucking Media in presenting the competition. Resilienz director Lindsay Wood offers some inspiration for those considering their entry. “Learning to look again with fresh eyes might not be so stupid after all and might

even reveal oddities or opportunities we’ve just got too used to, and so we don’t see what we’re missing. “And it doesn’t get much more basic than a can of beans. I wonder who had the brainwave of tooling a tiny rebate in the bottom of the can, so it fits inside the top rim of another? It wasn’t that long ago that no cans had that feature (and many still don’t), and they were a pain to stack. “Then some bright spark came up with that oh-so-simple solution, which also brings what climate professionals call ‘co-benefits’ – in this case, tiny savings in the height of the stacked cans (almost 5% or 5mm per can by my calcs), a fraction less cardboard in the boxes, and possibly, by a fluke, enabling some trucks or warehouses to stack boxes one layer higher because of that saving,” Lindsay says. “So often, the opportunity for a great idea might be right in front of our eyes, just waiting to be recognised. German tech firm Ubitricity has come up with the cool idea of converting the electrics access panel at the base of a lamp post into an EV charging point. UK publisher This Is Money reports the switch-over takes only 30 minutes, costs only about a sixth of

a normal charger, and all an EV owner needs is the right cable and an account. Smart, eh?”

YOU CAN ENTER IN TWO WAYS Mail: Trucking Toward a Better Future 2022 C/o New Zealand Trucking Media, PO Box 35, Thames 3540 Email: climatecompetition@ nztrucking.co.nz SUBJECT – Trucking Toward a Better Future 2022 – ENTRY The competition runs for two months until 31 March 2022, and there is a prize pool of $7500. Entries will be judged by a panel that includes acclaimed business and climate commentator Rod Oram and well-known transport leader Chris Carr of Carr & Haslam. To get all the details and access the full terms and conditions of this competition, scan here:

TRANSDIESEL ANNOUNCES NEW CHIEF EXECUTIVE

C MACK TRUCKS CELEBRATES 50 YEARS IN NEW ZEALAND

otor Truck Distributors (MTD) is celebrating 50 years of assembling, selling and supporting Mack trucks in New Zealand – and Mack owners are invited to join the fun at a special anniversary event. The anniversary event will be held at on Saturday 22 October at Manfeild Park, Feilding, in conjunction with the Manawatu Car Club’s Octoberfast event. The celebration will include a display of approximately 200 Mack trucks from throughout the country. MTD will bring the demonstration of Mack history up to date with a new Evolution Model SuperLiner, featuring the latest improved Mack and Volvo Group technology. The 6x4, 685hp (510kW) with mDRIVE tractor unit is allblack and comes complete with the special Mack 50 Year custom package – plus a few extras. The very

first Mack assembled in Palmerston North will also be on display. MTD first secured exclusive rights and began assembling Mack trucks from CKD (Completed Knocked Down) kits in 1972. This continued until 2000, when manufacturing was moved to the Volvo Group Australia factory in Wacol, Brisbane. The proud heritage of customising Mack trucks for every buyer continues at the MTD premises in Palmerston North. MTD has created a unique logo to mark the 50-year milestone. It features a New Zealand silver fern, designed to reflect the pattern and shape of the bonnet side vents that are a feature of Mack trucks. Every Mack customer is invited to join MTD and celebrate the milestone by upgrading their Mack with a Mack NZ 50-Year Customer Package. This includes

custom king bars, ‘Texan’ bumper, exhaust shrouds, personalised kick panels, interior roof lining, door cards, and badges. “50 years is a fantastic milestone for any company to reach, and here at Mack and MTD, we couldn’t be more proud. We would like to recognise all those people who have played their part, big or small, in helping Mack reach that milestone in NZ,” comments Stu Wynd, the national sales manager for Mack New Zealand. Mack owners are invited to register their interest in bringing their truck as one of the 200 participating in the celebratory event. As well as enjoying the food stalls, raffles, displays, and access to car and truck racing, Mack owners will also have a chance to drive the Manfeild Park track at the conclusion of Saturday’s racing. Visit 50years. macktrucks.co.nz for more.

olm Hamrogue is the new chief executive officer at TransDiesel. He replaces Mike McKessar, who is leaving the company after 15 years. Hamrogue will step into the role in April. Hamrogue is currently the group general manager of transport at HW Richardson Group in Invercargill and will be relocating with his family to Christchurch. He has held previous roles at Combined Rural Traders and Farmlands. “I am very privileged to have been selected as the next chief executive of TransDiesel,” Hamrogue says. “It is an excellent business, and I’m proud to be part of the team. Having worked for HW Richardson, I know TransDiesel has terrific brands, service, and above all, it has good people on the ground,” he says Hamrogue says his focus is on building relationships with staff and customers. “My approach is simple. I believe that it’s important to say what you’re going to do and then do it,” he says. “I look forward to joining the team in April and getting out and about to meet our staff, customers and suppliers.”

New Zealand Trucking

March 2022 11

ROAD NOISE NEWS

MODERN TRANSPORT BUYS EVANS ENGINEERING

odern Transport Group of Companies has completed the purchase of the business and property of Evans Engineering Co of Tokoroa, adding further capacity to the Group’s manufacturing arm. Evans Engineering Co was established in 1945 as a trailer manufacturer serving the logging industry. It will continue to operate as normal. The exclusive agency for ExTe Fabriks logging equipment has been transferred to Group company, Mikes Transport Warehouse.

HAVEN’T LISTENED TO EPISODE SIX YET? WHAT ARE YOU WAITING FOR?

VOLVO GROUP TRIO ON DISPLAY AT NEW VICTORIAN TRANSPORT MUSEUM

he newly launched Museum of Vehicle Evolution (MOVE) in the central Victorian city of Shepparton has seen the recent arrival of some special new heavyweight visitors, including historical examples of all three Volvo Group Australia truck brands. The museum features a diverse line-up, from bicycles and light passenger vehicles to historic heavy commercials displayed in a purpose-built 10,000m2 facility. CMV Truck & Bus, Volvo Group Australia’s largest private dealer partner, is a major sponsor of MOVE, which has seen three Volvo Group vehicles added to the display. These are a 1999 Volvo NH12 460 prime mover, a 1964 Mack B-61 prime mover and a 1973 UD CK40 prime mover. The NH12 is a superb

EPISODE 5 EPISODE 6 12 New Zealand Trucking

March 2022

example and was originally purchased from CMV Truck & Bus by CRT Group. The pride of the CRT Group fleet, this prime mover was used to transport Basell polypropylene in CRT’s purpose-built 30’ aluminium containers from Altona to Geelong. As an iconic model for Mack, the B-61 is widely admired, and this specific vehicle was originally exported to Australia, arriving in the country on 21 December 1964. Exactly 26 years later to the day, CMV Group took delivery of the truck to add to the CMV Historic Vehicle Collection. UD Trucks Australia has also loaned a fully restored 1973 UD CK40 for display at the CMV exhibit. Little is known about the origins of this particular truck. But it was restored by a dedicated team of UD employees many years ago and was originally

on display at UD’s former corporate headquarters in Chullora, NSW. “Trucks like this CK40 laid the foundations of the rugged and ultimate dependability that the UD brand is renown for here in Australia,” says Lauren Downs, vice-president, UD Trucks Australia. “Even now, you can find examples of this very truck still operating in the back blocks of rural Australia. “We are pleased to be playing a part in supporting both CMV and MOVE,” Downs continues. “Iconic truck brands such as those on display at this museum are the backbone of regional Australia, and it is fantastic to see our industry recognised for the contribution it makes to keeping the wheels of our economy turning.”

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THETHEBESTBEST ININTHETHEBUSIBUSINNESSESS JUSTJUSTGOTGOTBETTER BETTER ROAD NOISE NEWS

OFFICIAL: 80KPH LIMIT ON SH5 “There are many reasons crashes happen, and we need a mix of solutions that all work together to keep people safe. We need everyone making safe choices, in safe vehicles, on safe roads and travelling at safe speeds. Improving people’s skills and deterring risk-taking behaviour are still critical, but this alone will not fix the problem,” says Stewart. The agency says the decision on the new speed limit was based on a thorough technical assessment of the road, which considered factors such as crash history, road environment and speeds that people generally travel at, and feedback received during consultation from the public and stakeholders. “While many would like the 100kph speed limit to remain,

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Waka Kotahi is also looking at investments in safety improvements, such as shoulder widening, wide centrelines, side barriers and some intersection improvements, as well as the annual maintenance programme to repair and renew the highway,” says Stewart. Waka Kotahi will be working with partners on a business case to develop a long-term improvement strategy for SH5. “The business case will set out a long-term vision for SH5 and inform future improvements to the corridor. The feedback we received during the speed review process will be a key part of shaping this direction,” says Stewart.

• • • • •

NORTHLAND NORTHLAND TARANAKI TARANAKI NORTHLAND NORTHLAND MitchelMitlcRedihell Redi ngtongton 021 555021 326555TARANAKI 326TARANAKI AdamAdamMcInMcItoshntosh 027 603027 1023 603 1023 603 1023 MarkMarTuckerk Tucker 021 276021 6428 276 6428 AdamAdamMcInMcItoshntosh 027 603027 1023 AUCKLAND AUCKLAND HAWKE’ BAY–SMANAWATU BAY– MANAWATU – –MANAWATU S BAYHAWKE’ S –BAYSMANAWATU WANGANUI – WANGANUI– WELLI– WELLI NGTONNGTON AUCKLAND AUCKLAND SteveStWievel cWiocksl cocks 027 525027 0015 525HAWKE’ 0015HAWKE’ MarkMarO’WANGANUI HkarO’WANGANUI aHara –027WELLI–2466 027WELLI 2466 954NGTON 954 SteveStWieMivel tccWiocks lhelMitclcocks 027 525 027 0015 525 0015 N GTON Redihell Redi ngtongton 021 555021 326555 326 MitchelMitlcRedihell Redi ngtongt021on 555021 326555 326 SOUTHSOUTH MarISkLAND MarO’ISHkLAND arO’aHara 027 2466 027 2466954 954 WAIKWAIATOKATO MikeMiGikle spiGile spie 027 4322 027 4322491 491 WAIKWAIATOKATO 027 603027 1023 603Chr1023isChrGrSOUTH iasyGrSOUTH ayISLANDIS027LAND2816 027 2816840 840 AdamAdamMcIAdamnMcItAdam oshMcIntonshMcIto027shnto603027sh 1023 603 1023 mewFiTiHaber nmfilaeFiyldnfilae027yld 4798 027 4322491 491 AndrAndr ewTiHaber 027 4798588 021588452021 805452St805eveStHerMievekreiHerMinGigklreinspiGigle spi021e377021 661377027661 4322 027 2816840 840 PLENTY OF PLENTY GIS-BORNE GISBORNE ChrisChrGriasyGray 027 2816 BAYBAYOFBAYPLENTY-GI OFBAYOFPLENTY-GI SBORNE S- BORNE WWW.SPT.CO.NZ NveDStHereOUTveMORE riHerngMORE ring WWW.SPT.CO.NZ 021 377021 661377 661 mewFiTiHaber nmfilaeFiyldnfilae027yld 4798 AndrAndr ewTiHaber 027 4798588 021588452021 805452 FI805NDFISteOUT

TD30737 TD30737

THE THEALL ALLNEW NEW

the evidence clearly shows that it is not safe for this section of road, even for the best drivers. “We recognise that some community leaders want further analysis to demonstrate that the lower speed limit is appropriate. “We are committed to completing an evaluation of the change 12 months after the new speed limit has been in place, which will consider the safety, economic and social impacts of the 80kph speed limit being introduced on 76km of this 122km section of SH5 between Napier and Taupo. “Safe and appropriate speed limits are just one part of a larger programme of work to make SH5 safer for everyone who uses it.

TD30737 TD30737

s of Friday 18 February, speeds on the 76km winding section of SH5 between Rangitaiki and Esk Valley will be limited to 80kph. According to Waka Kotahi NZ Transport Agency director of regional relationships, Linda Stewart, the lower speed limit combined with future safety improvements to the road will make journeys significantly safer. She says reducing unsafe speed limits is the most effective and immediate way to improve safety for SH5 users dramatically. “Something we can all agree on is that any deaths and serious injuries on this section of road are unacceptable. We all want the road to be safer.

NORTHLAND NORTHLAND TARANAKI TARANAKI TARANAKI TARANAKI NORTHLAND NORTHLAND Mitchell Mitchell Redington Redington 021 555 021 326 555 326 Adam Adam McIntosh McIntosh 027 603 027 1023 603 1023 Adam Adam McIntosh McIntosh 027 603 027 1023 603 1023 MarkMark Tucker Tucker 021 276 021 6428 276 6428 AUCKLAND AUCKLAND HAWKE’S HAWKE’S BAY BAY – MANAWATU – –MANAWATU HAWKE’S HAWKE’S BAY –BAY MANAWATU – MANAWATU WANGANUI – WANGANUI – WELLINGTON – WELLINGTON AUCKLAND AUCKLAND Steve Steve Willcocks Willcocks 027 525 027 0015 525 0015 MarkMark O’Hara O’Hara 027 2466 954 954 Steve Steve Willcocks Willcocks 027 525 027 0015 525 0015 WANGANUI – 027 WELLINGTON –2466 WELLINGTON Mitchell Mitchell Redington Redington 021 555 021 326 555 326WANGANUI Mitchell Mitchell Redington Redington 021 555 021 326 555 326 SOUTH SOUTH ISLAND ISLAND Mark Mark O’Hara O’Hara 027 2466 027 2466 954 954 WAIKATO WAIKATO MikeMike Gillespie Gillespie 027 4322 027 4322 491 491 WAIKATO WAIKATO Adam Adam McIntosh McIntosh 027 603 027 1023 603 1023 Chris Chris Gray Gray 027 2816 027 2816 840 840 SOUTH SOUTH ISLAND ISLAND Adam Adam McIntosh McIntosh 027 603 027 1023 603 1023 Tim Finlay Tim Finlay 021 805 452 805 Steve Steve Herring 021 377 021 661 377 027 661 4322 MikeHerring Mike Gillespie Gillespie 027 4322 491 491 Andrew Andrew Haberfield Haberfield 027 4798 027 4798 588 021 588 452 ChrisChris GrayGray 027 2816 027 2816 840 840 OF PLENTY OF PLENTY - GISBORNE - GISBORNE BAY BAY OFBAY PLENTY OFBAY PLENTY - GISBORNE - GISBORNE WWW.SPT.CO.NZ OUT OUT MORE MORE WWW.SPT.CO.NZ Steve Steve Herring Herring 021 377 021 661 377 661 Tim Finlay Tim Finlay 021 805 452 FIND 805 FIND Andrew Andrew Haberfield Haberfield 027 4798 027 4798 588 021 588 452

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ROAD NOISE NEWS

NRC RESPONDS TO ROAD AND RAIL REPORT

ational Road Carriers (NRC) is not surprised by the findings in a report commissioned by Ia Ara Aotearoa Transporting New Zealand, Road and rail – delivering for New Zealand. NRC COO James Smith says: “It is shocking the government is still pushing the road vs rail barrow. “We have an integrated supply chain where all modes play a role and all deserve to be funded appropriately. “The carbon debate ignores the exponential growth in lowor zero-carbon road transport. “Nothing beats road transport for resilience and given our highly unstable geology with many overdue ‘big ones’ combined with increased adverse weather events, the need to invest in a road system that is resilient and productive is critical.” Smith said National Road Carriers has many members that would use rail more if it was more reliable and cost effective. The same members also need good quality roads. “So I agree 100 percent the narrative needs to change. Stop taking dollars from one mode to prop up another as it simply defers the cost.”

16 New Zealand Trucking

TRANSPORTING NEW ZEALAND REPORT QUESTIONS INVESTMENT IN RAIL OVER ROADS

uring February, Ia Ara Aotearoa Transporting New Zealand published its report Road and rail – delivering for New Zealand. Association CEO Nick Leggett says the government has committed $5 billion to spend on rail in its New Zealand Rail Plan 2021. The association is concerned that money is being siphoned out of the funds meant to maintain, repair and build roads, which road users pay for. “The roads need urgent attention,” he says. “Given the government’s funding and rail’s performance over the past 150 years, we disagree with the recent budget allocations being described as investment. At best, these are misguided subsidies and, in reality, it is poor use of public funds to prop up a system that bar a few exceptions, is not commercially viable.” Leggett says Transporting New Zealand believes it is important to put some evidence on the table to bring balance and more informed views to the government’s rhetoric on the merits of rail freight over road freight. “With this report, we are

March 2022

presenting evidence from the research of economists with expertise in transport, namely Dave Heatley and David Greig, among others, including international research. The reality is that 93% of New Zealand’s goods are moved on trucks by road because that is faster, more efficient and more reliable than rail, delivering door-to-door. We estimate about 12% of freight movement is contestable by rail.” Leggett notes that Transporting New Zealand is not anti-rail. “The roadfreight transport industry is one of the largest consumers of rail as it is particularly good for moving the likes of coal, chemicals and other bulk goods over a long distance with little, if any, pressure on urgency of delivery. But road has an overwhelming advantage where minimal handling is important (e.g. livestock), time is critical (e.g. concrete), or endpoints are dispersed. “And it should not be forgotten that the majority of rail freight journeys have to be completed by truck journeys at one, or both ends. The reality is that rail needs road; the reverse,

however, is not true,” he says. “We want to bring evidence, balance and informed views to decision-making about rail investment where it is clearly detrimental to vital investment in roads. The movement of freight underpins driving our economy. Therefore, rather than pick winners or have a myopic mode focus, we support government investment in infrastructure where quality business cases stack up.” The report looks at the economics of road and rail freight and the aspects of the networks each operates on, environmental impacts, government influences and policy settings, freight movement trends in New Zealand and overseas, external influences and a look back at where the networks have come from.

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ROAD NOISE NEWS

THL TO ACQUIRE HEAVY TRANSPORT MANUFACTURER MAXITRANS NZ

ourism Holdings (THL) has announced it will fund the $5.7 million acquisition of heavytransport manufacturing firm MaxiTRANS in New Zealand, by its subsidiary Action Manufacturing, from Australia Trailer Solutions Group New Zealand. It is expected that the conditions will be satisfied in the coming weeks, and the acquisition will be completed at the end of February. MaxiTRANS is a wellestablished business operating in the heavy-transport manufacturing industry under the brands of Maxi-CUBE and Freighter, and employs approximately 50 people. With its current forward book, as a standalone business, MaxiTRANS is expected to generate more than $18 million in revenue in the 12 months ending 30 June 2022. “We are excited to continue to support Action Manufacturing to grow its nonRV manufacturing activity,” says Tourism Holdings chief executive Grant Webster. “MaxiTRANS has a strong forward order book and the acquisition and associated synergies will enable more efficient use of Action Manufacturing’s physical, financial and intellectual property assets. We expect MaxiTRANS to deliver above THL’s internal return-on-fundsemployed target.”

Big Chill CEO, Michael Roberts (left), and Freightways CEO, Mark Troughear.

BIG CHILL TO ESTABLISH DISTRIBUTION FACILITY AT RUAKURA SUPERHUB

efrigerated-freight network operator Big Chill Distribution has selected Ruakura Superhub as the location for its new 13,000m2 cold-store facility. Big Chill is the first mover for the 35ha industrial precinct in the overall 92ha stage one of the Ruakura Superhub. Previously announced tenancies at Ruakura have been in the logistics hub and service centre areas. More large distribution facility announcements are expected over the coming months. “Ruakura Superhub is an ideal location for a distribution operation like Big Chill and we are excited to welcome the company as our first mover largescale industrial tenant,” says Tainui Group Holdings chair and Te Arataura

representative Hinerangi Raumati-Tu’ua. Chris Joblin, chief executive of TGH, says Big Chill will add its cold supply chain speciality to the range of specialty logistics providers and distributors that will cluster around Ruakura Inland Port. “This tenancy with one of the country’s leading thirdparty logistics providers is a key agreement for Ruakura Superhub. It is a very strong endorsement of Ruakura and effectively anchors stage one’s industrial zone with a nationally recognised brand in a high-profile location. Importantly, it will increase cold supply chain resilience and optionality for the central North Island,” he says. The two parties have signed a long-term lease with rights of renewal. About

50 people will be directly employed at the new Big Chill facility. Big Chill chief executive Michael Roberts says the new facility in the Waikato will strengthen the company’s network and take its nationwide roster of depots to an even 10. “Our new Waikato facility will play an important role in the network, anchoring one corner of the golden triangle and acting as a pivot point for distribution to and from the west coast, central North Island and east coast,” he says. “We also want to set a new benchmark for the environmental performance of this new facility – achieving at least a four-star green building rating, which we understand has not been achieved in a New Zealand cold store before.”

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he Volvo International Service Training Award challenge has kicked off, pitting teams of Volvo truck and bus service-market personnel against each other to help develop and improve their knowledge, skills, and ability to work as a team in workshops around the globe. Teams from Australia and New Zealand will compete with some of the best servicemarket personnel in the world to land a place at the global final in Gothenburg, Sweden in September this year. With a history stretching back to 1957, VISTA attracts nearly 20,000 participants from more than 90 countries. The competition starts with theory-based challenges issued digitally via an online web-based application and a mobile device. Teams of between two and four

service-market personnel work their way through these tasks, trying to progress to the next round. “As we’ve seen highlighted in recent times, trucks are a key part of our everyday lives,” says Richard Singer,

vice-president of services and retail development at Volvo Group Australia. “Our technicians, parts and service teams – those at the frontline of our workshops – play a vital role in keeping those trucks

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ROAD NOISE NEWS

CUMMINS TO ACQUIRE JACOBS VEHICLE SYSTEMS

ummins will acquire engine braking and cylinder deactivation company Jacobs Vehicle Systems (JVS), a subsidiary of Altra Industrial Motion Corp. The agreement will see the addition of new technologies to provide growth opportunities for Cummins’ current and future advanced diesel-engine platforms. “JVS brings engineering expertise, best-inclass products and key manufacturing capabilities to Cummins that will allow us to continue developing component technologies that deliver market-leading performance and emissions,” says Jennifer Rumsey, Cummins president and chief operating officer. Engine braking and cylinder deactivation technologies will be key components to meeting current and future emissions regulations. This acquisition will allow Cummins to integrate valuable components better with its medium- and heavy-duty engines. Cummins expects to invest additional capacity and resources into their operations to JVS’s to manufacturing facilities. Founded in 1961, JVS has roughly 600 employees and more than 60 years of experience in engine retarding and valve actuation systems for the commercial vehicle industry. Since then, more than nine million engine brakes have been produced by JVS. There is historical linkage between JVS and Cummins. In 1961, JVS introduced the first engine brake, commonly referred to as the “Jake Brake” for commercial vehicles, invented by Clessie Cummins, the founder of Cummins Inc.

20 New Zealand Trucking

From left: Hubert Aiwanger, Bavarian Minister of Economic Affairs; Alexander Vlaskamp, CEO of MAN Truck & Bus; Markus Söder, Minister-President of Bavaria; and Frederik Zohm, CTO of MAN Truck & Bus.

MAN ACCELERATES CHANGE TO ZERO-EMISSION DRIVE SYSTEMS

AN Truck & Bus has accelerated its move to zeroemission commercial vehicles, with the production of an initial 200 heavy-duty e-trucks in Munich now scheduled to begin as early as the beginning of 2024. This is almost a year earlier than originally planned. MAN presented a near-production prototype of the new electric truck to the public for the first time in February in Nuremberg.

March 2022

In addition to the new emission-free drives, MAN is developing comprehensive eMobility solutions that prepare customers for vehicle use at an early stage. “We need to drive the electrification of our fleet even faster,” says Alexander Vlaskamp, chief executive of MAN Truck & Bus. “However, we will only succeed in ramping up e-mobility if we support our customers in their transition

and convince them to do so. “To this end, we are creating integrated digital solutions and charging offers.” In addition to accelerating the ramp-up of electric mobility, the commercial vehicle manufacturer is intensifying its research into hydrogen mobility. In 2024, MAN trucks with hydrogen fuel cells are to prove their suitability with five customers in Bavaria.

ROAD NOISE NEWS

CUMMINS EXPANDS POWERTRAIN PLATFORMS

ummins has announced it is expanding its powertrain platforms with the industry’s first unified, fuel-agnostic engines. These platforms will use engine blocks and core components that share common architectures and will be optimised for different lowcarbon fuel types. The new fuel-agnostic engine platforms will feature a series of engine versions that are derived from a common base engine, which means they have a high degree of parts commonality. Below the head gasket, each engine will mainly have similar components and above the head gasket, componentry will suit the different fuel types. Each

engine version will operate using a different, single fuel. The new design approach will be applied across the company’s B, L and X-Series engine portfolios, which will be available for diesel, natural gas and hydrogen. Parts commonality will offer increased benefits for truck OEMs and end-users, including similar engine footprints, diagnoses and service intervals. This means it will be easier for OEMs to integrate a variety of fuel types across the same truck chassis, and there will be minimal costs to train technicians and re-tool service locations, resulting in a lower total cost of ownership for the end-user. The new products are

an important element of Cummins’ strategy to reduce the company’s impact on greenhouse gas emissions and air quality and reach net-zero emissions by 2050. “Having a variety of lowercarbon options is particularly important considering the variation in duty cycles and operating environments across the many markets we serve. There is no single solution or magic bullet that will work for all application types or all end-users,” says Srikanth Padmanabhan, president of Cummins Engine Business. “This is a new way of designing and developing lower-emission internal combustion powertrains that meet the unique needs of the

transportation industry while leveraging the benefits of a common product architecture and footprint where possible,” says Jonathon White, vicepresident of engineering, Engine Business. “This unique technology approach will allow end-users to more seamlessly pick the right powertrain for their application with the lowest CO2 impact.”

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COVER FEATURE

PITCH PERFECT

UD’s platform Quon carved out a new niche for Japanese trucks when it showed up in early 2018. UD said Quon retained the traditional attributes of trucks from the Land of the Rising Sun and combined them with safety and productivity systems once the preserve of Europe’s big names. Four years on, has Quon blazed a trail or burned some bridges?

Story by Dave McCoid

24 New Zealand Trucking

March 2022

Photos and video by Gavin Myers and Dave McCoid

The McLeod’s UD Quon goes about its business along Hewletts Road in Mount Maunganui.

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or the average person, lifting stuff up high, especially heavy stuff, and then putting it down somewhere else is always a bit nerve-racking. Mixing Newton’s laws with lifting contraptions made of steel, tubes of pressurised oil, valves, ropes and hooks requires intelligence, education, calmness, and – let’s face it – nerve. Hmmmm? Let’s just halt everything for a ‘mo’. Not sure about that last attribute anymore. McLeod Cranes and Hiabs in Mt Maunganui has its roots in a company founded by local crane guru, the late Curly McLeod. For the past decade and a half, it has been owned and run by Curly’s sons Peter and Scott and their cousin Phil Hutchinson, and has grown immeasurably in their tenure. Interestingly, the growth hasn’t come from anything as tacky as rate-cutting, but rather an unwavering adherence to culture, founded on intelligence, education and calmness delivered via practical and respectful systems and processes. You’ll notice I omitted ‘health and safety’ in the list above, even though the McLeod crew tell you from the get-go it’s the cardinal pillar. I left it out because soon after arriving and interacting with the crew, you gain an awareness that it’s not there like a cheap porch on an expensive house, banged on because you had to, it’s hardwired in the double helix of the company’s broader DNA. Businesses are like cranes; get the foundation and set-up right, and you don’t have to worry as much about flying by the seat of your pants, in other words... nerve.

Aiming for a culture such as McLeod’s is common; delivering it is not. Too often, the intent is ankle-tapped by a perception on the ground of disrespect for grandfather IP, experience and general life skills. Not so here. An initial look at who’s pulling the levers of the McLeod business starts to give its secrets away. All three owners bring to the firm a vast practical yet systemsdriven background. Scott is ex-Navy, qualified in systems and electronics. Peter is a structural engineer who has worked around the world, managing the lifts on what you might call ‘mega-crane’ operations, primarily in the oil and gas exploration industry (look up Saipem 7000). And Phil is Mr Transport, having spent his life before joining the family business in two of the nation’s culture congregations, Mainfreight and TR Group. Interestingly, the phrase on the rear of their plant, ‘Good bastards!’ is a tip-ofthe-hat to Curly, reminding one and all that relationships are paramount at all levels, and modern processes and culture are not at odds with traditional values. With more than 200 pieces of kit across four divisions (Crane, Hiab, Transport and ATF) and five depots spread around the Bay of Plenty and Central North Island, McLeod’s is a significant and complex operation. It can furnish its customers with everything from an Iveco Daily with a crane that looks like a hydraulic toothpick, to a behemoth with a 74-tonne tare, capable of lifting 350 tonnes, requiring an entourage of ‘roadies’ to cart it’s accoutrements of trade

– counter-weights, extra jibs, extra hooks, all that stuff. “It’s an interesting business, there’s no doubt about that,” says Phil Hutchinson. “Not just the work either; there’s occupational cultural crossover. Crane people are not truck people and visaversa. They’re completely different breeds. Crane people are used to one job potentially taking days by the time you include setting and breaking down the gear. In that, there’ll be spurts of intense activity and concentration, then maybe periods of not much. The truckies, on the other hand, like to keep moving – next job, next job, next job. It’s a cool place to work.”

All trussed up We meet driver Brett Meier at McLeod’s Truman Lane headquarters in Mt Maunganui right on dawn. Brett’s been with the company for almost six years and is currently transitioning into a training role. When we caught up with him, he’d been covering for staff away on annual leave, including the regular driver on the UD, Ryan Ward. Brett had been briefed on our arrival and gave us a rundown on what we would be doing as the day progressed, as well as the dos and don’ts of life in and around the facility. The Truman Lane depot is currently in growth mode, with expanded yards, buildings pegged out, and the first signs of earthworks. As a result, a cone path was marked out across the workings between the existing yard and partially developed fleet parking area next door. Brett gave us directions on navigating our way to the

All trussed up and on our way. UD, currently parked over there among its fellow assetregister workmates. On reflection, our first interaction with Brett was an interesting experience. Aside from the fact he grew up in South Africa – with all the inherent forthright pragmatism that brings – his low-key but comprehensive instruction demonstrated how effective good, well-thought-out, well-delivered health and safety systems can be. What we’d essentially had was a toolbox/tailgate/lift-plan meeting – whatever label you want to give it – yet it was

barely recognisable. It wasn’t demeaning. He was engaging, simply setting the scene for what would follow, and how to accomplish the first bit – i.e. finding the truck without wandering aimlessly around a busy yard you didn’t know. You might call it epiphany No.1 (similar revelations were to happen several times throughout the day). It’s also worth noting at this point that Mr Meier is the real deal, having done things such as cart cotton in the African bush in a former army truck with no concern for GCMs. He is a genuine graduate of life’s

experiences and ordeals. On arrival in the fleet parkup yard, we get the first look at the reason why we’re here, the company’s new UD Quon CG32.460 8x4 rigid and Palfinger knuckle-boom crane, resplendent in fleet colours – including the big ‘lifty’ thing on the arse. That level of detail alone speaks volumes. It’s one of a pair of new UDs to have driven in the gate recently, the first two of eight that are on their way. The reason McLeod’s has written the order number for the UD would surely warm the hearts of not just UD

New Zealand but high offices within UD’s strategic thinktank. “We’ve traditionally bought Hino product, with a Fuso in the mix too, but UD’s latest platform Quon with the safety and productivity systems was perfectly aligned to us,” says Phil. Brett carried out the pre-start check on an app-based system called Prestart. “Ryan’s a bloody good operator,” says Brett, “Absolute top young bloke. I can tell you there won’t be a thing out of place on this truck.” While he started

Brett sets up the up-stands.

Load securing.

26 New Zealand Trucking

March 2022

checking off the list, we went for a stroll around the truck. The first thing that was blatantly obvious is that, like the Lilburn Kenworth in the December/January issue, this completed machine was designed by crane people, with a high emphasis on procedure. The more you walked around it, the more you saw. There were process checklists for the pre-start, and no shortage of kit to help do the job as simply as possible. During our inquisitiveness, company trainer-driver auditor Kevin Scharvi walked over to

see who these scoundrels wandering around the new gig were. He showed us many neat things, such as the cab protection frame that stopped something long and wayward clunking the roof – which is also fitted with pneumatic rams so mechanics could easily lift it up and out of the way for the cab to be tilted. Then he demonstrated the system for safely accessing the deck, comprising pull-out pegs that slot into the coaming rail for use as grab handles. Also, every mudguard on the truck has a wee drop step, so you

can pretty much get up on the thing at any point. On the subject of gear; strops, footpads, cones, chocks, ladder, broom, chains, straps, slings, spreader bars, pallet forks, dunnage, and up-stands – they’re all there. It appeared to be a one-stop, one-person, ‘crane-it’ shop … on wheels. “You can lose a lot of time and waste a lot of money coming back to the depot between jobs to get the gear you need for the next,” says Phil later. “We decided to rig the trucks as best we could, so they were able to

Subdivision developments are set up for future traffic, not the vehicles involved in their creation.

motor off in the morning and do whatever they needed. Yes, that came at a slight tare weight disadvantage, but the productivity benefits outweighed that.” Check done, the first stop was around to the main yard to load trusses and timber for a building site in Ohauiti near Tauriko. There’s no question the additional yard space will be welcome when complete. Truman Lane is a busy place with product awaiting delivery, cranes, trucks on the wash and in for maintenance, and the company’s container transition and devanning

New Zealand Trucking

March 2022 27

facility humming away over in the corner. We’re politely despatched to the safe area and given a realistic and usable boundary from which to observe and take pictures. Epiphany No.2: McLeods is not a company imposing ‘teacher’s pet’ levels of safety to prove that they’re better humans than even the best humans. No, the guys just want you to be safe, according to the mandates of

their health and safety systems. We weren’t imprisoned to a spot on the ground at an impossible distance, but rather given a boundary and encouraged to use it. It looked for a moment like common sense, even though that’s not actually a thing anymore. Brett hatched a plan with the fork hoist driver as to how the trusses and timber will best go on, and off they went.

1) Protective frame above cab lifts on pneumatic rams. 2) Spreader bar and up-stands mounted on headboard. 3) Cone store, hand pegs, and ladder between drives. 4) Chocks, more hand pegs, and corner boards. 5) The truck has hinged footsteps spread all around. 6) Kevin Scharvi demonstrates the hand pegs for safely accessing the deck. 7) Brett uses one of the hinged footsteps. 8) The dunnage rack (below), toolbox, crane controls, chain locker, and tailboard. There’ll be a bit of care needed to keep that dunnage rack safe when backing at an odd angle.

28 New Zealand Trucking

March 2022

Brett swings the trusses into place.

No one at McLeod’s looks to be in a rush. There’s no haste or mayhem. The fork hoists and people idle and glide around, yet trucks arrive and leave constantly. If you’re not rushing, you always have time to stop and look both ways – surely the root of personal preservation? You get the impression if you were caught roaring around in a truck or spinning the fork hoist wheels every time you moved it, you’d be fired from a giant cannon in the general direction of Mayor Island. “What a great place to teach young people,” I thought. The good news on that one is that they do. While kids can’t be allowed on-site, the business has an active cadet scheme, running in several divisions all the time. And just as well, it’s such specialist work that taking a level of responsibility for your own HR future is a no-brainer. Once that mission was over and the fork hoist motored off, Brett ushers us over and we have a good old natter while he secures the load. Job done, he has

the obligatory walk around to ensure the bits are secure and toolbox doors shut. “I’ll drive out at walking pace with the hazard lights on, and you guys walk in behind the truck until we’re clear of the yard. I’ll see you out front.” Too easy. There needs to be something written about this place.

‘Oh, how easy’ Brett motors through the city, and the UD easily keeps pace with traffic. Tauranga is exploding in all directions, and the roading infrastructure is coming under immense pressure in places. The last time we had a look at the Quon was November 2018. That was a truck owned by Charter Transport in Christchurch, bought to exploit the one-size-fitsall philosophy, working in bulk metro distribution, with the occasional line-haul blat to the far south, and even the North Island. The McLeod machine is the same in many ways. While much of its work is in and around the wider Tauranga/

Mt Maunganui metropolitan and rural hinterland, it must also be ready to hook on a trailer and head a little farther afield. For this reason, the company chose the biggest spec for the Quon, with the GH11TD 11-litre, Euro-6 motor outputting 338kW (460hp) at 1800rpm, and 2200Nm (1623lb/ft) of torque at 1200rpm. As we’ve said before, the 11-litre brigade are their own thing, and while the numbers look a little modest in today’s 3000Nm world, there’s a bit more to it. Torque does peak in the GH11, and we mean peak. However, power hangs around for a bit, roughly hovering near its peak from 1500rpm to 1800rpm, give or take 7kW (10hp). At 1600rpm, torque’s still at 2000Nm (1475lb/ft), and they pass at 1675rpm with power right on max and torque about 1850Nm (1364lb/ft). What’s that all saying? Well, it’ll be a little honey between 1500rpm and 1800rpm and tenacious back to 1200rpm, even happy to crest a hill at 1000rpm – all at weights befitting the truck, mind you. UD sent a clear message with the Quon

when it binned the 13-litre, so if you’re going to put nine axles under one and head for Pegleg, the Hope Saddle, or Gentle Annie, take a thermos and have a few podcasts downloaded. In applications like this one, however, you get comments like this from Phil Hutchinson: “The UDs are already proving their worth on runs to places like the Coromandel, with significantly better trip times on account of the ‘torquiness’ of the motor, and ESCOT AMT.” What really allows the GH11 to punch above its weight is that ESCOT-VI 12-speed AMT. Being a Volvo platform truck, we all know its breeding line, and its beautifully smooth characteristics, slick shifts, and on-point tuning set the whole driveline up for success. Out back is UD’s 20-tonne hypoid rear end on proprietary eight-bag ECAS, and forward is UD’s 13-tonne Reverse Elliot I-beam front axle set on parabolic leaf springs. The street where our consignment would live once constructed was the urban equivalent of the Folies Bergère dressing room, with houses everywhere in various stages of build. Of course, the streets and corners are designed for the suburb’s finished state and getting trucks and trailers in and around the joint can be a show in itself. As we were to find out later, the UDs will take a thrashing in their life, with tight lock to lock manoeuvring, kerbs, and crappy site tracks all part and parcel of a crane truck’s day. Brett sought the clearance of the various building gangs further down the street to block it off for an hour so he could unload. Cleared, positioned, and stabilised, he gave us our boundaries again, then woke up the Palfinger crane, which made easy work of the task at hand. “We run a job despatch system called vWorkApp,” says Brett. “We take photos

New Zealand Trucking

March 2022 29

Captio

Ian follows the truck on single carriage-way roads because there is no oncoming traffic. of all the lifts and whatever was delivered, and then it logs the pictures against the job in the system. Often, there are boxes of fittings and things, and building sites are very open places, if you know what I mean.”

Roomoval The next mission was an over-dimensional miniroom from The Little Village Company, just down the road in Tauriko, for relocation to its new owner’s home at Mt

Maunganui. The pick-up point was tucked around the corner at the end of a commercial right-of-way flanked by other busy enterprises. Brett backed in, and after a couple of light vehicles were moved, he was all go. As anyone with a crane truck will tell you, ‘Oh, while you’re here...’ is a phrase often heard. Time was not against us as we’d had a cancellation for later in the afternoon, and so before we loaded our condo, Brett moved another small building

the crew was working on. With a slight delay while our consignment was prepped, we decided to investigate both ends of the truck, beginning at the rear. The Palfinger PK33002-EH F Power Link Plus is very much the crane equivalent of the truck, meaning a maxutility type of arrangement. While it obviously contributes significantly to the overall tare of 18,090kg, it’s not that big a lump that it renders the rest of the truck useless.

Brett’s still able to plonk around eight tonnes on the deck, which when you look at the truck’s work profile, covers a lot of jobs. Our hut, while dimensionally big, only weighed two tonnes. Any knuckle-boom crane that can’t deal with a 20’ ‘can’ in 2022 is going to be somewhat limited in terms of utility, and the 33002 easily romps in on that one, as well as being burly enough to plop 1080kg 19m away. Pace that out and you’ll be impressed.

1) Even lining up is tricky. 2) Making sure there is nothing in the bushes. 3 and 4) The struggle is real. Ian keeps it inch perfect.

Backing into the drive at Mt Maunganui. LED lights, perched out on the end of the stabiliser legs blinked away, adding another layer of awareness and safety. While we waited for the crew to put the finishing touches on our load, Brett explained there was a ‘slew’ (sorry – had to be done) of conditions on a crane’s ability at any given site; grade, substrate, arc, the load itself, even weather. “Everything has to be assessed and considered.” Thankfully, the operator is not in it alone, and the Palfinger

has a plethora of failsafe cutouts if it thinks its ability is being stretched. “We run a mix of both Palfinger and Fassi cranes in the truck fleet,” says Phil. “Both are great products, and we have good relationships with both suppliers. “In terms of decks and trailers, we run both Roadmaster and Domett in the semi and full trailer fleets, some new rigid units are coming fitted up with decks ex-the supplier, and we use

both Truck Works Mechanical and Engineering here at the Mount and Clark Engineering. Having the builds occur right on our back doorstep allows us to project manage them much more closely.” And now to the front…

Universal Décor Of course, the challenge cab designers face with trucks like the Quon is the breadth of application their designs will encounter. The Quon and its ilk are not pitched at certain

genres of transport in the same way others are. Take Kenworth’s T659. The ringers in Bayswater’s cab design department never really had to consider how well their impending creation would cope with the rigours of lastmile metro delivery. In the event someone did hand over the rubles for a ‘five-nine’ with the intention of deploying it into such applications, it’s the customer who’d be looked on as being a wedge or two short on their artillery hub.

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March 2022 31

That’s not a luxury the poor buggers responsible for the Quon’s cab get. You can find the Quon cab in the midst of last-mile duties, delivering logs to the port, as a bathtub tipper combination, carting cows, swinging boxes, delivering trusses to a building site, and ploughing through the night on the linehaul arteries of the nation. The point of all this is that you can’t get too nit-picky when assessing it for any one task. You have to look at it from the viewpoint of does it make the bulk of the punters happy for much of the time? The Quon’s a classic forward-control jobby, meaning the good helmsperson’s not sitting right over the top of the front axle and engine à la K200, 9870, and the late Freightliner Argosy. There’s a good chunk of cabin (almost 1400mm) ahead of the leadaxle centre, and because having a flat floor was never in the design brief, it’s able to sit lower, similar to last month’s CF530 at Rural Transport. Being of Japanese origin and therefore unlike the DAF, there’s no desire to optimise the cab space that is left, instead filling the engine tunnel with all sorts of extraneous lockers, consoles, and caddies, that are always hard to keep pristine if you’re ‘that person’ – which many truckers are. Yes, it aids in addressing the lack of storage that made us grizzle a bit about the DAF last month, but this is not the solution either. As many of you will know, it’s my biggest beef with Japanese truck interiors. Anyhow, let’s start by getting in, an easily effected operation. Like the DAF last month, the UD has an A-pillar grab that profiles the dash end. It’s absolutely the only way to go in our view, with a section of handle that suits the reach of every human form. There’s another wee handle on the B-pillar, but that’s a bit superfluous,

THE SKY’S THE LIMIT From left: Pete McLeod, Phil Hutchinson, and Scott McLeod. “

he turning point for the business postGFC was responding to an RFP for crane work in the Taupo energy industry, where our bid was all about processes and systems that emphasised the welfare of our people in the workplace as well as productivity,” says McLeod director Phil Hutchinson. “They were the cornerstones of the business Scott and Peter wanted to build when they took the reins from their late father Curly, and they have an unwavering focus on that. Culture is everything.” McCleod Cranes and Hiabs traces its roots back to 1996, when Ian ‘Curly’ McLeod and his boss Albert Smith shook hands and parted friends when they could see the crane business they directed diverging in two distinct directions; civil contract work and on-call customer work. Albert took the civil contract work – Smithbridge Ltd – and at 50 years old, Curly kicked off his Tauranga-based McLeod Cranes Ltd with an NK250v 25-tonner. He and wife Anne had put everything on the line to start the business. Curly worked every hour God sent, and after working her day job at New Zealand Swimming, Anne would take care of the books. Like so many small businesses, life tested their resolve early. On his first

job with the Western Bay of Plenty District Council, a tomo opened up under one of the crane’s stabiliser legs. Luckily, the machine Curly and Anne mortgaged the house for miraculously lent against a building. The NK250v was a machine that punched above its weight and that, combined with a relentless work ethic, saw expansion come quickly. In 1998 a 50-tonne machine was added, and the year after a 10-tonne machine, driven for eight months by Curly’s son Scott when Scott’s Navy years were up and before embarking on his OE. “Cranes are not an easy business to be in,” says Scott. “Each one is like paying off a farm, and after 20 years paying it off, you have to buy the farm again! Oh, and you can’t tip a farm over or drop something off it!” Curly worked tirelessly, building a sound customer base that included the likes of Port of Tauranga, a customer the company retains to this day. His reputation among the Bay of Plenty business community was that of a ‘good bastard’. In 2006 Curly was diagnosed with cancer for the second time. Then, Scott was working as a computer programmer at the Tauranga City Council, and Peter was still overseas working in senior planning and lift roles

on the Saipem 7000, a semisubmersible crane able to lift 14,000 tonne with a hook that weighs 200 tonnes. In other words, the cutting edge of global lifting. Initially, the plan was for Scott to take a caretaker role until Curly was well,and Pete could get home. But, in 2007, Peter joined Scott in the family business they today run together. “It wasn’t always easy, but a great experience I would not change at all,” says Scott. Up until 2008, the business grew at about a crane a year, but 2008 is, of course, an ominous year in global economic history. Much to the disgruntlement of Curly, cranes had to be shed if the company was to survive. “It was scary,” says Scott. “It was hard yakka and immensely stressful.” Scott and Peter’s cousin Lynda Hutchinson had taken over administration from Anne by this stage, and financial reporting had become a daily occurrence for her. They may have shed cranes, but one thing Scott and Pete didn’t shed were the principles on which they wanted to build the next generation of McLeod Cranes, and that was about to pay off – big time. Mix a Navy-trained electronics guy with megacrane lift boss from the oil and gas world, and rest assured, you’ll create

the ultimate process and compliance beast. From the get-go, the brothers vigorously pursued zero tolerance for shortcuts and she’ll-be-right. Health and safety, adherence to process, training, and impeccable record-keeping would be pillars on which the company would grow. Saying it all is one thing, but their backgrounds meant they could deliver it in the real world. Their stoic belief in their company’s cultural pillars saw them prevail in the tender issued by MB Century in 2010 for crane support and drill-rig logistics in the Taupo geothermal fields. Suddenly, selling cranes returned to buying cranes as the sun once again came up in the Bay of Plenty. Pete upped sticks and moved his family to Taupo to oversee the work first-hand, establishing the Taupo depot also. Cranes often need a battalion of support to carry all the bits and pieces they need to operate, things such as counter-weights and jibs. McLeod Cranes relied on third-party suppliers for this task but was realising that wasn’t working out. Its own support trucks would be better. Sadly, Curly, had succumbed to cancer in 2012, aged 66. In cleaning up his papers and affairs, the family came across documents from Charles Brown, proprietor of Bay Hiab Transport, expressing an interest in Curly buying him out. The brothers decided to act, but truck-mounted cranes were a different world entirely from pure cranes. They not only

Was it this…

needed transport know-how but someone they could trust to have full buy-in and deliver on the culture and values they based their business on. Who they needed was Lynda’s husband, cousin Phil, currently manager of TR Group’s Mt Maunganui branch, and an ex-Mainfreight operator and manager to boot. “It was a tough decision. Man, it was tough,” recalls Phil. “TR Group is a wonderful company to work for. I loved the firm, the customers, everything. But Curly had been like a father to me, and Scott and Pete were reluctant to move on Bay Hiabs without transport knowledge.” Phil came on board as a shareholder and director in 2013 when McLeod’s bought the Bay Hiab business. “There were 10 trucks of which eight were operating,” says Phil. “It was all paperbased despatch. There were no systems and quite a reluctance to work overtime or weekends. And the rates needed looking at. The learning curve for the crew was steep. But, today, two of the Bay Hiabs guys are still with us – Malcom Simpson and Joe Te Hani. Fantastic blokes.” Initially, it was thought the Bay Hiab trucks would be occupied supporting the crane business, but to rehash an old chestnut, ‘lift it and they will be impressed’. It didn’t take long for the newly minted McLeod Hiabs business to start winning work under its own steam, eventually growing at a quicker rate than the cranes,

…this…

often needing two additions to the fleet per year. A whole new world had opened up. Today the McLeod business has four divisions: Cranes, Hiab, Transport and ATF (Approved Transitional Facility). The latter business has evolved due to demand from the existing customer base. Scott is managing director, Pete is director assuming control of drill rig logistics, and Phil heads up the Hiab team. “Outside of the project tendering processes we engage in, growth has come to us,” says Phil. Scott, Pete, and Phil believe the growth in the company – to 155 staff with depots in Tauranga, Kawerau, Taupo, Hamilton, and Tokoroa – is testament to the fact that adherence to processes, systems, and compliance house the keys to staff capabilities, peace of mind, retention, respect, and ultimately the company’s success. “Our approach has been key to us winning a number of blue-chip contracts of recent years, including distribution contracts at a leading building supply firm in the Waikato and contracts at Oji Fibre Solutions in Tokoroa. “We place a huge emphasis on staff development and training, with three full-time trainers in the business and a fourth coming on board shortly. We’re also great believers in bringing new blood into the industry and run a number of cadets, all working their way through and sampling different divisions over a two-year period, ultimately choosing where they

might like to go. “The lack of cadet training in the wider transport industry is a huge problem, and one only the industry can solve. I’ve had operators come to me lamenting the lack of staff, yet there’s no willingness to take on the next young person. Getting the next generation involved and excited is vital.” There’s a significant depot, workshop, and containerlogistics-facility expansion underway at the company’s Truman Lane site at Mt Maunganui, which is already attracting interest from existing and prospective customers. And although growth is rapid, the adherence to detail, like everything being painted in fleet colours, remains. Even the new Ferrari reach stacker is going to be fleet colours. “They weren’t impressed we wanted it in company colours,” chuckles Phil. It is a tragedy Curly missed the growth of the business to what we see today. The hours he devoted to the business’s formative years set the example in terms of work ethic and service to his sons, a couple of young bucks growing up in a crane wonderland. As polished as the McLeod operation is today, that legacy is one Scott, Pete, Phil, and the rest of the wider family and staff strive to hold true. After all, it’s encompassed in the catchphrase on every machine... ‘Good bastards’. I’m sure when every crane points skyward, Curly’s looking down, duly proud of the Mount’s home-grown crane business today and what it is they stand for.

…or one of these bad boys you were after, Mam?

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maybe. Two feet on the steps and the big A-pillar handle will tick all the three-point requirements. Three nicely cascaded steps followed by an inward swing of the chuff and you’re sitting, looking out of the windscreen, ready to win at life. It’s an encapsulated fit in the business seat, with plenty of room to move within the bounds of that confinement. Having secured the area, Brett lifts the room off the UD and swings it into place.

In the McLeod operation, Brett or Ryan may find their driver’s door millimeters away from a fence, hedge, or brick wall requiring them to alight from the left-hand side; the inference being encapsulation may well be a pain in the arse, resulting in the odd scratch and scuff on the hard plastic surfaces of the cab’s central environ. If it were mine, I’d have a big old

blanket or towel ready to lay over it all. Focusing on the workstation and surrounds for a moment, there’s the usual form factor of a two-gauge binnacle split by vehicle and driver diagnostics. On the right of the binnacle are a pair of switch banks housing traction aids in one cluster and hill hold and idle controls on the other.

To the left there’s an integrated wrap in perfect design unity with the binnacle, with communication, infotainment, climate, and a couple more switch clusters. In the McLeod machine, there are more switches than you’d find in trucks bound for more mundane existence due to the crane hanging on the rear and all that goes with that. There’s a smart wheel accommodating Traffic Eye cruise control and Eco-off functions on the left, and menu navigation on the right. The left-hand column wand deals to wipers, hazard lights, and the four-stage auxiliary brake, and the right lights and indicator. Interestingly the adjustment for the big and well-placed mirrors is low, on the righthand end of the wrap. Though I’m no fan of half the dash controls on the driver’s door sill, it is the place for mirror controllers in 2022. However, Japan builds trucks aligned to the lifestyle of her native folk

first and foremost, so in the Quon, you’ll find the window controller and an ashtray in that thar location. The shift controller for the ESCOT-VI is right there on a tower to the driver’s left with a definite family tie to the I-Shift’s handle. Behind that in the same well is the park brake, to the left the well is the cup holder, and fanning from there the start of the nooks, caddies, and lockers. There’s no question UD lifted the bar on fit and finish in a Japanese truck when the new Quon arrived, something Fuso followed with its Daimler platform Shogun range. No doubt Hino’s new 700 Series – which came late last year – will fall in line as well. The look and feel of the dash and surrounds are what you might call fleet-Euro, with quality workable, cleanable surfaces in plastic, vinyls and rubbers. The lower in the cab you go, the easier it gets to clean. For the expanse of plastic caddies across the middle, there’s not a lot of storage, really. There’s a big overhead locker in the middle, the neat folder stow above the driver (and passenger) – an immensely practical thing for a busy driver – and door pockets. It’s interesting that a truck in 2022 doesn’t have external lockers under the bunk, something that would be an incredibly well-used facility at McLeod’s. Colour and tone-wise, it’s all grey with the odd aluminium highlight, which sparks one of my old chestnuts of drivers enjoying a splash of colour and shine. Just because the designer might be as staid as a council AGM, the customers certainly aren’t. A flash of red or something shiny would enhance things here no end. Daily checks are easy ‘peasy’ under the front flap. Moving on…

‘…as a Tiger’ At that moment our pilot, Ian Mearns, arrives. “It’s great Ian’s on the job,” says Brett. “He’s the best as far as I’m concerned. A first-class pilot and decent bloke.” Brett eases the single room out from its possie and onto the truck. Loaded, crane packed away, secured, signs in place, walk around done, press ‘play’… Actually, select ‘D’.

The UD’s a comfy and smooth place to spend a day, a far more refined ride and workplace in the new incarnation. Visibility is great, and even though McLeods spec’d a longer than usual wheelbase at 6385mm to accommodate the crane, it’s still a nimble machine. “I haven’t driven these new UD’s much,” says Brett. “But this AMT is head and shoulders over the ZF’s in the older Hinos. It’s bloody nice, and very smooth. “The lane departure is one thing that we turn off regularly. We have to. So much of our work is over the fog line, and kerbs, so it’s just not a practical tool.” As we said at the outset, the UDs safety suite was key in the decision-making process around McLeod’s next-generation fleet. Being a true platform machine, the new Quon takes full advantage of Mother Volvo’s box of safety tricks and so comes off the shelf standard with Traffic Eye cruise control and braking (intelligent cruise and autonomous emergency braking), lane departure, and electronic stability control. Obviously, there are ABS and EBS, but the truck is also a full disc-brake set-up. Nice, and that’s all non-negotiable, too, speaking to the OEM, not the customer. There’s also useful productivity kit like the ESCOT-Roll function, brake blending – handy when crossing the Kaimai Ranges is a part of your regular life – and extended service intervals, which being a crane truck and all, UD schedules at 400 hours. Our destination was one of those places where sharp, well-trained, experienced crane operators earn their keep. Innocuous it may have looked, the building had to go down the end of a long concrete drive flanked by fences and trees, and then negotiate a hook in the drive so the rear of the truck was in a position where the crane could reach the footings with the new room. Brett goes for the obligatory walk and assessment with James and pilot Ian, who had decided to hang around, realising the more eyes here, the better. All told, we were probably looking at 120-plus years’ experience in both building and relocating ungainly stuff.

4 1) Bright and airy. Maybe a tad too monotone. 2) Binnacle is clear, follows the norms in 2022. 3) The wrap and centre console area. The opposite in philosophy to the DAF last month. 4) Access is superb, with three steps and another big A-pillar swinger.

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Brett Meier rates McLeod Hiabs as a top place to work. With the plan made and communicated to all, it was time to get the brandnew – unmarked – truck into position. Yikes. Brett checks the trees on the drive for big hidden branches or extraneous flotsam that might like a mirror to munch on, and with everyone on point and in radio comms with Ian, back he goes. Even the initial line-up takes a bit of jiggling. The UD has great front-bumper clearance, but the dunnage bin located right down under the crane is something that’s going to have to be watched. Inch by inch, he eventually reaches the kink in the drive and commences a series of forward and back manoeuvres, working the tail around without damaging the front left of the cab on the fence. It is this chain of events that demonstrates just how easy linehaul is on drivelines, and just how hard so many other things are. Kilometres may not feature heavily in this machine’s life, but the steering, suspension

36 New Zealand Trucking

components and clutch are not in for an easy trot. With all the back and forth, there was not a hint of issue from the clutch or ESCOT-VI, and when Brett is finally at a point where he can go no further on account of fences and other obstacles, he alights and says, “That was bloody impressive. If there’s one thing that we’ve found the AMTs aren’t that hot on, it’s lowspeed manoeuvring. They tend to get a bit hot, and jittery after a while, but that thing was smooth all the way with no hint of heat. It’s only new, so we’ll see, but that’s a good first sign, I must say.” Once in place, the easy bit came next, and by now, we were well used to seeing big things up high. Ian leaves and Russell and team stand ready for the arrival. Brett has one of his chats with the customers and when he was done, they had no idea they’d just been ‘toolboxed’. We got our boundaries laid out to us, and off, out, over, and down, came the wee hut, just like that!

March 2022

You can’t see elephants in the headlights

nless there’s a night-time breakout at one of our zoos and you’re in the vicinity powering down one of the local arterials, this is not a tip the average Kiwi trucker is ever going to need. But for Brett Meier, it’s something he absolutely needed to know at one point. “Buffaloes and elephants, their skin absorbs the light, aside from which they’re just so big. Elephants are worse, though. A buffalo will turn and look, you see their eyes, but elephants have huge lashes, and they don’t want to look at you anyway. Plus, they’ll probably be in a group. At 80kph, you won’t see them until you’re less than 100m away. At 60 tonne, that’s too late!” You’ve probably guessed by now we’ve uncovered another absolute gem of a person and story. Brett

Meier is going to have to be revisited for a podcast interview or feature because his life to date is so interesting. Like most of his ilk, he underplays it all and shuns the attention, but the truth is, when this personification of an unassuming ‘good bastard’ writes his memoirs, I’ll be first to buy them. Born in Zimbabwe, 47-year-old Brett’s family were farmworkers. The family immigrated to South Africa in 1978 before the Mugabe upheavals, where his dad found work in the mine repatriation industry. “I’ve always loved trucks, so postschool, I went straight to work in the industry.” Following early adventures dabbling in things like furniture removals through South Africa and her neighbours, Brett headed to Zambia to drive trucks in the

Brett Meier: certainly not afraid of a challenge, and his life in trucking in so much of the world is a testament to the richness of experience such an attitude can bring. cotton industry. “Zambia’s a great place. It was never colonised by the Brits, only a protectorate, so everyone largely gets on like a house on fire. The Indians and Chinese are huge in Zambia’s cotton farming. They own and run the cotton gins (processing plants) and manage the farmers, supplying seed, fertiliser, packaging, everything they need. The farmers grow it, and are paid after harvest, based on yield. “I drove an ex-Dutch Army DAF 6x6 with a GVM of ‘whatever you can get on’. Speeds on the bush roads were sometimes five to 10kph, so you took a long time to go not far. You’d be away two weeks at a time deep in the bush travelling from farm to farm.” Work visa rules marked the end of Zambia and it was back to South Africa, where the father of a close mate ran a trucking company called Neven Matthews Pty. The firm was based in the mining, energy, and steel belt in the northeastern province of Mpumalanga. “I worked in driving and in management roles. The company carted lance tubes used in the smelting process

and finished steel. Trucks were mainly SK Mercedes-Benz, and we had some R-model Macks also. The driver pool tends to be hard on gear over there, so the Macks had good seats, but the rest of the interior was steel plate, with wind-down windows and rugged switchgear. We towed B-trains, but we called them inter-links (short front half, long back) or super-links (even trailer lengths). GCM was 60 tonnes. The Macks were grunty and durable!” In 2002, Brett witnessed the murder by robbers of his close mate Stu, the guy who had organised the Neven Matthews job. Stu’s brother Rob was working in the UK as a commercial electrician at the time and encouraged Brett to visit. “We’d all hung around as kids. I went back to work but it was difficult, to say the least. I headed for the UK and found work immediately, first on a small truck with a crane, then transporting horses for an Irish bloke. Following that, I drove tip trucks around London for 18 months before getting into Continental work as a relief driver via an agency. It was all Volvos and Scanias – really nice machines, but boring

compared with what I’d been used to.” Brett’s next adventure lay in the antipodes, Western Australia to be exact. Arriving in 2005, he enjoyed a mixed bag of driving work that included the BGC Quarrying and construction conglomerate, as well as work for the local shires (councils) on aggregate haulage and two-up road-train work running supplies ex-Perth to the mines in the far north west. “One interesting job I had south of Perth… I was on a Kenworth road train, the lead trailer was loaded with fertiliser, the second with a Mack spreader, and the third a Manitou loader. You arrived on farm, unloaded everything, then loaded the Mack with the fertiliser off the lead trailer using the Manitou, spread it on the paddocks, packed the whole lot up again, and went home.” A desire to check out New Zealand meant getting here before he was 32 to meet visa requirements. So, in 2006, he headed our way. As the saying goes, everyone else’s loss is our gain, and many thanks to Brett’s wife Jayne for capturing the heart of this most capable and affable bloke.

“I started working for Smith and Davies in Auckland on a tip truck, but that was shortlived. I met Jayne early on, and we knew this was it. I found work at LW Bonney in Auckland in their sugar-cartage business. It was largely in the greater Auckland area, further afield when seasonality in industries like bee-keeping demanded. Bonney’s was a great place to work. They run a cool variety of gear and it’s all well maintained. I was there for four years and really only left because our firstborn was here, and the hours didn’t suit. I didn’t want to be a dad who wasn’t part of raising the kids. “From Bonney’s, I went to Boat Haulage, where I stayed for seven and a half years; undoubtedly one of best jobs I’ve ever had. The work was really interesting and challenging, great people, and the curfews for overdimensional work around Auckland meant a good worklife balance.” A lifestyle decision to move to the Bay of Plenty just under six years ago ended the Boat Haulage years and started the McLeod Hiab chapter. Brett’s role currently sees him bouncing from truck to truck filling in for leave and the like, as well as mentoring new drivers, with a view to take on a full-time role in the training team in the near future. “Yeah, no complaints here. It’s a great company with a good culture and robust processes. There’s a huge emphasis on staff safety and, although that can be a bit frustrating in terms of not being able to introduce my son Noah to the wonderful world of trucks and machinery, it’s just how it is nowadays. “I don’t miss the political crap and everything that goes with South Africa, but I do miss the African bush. Jayne has been, but it’s been over 10 years since I’ve been back. I can hardly wait to show the kids the African bush and where I grew up.”

Summary – Talk about the right truck at the right time McLeod’s is just the customer the boffins at UD must have been thinking about when they raised the bar on what defines a truck from Japan. In the UD Quon, McLeod’s has a truck that’s affordable in times of meteoric expansion yet slots beautifully into the cultural mandates set by this generation of company owners. It’s a market sector that’s only going to grow as expansion comes to many firms in times of ever more stringent compliance. “Since the launch of the new UD Trucks Quon 8x4 range in 2018 we have been very pleased with the performance of these models in terms of product specification, in service performance and customer acceptance,” said UD Trucks New Zealand general manager John Gerbich. “After a five-year absence of an 8x4 chassis in our model line-up, UD Trucks developed three new models specifically for the New Zealand market, with suspension and horsepower options, and some of the most advanced technology available. UD Trucks have continued to make small changes to the model specification to improve driveability and driver comfort, with further enhancements planned for the near future.” At the end of the

day, everything is about application – whether it’s trucks to a task or your principles in business. Process is something rarely understood, and although it’s permeated in every square inch of commerce, health and safety is still something many struggle to do well – and there are a plethora of reasons for that, most of which lay with central government. McLeod’s success in both these areas is rooted differently than most. Two of the owners come from backgrounds where the aim is keeping people safe in unavoidably dangerous situations; war and oil and gas exploration. The other was born of two companies, noted in New Zealand as being successful through unwavering adherence to culture. What you end up with is an entity that creates a framework whereby dignity and respect allow intelligent people to execute difficult tasks in as safe an environment as possible. We had a great chaperone, and when we left, we’d found a new friend, even though we’d been ‘toolboxed’ all day. Build a company with values like that and you’ll grow like billy-o in 2022, at which point you’ll need an affordable, productive truck that meets your cultural fit. Epiphany No.3: In the end, those guys and gals at UD were the trailblazers!

UD Quon CG32-460 8x4 rigid Tare: 8630kg (OEM cab chassis) 18,090kg (with crane) GVM: 32,000kg GCM: 60,000kg Wheelbase: 6385mm Engine: UD GH11TD Capacity: 10.8 litres Power: 338kW (460hp PS) Torque: 2200Nm (1623lb/ft) Emissions: Euro-6 Transmission: UD ESCOT-VI 12-speed AMT Chassis: 300mm x 90mm x 8mm Front axle: UD Reverse Elliot I-Beam Front-axle rating: 13,000kg Front suspension: Parabolic leaf springs with shock absorbers Rear axle: UD RTS2370A hypoid single reduction Rear-axle rating: 20,000kg Rear suspension: UD 8-bag ECAS Brakes: Disc. ABS, EBS, Safe Brake Blending Auxiliary braking: Exhaust plus engine compression brake Additional safety: Front underrun protection system (FUPS), Traffic Eye Brake System, Traffic Eye Cruise Control, Lane Departure Warning System (LDWS), Electronic Stability Control (ESC) Fuel: 400 litres DEF tank: 50 litres Wheels: Alloy Tyres: Front: 295/80 R22.5 Rear: 275/70 R22.5

ACKNOWLEDGEMENTS Another rich experience for us adding an invaluable insight to a company’s philosophy that only serves to enrich your own life-book. Thanks to Phil, Scott, and Peter for access to the McLeod operation, and Phil, for the time we were given in a business that’s so busy. Thanks to Brett Meier for a great day, and a truly amazing personal back story. Unbelievable. I worry about elephants on the road at night now. Thanks to John Gerbich and Marvin Fynn at UD Trucks NZ for your always enthusiastic help.

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

March 2022

Electrical: 24V Cab exterior: All steel cab with four-point air suspended cab and dampers. Side door beams, ECE-R29 cabstrength-compliant Can interior: Fully adjustable UD air suspension seat. Rest bunk. Electric mirrors. Infotainment, Bluetooth and USB connectivity. Air-conditioning with climate control

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Nicol proudly posed beside the company’s third Mack back in 1982, the one he would drive himself. Photo: Ken Stoddart collection.

THE GOLD OF

TUAPEKA

TRANSPORT Story by Craig Andrews

Photos Craig Andrews and as credited

We look back at a man who helped bring us one of the smartest fleets in the South Island, if not New Zealand.

he transport industry sadly lost Nicol Kane back in December 2019 and it was always my plan to catch up with him to talk about Tuapeka Transport. It taught me a valuable lesson: don’t leave these things too long. His passing caught me by

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surprise, and with that, a lot of history and stories were lost. Nicol left South Otago High School in Balclutha in 1963 at the age of 15, which seemed to be the magic number back then. He began work at South Otago Transport in Balclutha, where his father

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worked. General labouring and painting stock crates were part of his grounding in the transport game. At 16, he got his HT license and was sent over the hill and up SH8 to Waitahuna, where South Otago had a base. The company had bases scattered all over – Balclutha,

Lee Stream, Milton, Owaka, Waihola and Waitahuna. There were usually three trucks based at Waitahuna, and Nicol was driving an AEC pulling a semi-trailer on livestock and general cartage. There was plenty of lime out of Browns near Winton and livestock to Bluff and

Mack No.2 was a 320hp MC with Ray Stronach (pictured beside it) behind the wheel. Photo: Ken Stoddart collection.

Dave Cavanagh and his ex-Alexandra Transport Super-Liner, with another load of export logs dispatched at Port Chalmers. Photo: Jason Jarvis collection. Christchurch. The AEC gave way to a Leyland Mastiff in about 1967. In 1969, Nicol married his partner, Judy Gold. They had known each other since Judy was 15. Judy worked at Gold’s Bakery in Balclutha, still bearing the same name today. She recalls Nicol working away in the livestock crates, and he would throw out a wolf whistle as she walked past on her way home from the bakery. The lads at South Otago used to send Nicol on the pie run to the

bakery. Judy would chuck in an extra one so Nicol wouldn’t have to pay. They moved into a transport house in Waitahuna, and Nicol continued to work at South Otago until 1977. The couple bought their first house in Mosgiel when Nicol picked up a new job working for Farmer’s Aerial selling fertiliser. That only lasted a month before a job came up with Refrigerated Freight Lines (RFL) in Dunedin. Nicol jumped at this chance. Among the RFL fleet

were Mercedes-Benz, Fuso and R-model Macks. He went onto one of the Macks for six months, driving up and down the country. They were long days, and Nicol was away from home often. He moved into the office in time, taking on the depot manager’s role. Nicol remained at RFL for two years and, during that time, his mind was ticking over about the thought of owning his own transport company. There were options and opportunities; Wally Powell in Milton and

Somerville’s in Lawrence were two that Judy could recall. Taking the Somerville opportunity, Nicol teamed up with Gordon Soper, who was working for Somerville’s at the time, and in 1979, Tuapeka Transport was born. Nicol and Judy had two daughters, Adele and Jann, and the family all moved to Lawrence at this time. Finance to get into Somerville’s came from UDC, and Nicol stayed loyal to the finance company in his time at Tuapeka. Somerville Transport consisted of about 12 trucks – Nissans, Mercedes-Benz, Albions, Leylands and a Leader among others – with about 10 staff. Nicol was about 30 at this stage, and he and Gordon poured everything into the company. The fleet colours were tweaked, resulting in one of the most instantly recognisable liveries in the country – one that, fortunately, still exists today. From the outset, it was evident that the current range of trucks lacked power to tackle the hills around the area. Gordon was happy to purchase anything, but Nicol could see the advantage of torque-laden American trucks. His experience with the Macks at RFL saw the first R-model ordered for Tuapeka in 1980. The high horsepower and dependability made for good business sense. Servicing a big rural area with reliability backed this up. The first R-model was a 320hp unit – build No.417 – from the Motor Truck Distributors (MTD) plant in Palmerston North. Tuapeka stalwart Jock Clucas got the truck new, carting livestock and bulk product. It was the start of a relationship with MTD that lasted until the company was sold off in 2003. The success of the R-model then led to the

purchase of an MC model in 1981, build No.494, an eightwheeler with 320hp on tap. Ray Stronach was assigned this machine. A first-hand recollection of the benefits of Tuapeka’s high-torque motor policy came as I wrote this story. I remember as a young fella sitting alongside my dad in a West Otago Transport F10 Volvo, heading north out of Dunedin with sheep onboard one frosty morning. The Volvo got stuck on the ice on Pine Hill. The MC was trapped behind the F10. Eventually, the F10 got traction, followed by the MC. I looked back in the mirror and the MC came into view under the Patmos overbridge. It got closer and closer, quickly reeling in the F10 heading up Thompsons Subway on the Northern Motorway. It overtook the F10 and disappeared out of sight. The third Mack was a tractor unit that Nicol himself drove, and it towed a threeaxle self-steer semi-trailer with crates. Initially, Gordon was mostly office-bound, and Nicol was out driving, though Nicol eventually moved into the office to help manage and dispatch when the size of the fleet increased due to workload. The three-deck stock crates on the back of the self-steer certainly challenged the height limitations. One time

The FR Mack pictured on its first load of woodchips out of the Barrow Box sawmill near Tapanui. Photo: Ken Stoddart collection. on a big stock move north, Jock Clucas led the convoy, and to allay fears of the selfsteer trailer not making it under the Alma Underpass just south of Oamaru, he got out of his Mack and managed the traffic so Nicol could make it through safely – which he did. Following the addition of further R-models over the next few years, a 440hp Mack Super-Liner arrived in 1985, build No.792 for MTD. This went onto woodchip cartage with Jock Clucas. Tuapeka had picked up the work to supply logs and cart away woodchips from the Barrow Box sawmill near Tapanui when it sold

The variety of Macks starting to take shape. Photo: Kane family collection.

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its in-house fleet of Nissan logging trucks. Milton Brenssell, an owner-driver for Barrow Box, went onto an R-model carting logs. An R-model, an FR Mack and the Super-Liner all had a go at carting away the woodchips. The Barrow Box mill eventually closed in 1987. Though not as significant as rural supply, logs became a big part of Tuapeka Transport. The initial set-up of log trucks came via the purchase of two ex-Nelson Pine Forest 2624 Mercedes-Benz log units. The gear was transferred to a couple of Macks, and the two Mercedes-Benz units went onto other work within the company.

With the closure of Barrow Box, Tuapeka began carting export logs for forest owners Wenita to the railhead at Waipahi. The chip bins were removed from the SuperLiner, and it was set up as a logger. Eventually, the Waipahi railhead also ceased operations, and the logs were carted directly to Port Chalmers, near Dunedin. As the logging increased, more trucks came onboard. A second-hand Super-Liner new to Alexandra Transport was set up as a dedicated log unit. Two R-models with trailers were bought from New Zealand Forest Products at Conical Hill near Tapanui for carting logs to that mill, and

The Sutherlands Transport FR proved a great buy. Tuapeka wasn’t afraid to buy second-hand if the price was right. Photo: Kane family collection. for a while, Tuapeka ran an ex-Ross Douglas Super-Liner on logs while awaiting a new build. As the new Macks came onboard, the older trucks disappeared from the fleet. Another 440hp Mack was added next, this time a Cruise-Liner, the last of the model to go on the road in the country. Interestingly, it almost never happened… The search for another eight-wheeler saw Tuapeka order a new Series-2 Scania, but a price blowout sent them back to MTD. This was just before the new UltraLiner model was due, and Nicol didn’t really want the Cruise-Liner. As the last of its type, he didn’t particularly

want a one-off, nor did he want a sleeper. But there was a degree of desperation to get a new truck on the road, and the Cruise-Liner was available due to a collapsed finance deal. Suffice to say, the Cruise-Liner hit the road in 1986, servicing the rural community with the late Ian Beel driving it. The Cruise-Liner wasn’t the only big cabover Mack in the company. As touched on above, there was also an FR Mack, bought second-hand from Sutherland Transport in Waikaka with less than 100,000km on the odometer. Gordon had high praise for it. “It was a great buy. It did everything for us. Stock,

woodchips, logs, bulk and freight.” Tuapeka operated a freight run from Lawrence to Dunedin for a time, and because the Mack wasn’t the easiest thing in which to negotiate the streets of Dunedin, a J-series Bedford was used for the drop-offs.

The dawn of the Ultra-Liner The first Ultra-Liner (MH model) was built in 1985 but only appeared in 1986, not long after the Cruise-Liner. Build No.838 was the start of many of these models. In fact, 18 joined the fleet, making it the country’s biggest fleet of MHs. Tuapeka continued

to buy the Ultra-Liner until the model was discontinued in 1999. Most of them were 8x4s, with a couple of sixwheelers also – one was the rebuild of an 8x4 after an accident – as well as a tractor unit. They were spread right across the company’s operations – bottom dump, livestock, bulk, logs, and more. A rural supply fleet story can’t be completed without reference to its fertiliser spreaders. When Somerville’s was taken over, its spreader fleet consisted of a MercedesBenz, a CW Nissan and a Ford County. Later on, an Agtruk also joined, ideal for the Lawrence’s hills.

Right: Mack build No.786 getting another load of logs. Built new for Mount Maunganui Bulk Distributors. Photo: Ken Stoddart collection.

Left: Classsic drop-sider configuration in the day. Right: A drop-sider towing a bathtub trailer was, and still is, common in the South Island. Judy recalls Nicol wandering inside one day with blood pouring out of his head. “He was operating the Agtruck nearby to home, and I thought he had rolled the truck. He had merely hit his head on the ceiling when the truck hit a tomo.” Suspension wasn’t their strong point. A 911 Mercedes-Benz came on board when they seemed all the rage and, staying with the Mack theme, they also bought Mack Maxter spreaders. Their MAN spreader, bought in 2003, was the last truck purchased under Nicol’s ownership.

Murray Sowerby on Nicol Kane The Mack name and Tuapeka

Transport go together like Gabriels Gully and gold. Former general manager at Motor Truck Distributors, Murray Sowerby, got to know Nicol and Gordon very well during his years at the company. “Tuapeka were bloody important customers for us,” Murray says. Murray started at MTD in 1981 but didn’t begin dealing with Nicol until the late 1980s. When it came to buying trucks, he only dealt with Nicol. “Nicol bought the trucks and Gordon wrote the cheques. He was tough and not the easiest man to deal with. I would call in for a chat and we would go through the

Even the spreader fleet was made up of Macks. Photo: Kane family collection.

failed parts. Everything that failed was, in Nicol’s mind, a warranty issue. This wasn’t always the case. Nicol and Gordon didn’t expect to be wined and dined by MTD. They just wanted reliable trucks and good backup. We would meet up in the Beaumont pub and Evan ‘Chau’ Williams, another Mack customer, at Clutha Valley Transport in nearby Clydevale, would come over as well.” Nicol had high praise for the backup provided by MTD. He would often mention to Murray about Pat O’Connor, who was the field service tech for Mack in Christchurch. Pat was there from the mid-1970s to the mid-1980s. Once, when one of the R-models did a

camshaft somewhere in the Otago region, Pat drove down from Christchurch through the night to repair the Mack on the side of the road. This stuck with Nicol and helped cement the relationship with MTD. With the end of the MH series, they continued with the brand and bought three of the new Quantum series, all rural service trucks. The Quantums were among the last trucks bought by Nicol. Gordon Soper finished up with Tuapeka in about 2000 and, by 2003, the allure of running a transport business was fading for Nicol. Increasing regulation, the difficulties of getting good drivers, and his love

Nicol Kane’s business card. Right: Today, Tuapeka is part of the RTL Ltd, which has retained its famous livery for trucks domiciled in Tuapeka’s traditional region. of farming led to him selling up in 2003. Dynes bought the log-cartage side and the rural side went to West Otago Transport. Nicol had purchased a farm in 1990, gradually growing it to about 810ha (about 2000 acres) and it is still with the Kane family today. The farm retains one Tuapeka Transport truck, an ex-Fulton Hogan Central Mack RB.

Hark-back to getting good drivers Over the years, Tuapeka Transport had its fair share of ‘world-famous in the south’ drivers. Jock Clucas, Ian Beel, Dave Cavanagh, Ian (Pixie) McKenzie and Ray Stronach

are a few that spring to mind. These legendary names made their living piloting some of the coolest trucks about; Macks that could blow other trucks away on the Kilmog carting livestock north, meeting the same trucks still getting to the works on their way back. Quite a few Tuapeka drivers were originally driving for other companies and were constantly being overtaken by Tuapeka Macks. They would end up knocking on Nicol’s door, looking for work. At one stage, there were people queuing up looking for driving jobs with Tuapeka. The company had a reputation for good managers with impressive trucks.

Nicol rated his Macks highly. They were relatively cheap to repair and Truckstops Dunedin (formerly Camerons) was also highly rated. Ken McDowall was the mechanic at Tuapeka Transport for several years and Nicol was a fan of his. Nicol said to Ken once, “Surround yourself with good people, and you’ll do all right.” Ken also added that “Nicol was a grumpy bugger at times.” Nicol had a reputation for never turning away work – he always found a way, and the company never lost a client. Providing a great service was at the forefront of his way of thinking. Thankfully the Tuapeka Transport colours

remain today and, it has to be said, the current owner, Road Transport Logistics, did a great thing by retaining the colours. You only have to see their K200 Kenworth on livestock in the famous livery. Will it ever beat the same colours on a yard full of Macks? Can you imagine living in Lawrence through the mid1980s to the mid-1990s and hearing those Mack air-starts cranking up on a still winter’s morning, one after another? Nicol’s last journey was on the back of his beloved replica 1987 Rugby World Cup Super-Liner, driven by his son-in-law, Stu Cotton. Nicol John Kane was laid to rest in the Lawrence Cemetery.

Nicol’s daughters, Adele Cotton and Jann Robertson, with their mum Judy Kane and the last Mack with Tuapeka Transport on the door. It’s still in use on the family farm today.

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March 2022 45

Story and photos by Gavin Myers

TAKING THE FIRST STEPS Creating change isn’t easy, especially when the tried-and-tested ways work. But, sometimes, you have to do it, and the only way is to start. That’s Carr & Haslam’s approach with its first electric transporter and, in doing so, the company is getting a head start on tomorrow.

hris Carr, CEO of Carr & Haslam, is under no illusions that EV trucks are limited in their application capacity – in their current iteration. But to line up the company’s new eCanter and compare it directly with one of the five existing dieselpowered Canter transporters currently in the company’s fleet… Well, that would be missing the point.

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The eCanter, which will operate exclusively within the Auckland area, enters the Carr & Haslam fleet as a stepping stone to the future. It’s a means by which the company will start paving its way into meeting future zeroemission mandates set not only by government but also by corporate customers with an eye on sustainability and eco-friendliness throughout the value chain. Looking a century back in time, Chris draws parallels to his grandfather’s introduction of internal combustion – by way of a petrol-powered Brockway – to a fleet made up of horse and carts. “We were one of the first companies in New Zealand to buy Euro-6 vehicles, and today we only buy from Euro-6 suppliers. There have been no incentives, just moral obligation. We knew at some stage that we’d have to add EVs to the fleet, so we figured, why not start off March 2022

early? Now’s a good time to learn. It’s a big jump for us and it’s a big expense, but at some point, we’d have to do it.” How much of an expense? Bluntly, about 2.5-times the price of a conventional Canter. But thanks to support from the Energy and Efficiency Conservation Authority (EECA) and its Low Emission Vehicles Contestable Fund, getting the eCanter into the fleet was made a bit more manageable. As with all eCanters currently in service, this one has been taken on a lease though TR Group for the next six years. Right now, though, operating the eCanter will require a change of approach. Driver Dylan Gerrin is the man currently tasked with keeping tabs on proceedings. The eCanter has a dedicated parking spot and charger at the Carr & Haslam Mount Wellington depot, and the idea is that whenever it comes in to off-load or reload,

it gets parked and connected for a fast charge top-up. On a 50kW fast charger, Fuso quotes a 100% charge in 80 minutes or an 80% top-up in 45 minutes. For interest’s sake, plugging into a 32A wall socket at 7.2kW will require a nine-hour park-up to reach 100%. Fuso quotes 100-150km of range, depending on usage, of course, with two-stage regenerative braking doing its bit to prolong proceedings in town. On the day of the eCanter’s launch into the Car & Haslam fleet, a demo run was lined up for us to see the eCanter in action – the first ‘EV on an EV’ delivery in New Zealand. A new Audi e-tron GT was loaded up, destination Giltrap Audi on Great North Road, New Lynn, before a Skoda Enyaq was collected from Giltrap Skoda on Great South Road, Newmarket, to be taken back to the Carr & Haslam yard.

Fixed-angle deck and slide-out ramps ensure there’s nothing to snag the underside of expensive cars. According to driver Dylan, this little 36km round trip consumed less than 30km of range, indicating that maximising the eCanter’s 81kW/h battery should be easy enough with some predictive driving and basic route planning. Although it’s early days, Dylan says the eCanter typically displays 100km of range on a full charge, and he’s been able to get up to 140km out of it. With a GVW of 7490kg and tare of 4260kg, payload is quoted as 3230kg. We know from prior experience with the eCanter that the electric motor’s 135kW, 390Nm output is perfectly ample, and hauling a 2.5-tonne EV will be

no problem. While the Enyaq is an electric SUV with a reasonable ground clearance, the low-slung e-tron is certainly the type of car that requires that extra bit of care when being driven onto or off from the transporter. For this reason, the fixedangle deck was an important consideration and classily executed by Wiri-based Kingsford Motor Bodies. “We cart a lot of highend vehicles that are quite low, and EVs have the same characteristics. We can’t afford to damage the underneath of them. There are no angles where the car can bottom out on or off the

Chris Carr, CEO of Carr & Haslam (left), and Kurtis Andrews, managing director of Keith Andrews Trucks. truck. The only angle is where the ramps meet the road,” says Chris. Certainly, neither car had any issue with that. A winch is fitted but is expected to see minimal use. Carr & Haslam expects the eCanter will cover roughly 20,000km a year throughout Auckland and expects to see gains brought about by a less demanding maintenance schedule, RUC exemption

and a lower ‘fuel’ bill. “Electric trucks are very different to electric cars – they’re a hard-sell. People don’t want them yet because of the limited range, limited gains in productivity, their weight and the fact they’re currently exceedingly expensive. “They will get cheaper in time, and by then we’ll have learnt the different

dispatching techniques, the different handling techniques, the things they can do and can’t do… We know the next iteration of this vehicle will be very different; we know the motor and batteries will be different. The technology will be way more advanced,” says Chris. By that time, with the lessons learned from running this eCanter, Carr & Haslam

should be well geared to continue its approach of ‘always buying the appropriate vehicle with the lowest possible emissions’, in an epoch where running EVs is increasingly seen as the norm. Chris sums up: “We’re putting our money where government’s mouth is.”

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Ryan Jess Giving his new Hino a tidy-up on a Sunday afternoon was Dunedin-based Ryan Jess. Writer Craig Andrews enjoys a glass-half-full-type of bloke, so a good yarn was assured. Ryan hails from Renfrew near Glasgow in Scotland and happily made Dunedin home after moving here in 2004 when he was just a shade over 16 years old. Dunedin wasn’t the first port of call in his transport career, though; Gisborne was where it kicked off, where he gained his HT in a mighty Mazda Titan with Kingsbeer Transport. He started his driving career – first on a courier van and then onto the Titan. Staying in Gisborne, he moved onto McCafferty Metal Cartage, obtaining his class 4 and 5. He’s full of praise for these guys – they taught him plenty when he got into the big gear. From there, he made the big leap to Dunedin in 2014 and took up a position with TNL, driving a Western Star pulling freight between Dunedin and Christchurch and then floating throughout the country. After time on a swinglift at TNL, he joined the team at Icon in Dunedin, driving a Nissan and then a DAF on swinglift duties around the city. This wasn’t easy work, but he was guided nicely by the team at Icon. It’s a company he also holds in high regard – especially after a major life event. He was on his way to work one frosty morning when he

lost control of his motorbike on the ice on Dunedin’s notorious Serpentine Avenue. (Not much sunlight gets in there during winter.) The accident resulted in serious spinal injuries, among other things, but he was very well supported by his boss, Tony Gare, and the Icon team during his recovery. He can’t thank them enough and thinks highly of Tony. But after three years with Icon, the pull to get out of metro work and the chance to see some of the southern countryside saw him go to McEwan’s and onto a brand-new FS700 Hino. Ryan is currently chasing the Downer sealing boys around the south, supplying chip and pulling sealing-related plant about. And again, he’s grateful for the opportunity that Nick McEwan has given him. Ryan likes to spend his spare time riding

his mountain bike, tinkering with cars, attending track days, and trying to make something that resembles music with his guitars. He’s a big fan of the camaraderie between drivers in New Zealand and the variety of trucks here. However, he doesn’t enjoy the way the industry is portrayed in the media and the amount of surveillance drivers are placed under today. One more acknowledgement from Ryan – and that goes to the late Bruce Turnbull for his mentoring, advice, much-needed arse-kicking and beer shouts right up until the end. Ryan worked with Bruce at TNL, where they became good mates. “RIP fella,” he concludes. Ryan’s vexing question was: run or swim? Neither for him. He’d rather be on his mountain bike.

Craig Watson On a Sunday road trip from Tauranga to Whanganui, Alison and Mike Verran popped in to visit Craig Watson at his home in Tokoroa. He lives in a great spot where he can keep an eye on trucks heading past on SH1. Craig drives for K&S Freighters. In his Kenworth K200 Aerodyne chip liner, with a Cummins E5 under the cab, he mainly travels around the Waikato and Bay of Plenty, carting sawdust and wood chip. Truck driving is a Watson family passion. “I’ve been driving for about 30 years now. My dad and uncles were truck drivers. I have two brothers driving, as well as my niece. My dad, brothers and I all worked together at Rudd Transport in Auckland. Scott Transport bought out Rudds. We all worked there for about four or five years. Our sister worked there too, in the office.” After his break at home, Craig was preparing for a 2:30am start to head to Kawerau to load sawdust for Taupo. Craig’s enjoyment of truck driving includes meeting people, the freedom and the scenery. One of his gripes in the industry is the attitude of some of the

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young drivers. “You try to show them how to do things, to help them out, but they think they already know it.” Asked the vexing question: beef, pork, lamb or chicken? Craig answered: “Beef, I’m a beef man through and through.”

March 2022

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riding his Harley Davidson or shooting (but not at the same time), and he had recently returned from a shooting holiday in Connemara in the West of Ireland.

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Story and photos by Andrew Geddes

BIG IS GOOD! Stand on the Barkly or the Tanami roads in outback Australia, and you’re guaranteed to see Kenworth’s on- and off-highway big-boy, the C509, roll on by. Until recently, the chances of seeing one on the rural arteries of Canterbury would have been less than slim… but oh goodness, that’s all changed. 52 New Zealand Trucking

any years ago, a well-known New Zealand retailer ran a successful advertising campaign based around an imposing man extolling the benefits of size. The catch-line was ‘Big is good!’. For the retailer, the reference pointed to the additional choice the public had from the huge stock and brand variety it held in its shops. In the transport world, ‘big’ seems part and parcel of modern life. Without a doubt, trucks have increased in physical size over the years. As a signwriter who works on

March 2022

trucks, I can say that 30 or 40 years ago, I could easily do most of my work from the workshop floor. But, these days, much of my time is spent traversing step ladders and scaffolding. When it comes to physical size, you could argue Kenworth has always been right up there. Due to its large cabin/bunk area, the hugely popular K200 2.3m Aerodyne cab is still one of the most sought-after cabs for linehaul truckers. The Europeans have never quite been able to match that cab, although in terms of overall height, their cabs

have increased dramatically, which enabled them to offer a flat-floor cab-over option first. It’s at the stage now where the need or even opportunity for an aerokit on the roof is all but redundant. However, in the bonneted world, it’s always been slugged out by the American derived-products. Kenworth has held strong, most notably with its big bonnet T series, the 904, 908 and the current 909, arguably the king of the bonneted beasts plying New Zealand’s highways and logging tracks. Regardless of application,

The new Kenworth C509, owned by House and Heavy Haulage Canterbury, looks tough on the highway. The more you look, the more there is to see. Lovin’ those artilleries...

it’s an impressive stance. But what if you were an operator looking to replace an ageing T904, and wanted to be just that bit different? Stand out from the crowd, while retaining a familiar and trusted brand, specification, and ultimate durability? The obvious option is a T909 with the addition of a sleeper box, plenty of bling, polished everything, marker lights for Africa, and offset rims … the usual list of requirements for standing out in an ever more competitive, image-based world. Rolleston-based House and Heavy Haulage Canterbury

is owned by Michael Henderson, aka ‘Sas’, and business partner Scott Dickie. As the name suggests, the business’ work involves transporting heavy and often over dimensional loads. Relocating logging gear, tilt slab panels, and buildings are its bread and butter. Although not the realms of mega-heavy haulage as such, it requires solid gear, big horsepower, and rugged dependability. Sas and Scott are relative newcomers to the scene, starting the business late in 2019. They run a tight ship; there’s just the two of them,

but they call in experienced crew when required. The original T904 that got them going was backed up with Scott’s Kenworth T404 SAR, which concentrates mainly on the building relocations and tilt slab work. Last year, Mike and Scott found themselves in just the situation mentioned above. An ageing T904, and the need to replace it. What to do? “We like to do things a little differently,” says Mike, who had a firm idea on what the 904s replacement would be. And Southpac salesman Chris Gray had, for some time, known he’d likely be

sending Kenworth’s assembly plant in Bayswater an out-ofthe-ordinary order for New Zealand. Sticking to the familiarity of the Kenworth product, and with the flexibility that heavy haulage affords in respect to tare, the obvious choice if you wanted to go ‘bigger’, beyond the T909, was Kenworth’s C509 offering. The C509 is a legend in its home of Australia. A beast of a truck – I’ve always thought of them as looking like a W Model on steroids! – found most commonly in the remote outback, in the harshest of climates, hauling triple or

quad road-train units on roads that can resemble goat tracks, often servicing remote mining operations or cattle stations. A model spec’d primarily for the rigours of extreme conditions, although equally capable of cruising the blacktop. In the world of heavy haulage, it is king. This side of the ditch, the C509 is somewhat of a rarity. Only a handful have found their way here as either second-hand heavy-haul-spec Australian units, or new, most often working in off-highway logging in the central North Island, where they are seldom

54 New Zealand Trucking

seen by most. Not unlike the ‘big is good’ man who fronted the television advertising campaign, Sas is quite an imposing bloke in stature, with an equally big grin. The C509 and Sas fit comfortably together. The C509 it was, then. His vision for the new truck didn’t stop at just the sheer size. With his “doing things differently” philosophy, the approach has been noticeably unique. Fuel tanks, DEF tank, and all chassis toolboxes have been painted to match the chassis colour. The

March 2022

T904 the new truck replaced sported painted tanks, as does the SAR. It’s a look that throws back to 70s and 80s and Sas has kept the theme going on the new truck also. There has been a conscious decision to ditch the ‘shiny’ stuff. Mike happily admits he’s no polisher. The factory-fitted alloy bull-bar has also been given the painted look, while the tank’s steps, sun visor, and air cleaner risers are in fact powder-coated white. The durability of powder coating is so far proving to be an excellent option over paint.

Factory air-cleaner barrels were stainless-finish and were replaced once the truck hit New Zealand with earlier-style painted units. That sounds relatively simple, but it was neither cheap nor an un-bolt/ bolt-on process as some modification was necessary. However, Sas was after a more traditional look for the C509, so it was all worth it. The transformation from ex-factory to road-ready has been pretty impressive but, undoubtedly, the defining aspect of the C509 – the one specification more than likely unique for a newly registered

1 The Groeneveld central greasing system neatly hidden in the toobox. Upstairs for thinking people. New Zealand truck in 2022 – is the six-spoke steel artillery rims. Before the common use of 10-stud steel, and latterly alloy, wheels, the artillery or spoke rims were the go-to spec for Kenworth and trucks of its ilk. Still a factory option from Kenworth today, artillery wheels are seldom seen on highway trucks. More often they are the preserve of the road-train cattle hauliers in Australia. The look is instantly rugged and tough. Devoid of masses of extra marker lights, everything on the truck is there for a reason. There are no stainless-steel add-on rims, just charcoal hubs and white-painted outer rims. Add a central tire inflation system, bull-bar mounted spot lights, and finally throw a RedDOT roofmounted air conditioner on roof of the cab and integral 36” flat-roof sleeper, and you have a tractor that would look comfortably at home in the red dirt of the Aussie outback.

Under the bonnet is a Cummins X-15 rated at 459kW (615hp), running through an 18-speed Eaton Roadranger manual transmission, to Meritor RT50160GP drives, Neway rear suspension, with the power placed firmly in the ground on big 11R 22.5 rubber. The big Kenworth also has a Groeneveld central lubrication system to ensure those bits bearing the load get what they need. A 90mm oscillating turntable gives the tractor a 130-tonne overall rating. Rigging and extra work were carried out by HDPS Engineering in Christchurch with Timaru Signs & Graphix putting the finishing details on the cab and chassis. While Sas was searching for a specific look, the rugged spec is also deliberate. The primary work profile is relocating forest harvesting machinery throughout the Canterbury and South

2 Although it’s unlikely to see the Tanami or Plenty on a bad day, this C509 will work as hard as any sold. 1, 2, and 3) Log hauliers, processors, and loaders will form much of its bread and butter work. 4) The grades on forest roads often mean it’s better for the mechanical welfare to team up. Here, Sas has a Madill haulier pulling on the pin, so commandeers the help of a skidder for the hard grind up from the bottom of the hill.

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Canterbury regions. This involves some pretty serious and rugged hauls, in and out of skid sites with heavy loads, dirt tracks, hilly terrain. As a result, engine hours are often high while kilometres are relatively low. Progress can be painfully slow coming in and out of skid sites loaded, a matter of keeping the unit in second or third gear and grinding it out. The views and scenery can be impressive – it’s certainly not always for the faint-hearted! The 509 excels in such conditions, boasting improved ground clearance and cooling over a 909. Hooked behind is an MTE three rows of eight-axle transporter with a clipon fourth axle, and when required, an MTE two rows of eight-axle dolly. While rated for 130 tonnes, Sas says the loads wouldn’t usually exceed 72 tonnes. It’s work Sas loves, always a challenge and always something different. Heavy haulage isn’t new to him. As an 18-year-old, his first driving job was stock cartage

56 New Zealand Trucking

Mike Henderson, aka Sas. The C509 is a truck he’s always wanted to drive, much less own. It could be around for good, he thinks. with Nelson Marlborough Transport in Blenheim, firstly in a ‘flea’ truck, progressing to a V8 Mitsubishi. A stint on linehaul inter-island work with Alistair Pearson in a Freightliner Argosy followed. But most of Sas’ driving experience from 2009 onward has been with companies specialising in heavy haulage. Familiar names like B R Satherley Transport, Daniel

Smith industries, Geotec, and Burnside Contracting feature on his resume. “I guess I was a bit of a shirt collector for a while,” he laughs. “But the experience and knowledge learned were invaluable. When offers come, waving a number under your nose with new possibilities, you have to take them. The association and respect for the Kenworth product also

grew from the association with these companies.” At 40,000km and 850 engine hours, he’s still beaming. The C509 is a truck he has always wanted, spec’d exactly how he wanted it. “It’s a truck I’d keep, to be honest,” he says, and so far, it’s delivering everything he had hoped for… while looking unique. We all agree then, Big is good!

March 2022

NZT 19

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GREAT DASHBOARDS OF THE PAST

FR MACK RP CAB

he truck driver’s workstation has transformed over the past six or so decades. It’s gone from the bare basics needed to keep both man and machine alive to today, where ergonomics, biomechanical considerations, and tsunamis of tech are all tuned to the nth degree to

ensure the helmsperson and his mechanical carriage are performing on point. The dash itself has evolved from something with few gauges and few switches, to many gauges and many switches, and is now on the path back to stuff-all of either. Gauges today are there to satisfy a cultural desire over

necessity. Once, an in-cab tablet was something the driver took to stay awake; whereas, increasingly in the years ahead, it’s a device that will occupy much if not all of what was the dash. And we’ll have Siri, Alexa, Chuck or Warren to keep us abreast of all the truck’s vitals and warn us they’re about to engage

Story by Dave McCoid

The dash of Les Hayden’s RP cab FR Mack. Surprisingly good ergonomics with nothing far away from reach. The wiper controls on top of the wrap is interesting, and OMGosh look at that glorious big silver start button.

The RP cab was more spartan than Les’ restoration. He chose to upholster his.

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emergency stop because we got bored and started watching Netflix. For some time, we’ve harboured the idea of running a series on great dashboards of the past. From a time when character, quirks, and idiosyncrasies dominated the driving department’s control centre. When gauges were physically connected to hot and cold bits and, when they worked, told you if those bits were hot or cold. When Kysor alarms bleared on summertime ascents, and you could manually control shutters and fans. And when switches made shit happen at times when it wasn’t important, and didn’t when it was. A time when things looked awesome but weren’t always entirely on the money, like the Dynatard switch in the Mack UltraLiner I drove being just out of reach while sitting in the driver’s seat. I pressed a hard plastic drinking straw over it when leaning forward all the time got annoying. Yes, the great dashes were yesterday’s infotainment, sometimes low on information, but always high on entertainment. Last month, we ran the story on Murray Bruning and Les Hayden’s restored FR Macks in Greymouth. I omitted the pics of the dashes because I thought, “Wow! What a fabulous pair to kick off ‘Great Dashes’ with.” Rest assured, everything on these puppies worked sublimely. So here you go. First up is the dash and surrounds from the earlier-style Reinforced Plastics (RP) cab variant on Les’ FR. Next month, we’re going to have a look at Murray’s.

MORE VALUE. EVERY DRIVE.

SAFETY FIRST IT’S EVERYTHING YOU’D EXPECT FROM A EUROPEAN TRUCK, EXCEPT THE PRICE. Every drive in the new IVECO X-Way is safer, because X-Way features all the important safety equipment as standard. There’s an Electronic Braking System that simultaneously distributes braking forces between the wheel brakes, engine brakes and intarder (if selected), for smooth and superior braking performance. There’s also an Advanced Emergency Braking System, minimising the chance of a nose-to-tail collision if the driver becomes momentarily distracted. And then there’s the Adaptive Cruise Control which helps maintain a safe distance to the vehicle in front. Extra optional equipment including Lane Departure Warning is also available. With the new IVECO X-Way, we put your safety first.

Keith Tuffery 027 489 1761 Sales – Lower North Island

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LIGHT COMMERCIAL TEST

M A R D I A R Story and photos

by Jacqui Madel

Imposing beast, isn’t it. That grille hides louvres which shut when air isn’t needed, to improve aerodynamics

If you have an image to uphold, this Ram 1500 Limited will guarantee you won’t go unnoticed.

f you need a ute for inner-city streets or narrow rural lanes, turn the page now, as even today’s Ford Ranger or Toyota Hilux are smaller than this Ram 1500 Limited. At 5916mm long and more than 2m wide, it won’t thread a narrow gap any day soon – or fit most city car-park slots. But what it does do – other than let you look down on other drivers in a manner few outside trucking will experience – is tow a lot more than any other standard ute. It will pull a 4500kg (braked) trailer with ease and look damn good doing it. Those looks come primarily because of the Limited tag, which brings with it a swag of additional goodies. There are the blacked-out grille, wheels, mirrors (and indeed anything that doesn’t need to light up or be looked through), side steps that automatically deploy when a door opens, a luxurious leather-wrapped embroideryembellished cabin, a 12-inch touch screen to access the many electronic features, and a battery of camera views designed to help you manage this Ram’s size when manoeuvring – not to mention the blind-spot monitoring with rear cross-path and trailer detection. There’s nothing new about this eight-cylinder hemi, with its

decent power and grunty dollops of torque. It delivers plenty of pull from low revs, and effortless performance. Mind you, it’s not exactly frugal, despite a Magneti Marelli–built electric generator attached to the engine. That adds about 40kg of weight and makes 12kW and up to 176Nm of assistance while charged via regenerative braking. Its assistance gives the engine a bit of extra shove when needed, extends deployment of the cylinder deactivation, which drops four under light loads, and thus trims a whisker off petrol use. The Ram even has active grille shutters, which adapt to speed and engine needs, opening when cooling is required and closing to improve aerodynamic efficiency when not. All that helps offset the cost of powering a beast that weighs a good half tonne more than Ford’s Ranger, but not by much. Without a back-to-back with another Ram not fitted with the complicated tech, it’s hard to tell if it’s worth it: the overall claimed thirst is 12.2l/100km. But our test was almost entirely undertaken navigating the hilly Waitakeres and some of Auckland’s more tangled suburbs, with not much open-road work to drop the average fuel use, which spent most of the time

hovering at about 16l/100km. That would climb if you were towing the full 4500kg. But it all works very well when you’re driving. There’s plenty of torque at pretty much any realworld speed, the eight-speed gearbox helping this leviathan to feel quite brisk. With its extended wheelbase and track, it feels planted, while the air suspension helps keep the whole lot workable with whatever load you are carrying or towing. Drive it briskly, and you’ll find its road manners are confident enough that you’ll often forget its size until the road narrows, or you need to park around town. In tighter going, there were times we’d have traded the extra size cachet for the more compact exterior lines of a Ranger or Hilux, even while approving the spaciousness of this smart interior – rear legroom is 1147mm. Practical? Yep, any busy driver will enjoy the range of cubbies and storage, particularly the centre console, which could swallow a small child. There are sockets and chargers aplenty, not to mention the lockable 210-litre Ramboxes in the tray sides with their drainage bungs and a 230V, 400W power outlet for one side. The seats adjust over a wide array of positions, too – even the rear seat reclines, while you can electrically adjust the driver pedals. I was glad of the auto-lowering

1) Not an EV logo, but it does get mild-hybrid assist. 2) At just shy of six metres long this ute is big – and dwarfs its own 22-inch wheels. 3) Configurable touchscreen is large, and the multi camera views clear enough to ease parking the beast. 4) Bigger than Texas up front, with controls all available via clear touch screen which driver can configure to suit. 5) Rear also well appointed and very spacious.

steps to haul myself up into the cabin but had no reason to wish for extra leg length once at the wheel. That 12-inch configurable infotainment touch screen is huge – it’s very easy to navigate and hard to fault, especially when you factor in the Premium 900W Harmon Kardon sound system. In fact, it’s hard to fault anything in this interior. The Australian left- to right-handdrive conversion is so good, you’d assume it was a factory build. And there’s so much added fruit that it’s hard to keep track and impossible to list within this word count. Those leather seats are not only heated both front and rear

but the fronts are ventilated – don’t knock it when the mercury’s hitting 30. The tub out back isn’t the largest we’ve seen, but it is square and versatile, with its spray-in liner, its bed divider, and that folding tonneau cover. Yes, it does cost from $155,990, and if you love a V8 soundtrack, you may wish the cabin was less well insulated and the active noise cancelling less efficient. But if the boss wants a vehicle to impress anyone from a Merc-driving suit to a hard-drinking forestry boss, this could be his or her solution. And, if you need to tow more than 3.5 tonnes, it’ll be hard to beat.

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

RAM 1500 Limited Engine: 5.7-litre 16-valve V8, mild hybrid system Power: 291kW at 5600rpm Torque: 556Nm at 3950rpm Claimed fuel economy: 12.2l/100km Transmission: Eight-speed auto with 2WD, 4WS Auto, 4WD High/Low Suspension: Upper and lower A-arms, coil springs, twin tube shock absorbers, stabiliser bar front, five-link with track bar, coil springs, stabiliser bar, twin-tube shock absorbers rear, all with Active Level Four-Corner air suspension and heavy-duty shocks Wheels/tyres: 22-inch black alloy wheels, 285/45 R22 Brakes: 336x28 vented disc front with dual-piston caliper and 352x22 disc rear with singlepiston caliper Stability/traction control: Y Fuel tank capacity: 98 litres Airbags: 8 Min turning radius: 14.08m Max payload: 701kg

Kerb weight: 2749kg Gross vehicle weight: 3450kg Max Gross Combination: 7713kg Cargo length: 1712mm Cargo width: 1270mm Cargo height: 543mm Towing braked/unbraked: 4500kg (2-5/16 towball)/750kg Length: 5916mm Wheelbase: 3672mm Width: 2057mm (2474mm with mirrors)

Height: 1972mm

1 & 3) Tailgate setup means it’s easy to lift, folding tonneau, Ramboxes and tray divider increase usability. 2) Lockable Ramboxes add 210 litres each side plus a 230V socket.

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WHEELS AT WANAKA MEMORIES

We bring you a pictorial memory from the phenomenal 2021 Wheels at Wanaka event – to keep the embers well and truly lit on the run-up to 2023!

Who doesn’t love a good tractor and scoop? Here the D8F, W Stevenson & Son Kopuku fleet No.63, owned by Paul Carke, loads a big-ole scoop with a little help from a somewhat bigger friend.

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AUSSIE ANGLES

Mike drove a T950 road train.

Mike’s first truck.

Mike’s old Magnum. (“Yes, I was that crazy.”)

G’DAY FROM OZ This month we introduce a new Aussie correspondent, Mike Williams, who will join long-standing correspondent Howard Shanks in bringing more Aussie flavour to Kiwi readers.

’day all. For those who don’t know me – 99.999% of Kiwis, I’m sure – I’m Mike Williams, an Aussie truckie. I scribble a bit for Big Rigs newspaper in Australia and co-host a weekly trucking podcast called On The Road Podcast with my mate Andy

Neil. He’s not a truckie but I’m trying to educate him. He is a top audio tech and music guru, though, and does the stuff I can’t. So we do all right together. I came across a new publication called Little Trucker Down Under and was intrigued enough to get onto

Story and photos by Mike Williams

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the publishers to come on my show. Long story short, now I’m having a scribble in a Kiwi industry mag. What a hoot! I’ve worked and driven trucks all over Australia, done a bit of everything, except stock. Never driven a stock crate. I’ve been an ownerdriver, starting out with a 4864 Western Star. I’ve also owned a couple of nice Kenworth trucks. I drove a cracking T950 road train for a mate of mine, carting steel. I’ve done two-up from Sydney to Perth,

carting general freight, tankers carting class 8 dangerous goods from Sydney all up and down the east coast. I’ve just done about six months FIFO driving quad road trains carting iron ore from mines to Port Hedland in Western Australia. Now I’ve come back to the quiet life on the tankers doing DG out of Sydney again. A bit about life on the road in Australia – many long-haul drivers spend days or even weeks in the truck. Right

crazy.”)

The quad Mike drove in the Pilbara. now, a week for me means kicking off early Monday morning to load and head off or maybe just head off if I’ve pre-loaded. I live on the south side of Sydney so it’s a 15-minute drive out onto the Hume Highway to head south. I can be in Melbourne in about 10 hours. It’s all divided-road two-lane highway, not a traffic light in sight. There are plenty of rest areas, parking bays and a few service centres to choose from on the way. Going north is a bit tougher. The traffic around Sydney builds up early and gets heavy by 5am. So an early start is a great idea or you

can burn precious time in the tangle. But once again, it’s all divided road and not too terrible if you can manage a good run. It’s about three hours from my place up to Newcastle, then you can head inland to western New South Wales or continue on up north to Brisbane, 760km up the road. On the east coast, the services are pretty good but getting a healthy meal is becoming a challenge. It’s all plastic food from the five fastfood groups unless you know where to go. As the roads have been duplicated and the towns bypassed the old ma and pa roadhouses have been

replaced by Maccas and KFC. The bigger service centres all have something, though, so you won’t starve. They mostly have showers and laundry facilities. BP seems to have all that covered, and you can usually get that steak and veg, mixed grill or whatever you like to keep you going. Catching a few hours’ sleep in a rest area is pretty safe. There’s rarely an issue. I always get up and walk around the truck, stretch the legs. The most annoying thing I’ve found is an unexpected flat tyre! Many of us have the niceties in our trucks these days – good fridges, inverters

and microwaves. There are guys with sandwich-makers, air fryers... I’ve even seen coffee-makers. Setting up a truck and being able to shop in the supermarket for supplies sure cuts down on the expense in the long run and gives you the flexibility to do what you want. An engineoff air con is also a must. Icepacks are a favourite but the newer battery systems like Coolabah are out there now too. Heating is also picking up in popularity. Australia is a land of extremes and a good sleep is important. There’s a lot to write about, and I’ve been told you’re interested in what we do here in western New Zealand. So drop us a line and let me know what you want to know. I’ll have a dig around to see what I can find out. I’m looking forward to sharing what’s going on and sending you all some happy snaps. Stay safe behind the wheel.

Mike’s current truck.

Mike would love to interact with our readers and get your feedback. You can contact Mike via Twitter (@theoztrucker), Facebook (On The Road Podcast – @otrpodcastaus), or direct via email (mike@ontheroadpodcast.com.au). Visit www.ontheroadpodcast.com.au to find his show.

C ATC H M I K E ’ S AUSSIE UPDAT E ON T HE K E E P O N M OVIN G POD CAST !

INTERNATIONAL TRUCK STOP

ELECTRIC LIGHT DISTRIBUTOR A silent 400km drive from a colourful English seaside town to London gave Will Shiers time to ponder the future popularity of batterypowered trucks.

Blackpool by night.

icknamed the ‘Las Vegas of the North’, Blackpool in the northwest of England, is home to the illuminations. For more than 100 years, British holidaymakers have flocked to this seaside town to eat fish ‘n chips and marvel at the 10km of colourful lights (us Brits are easily impressed). Thanks to the Thunberg effect, Blackpool, like the rest of us, has had to clean up its act in recent years, and today the one-million lights that make up the illuminations are powered by green electricity. This, to my mind, made it the perfect place for a photoshoot in a fully electric Volvo eFL

Story by Will Shiers

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16.7-tonner. Plus, like the rest of my countrymen, I’m rather partial to battered cod and chips. Firstly, I’ll tell you now that I’m not convinced that battery power is the way to go for commercial vehicles, at least not yet. As you well know, a Euro-6 diesel engine is incredibly clean, and in London (where my journey will finish), the tailpipe emissions from a modern truck are cleaner than the air people breathe. Modern trucks are quite literally cleaning up the city. But whether I like them or not, zero-tailpipe-emission trucks are coming, and fast too. Last year the British government published its

Photos by Tom Cunningham

Charging easy, but takes a while…

‘Ten Point Plan’ for a green industrial revolution, which stated that trucks with GVWs between 3.5 and 26 tonnes must be ‘zero emissions’ by 2035, and larger vehicles by 2040. That’s all well and good, but these are just words. By this time next year, I want to be driving around in a Bentley Flying Spur with Georgia May Jagger by my side, but just because I’ve said it, it doesn’t mean it’s going to happen. Several things must happen for electric trucks to be purchased in the numbers Prime Minister Boris Johnson wants. First up are trucks – lots of them and in numerous

configurations. In this respect, the vehicle manufacturers are starting to deliver the goods. While there are still some major gaps in their model lineups, most do offer at least one zero-tailpipe-emission model. It’s interesting to note that it’s the old-guard truckmakers who have been first to market, and not the startups. Where’s the long-awaited Tesla Semi that we heard so much about in 2017? Volvo is more advanced than most. Now, British hauliers can drive away in either an eFL or eFE. This September, the company will put its eFM and eFH into production, and next year they will be followed by the

eFMX construction range. Second on the list is a significant extension to the current achievable ranges. The distance between Blackpool and London is 400km, but the eFL has a claimed range of 225km (in fact, I managed well over 240km between charges in this unladen truck), which meant a scheduled stop for recharging halfway. Now don’t get me wrong, 225km is perfectly respectable for an urban distribution truck such as this, which is likely to return to base each night. But think how many batteries you’d need in a long-haul tractor to get a half-decent range. What

Electric Garrett refuse truck charging in 1927. Trying to charge at a motorway service area.

we need is a breakthrough in battery technology, and quickly too. It’s interesting to note that at the start of the last century, there were numerous electric trucks in production. In fact, there was a Betamax/VHS-type of battle going on between electric and internal combustion engines (ICE). Just think how far advanced battery technology would be today if ICE hadn’t won. Next up is affordability. Electric trucks are eyewateringly expensive, which acts as a massive barrier to hauliers looking to make the switch. A truck like this costs close to four times the cost of an ICE equivalent. How

BEHIND THE

WHEEL

I many hauliers can afford that level of investment? Instead, what will happen is the big players will buy a handful, and of course shout about their green credentials to anyone who will listen, while their diesel fleet does the hard graft. There is no doubt that the price of electric trucks will fall in the future, but not to ICE levels. The expensive bit is the batteries, and these aren’t really affected by economies of scale, as they are packed full of the same precious metals the whole world is currently demanding. This leads me neatly onto the fourth thing on the list – incentives. The experts tell me that a cost parity with diesel is coming, and with urban-distribution vehicles it could be as soon as a few years away. But it’s a lot further down the line for longhaul. One way this could change overnight is with the introduction of decent financial incentives. So, what are the current British incentives? Well, for starters, there’s that warm fuzzy feeling some might get from the knowledge that they’re supposedly doing their bit to help halt global warming. And, of course, there’s the marketing opportunities associated with applying a ‘look how green I am’ livery to your truck. All 2- and 3-axle electric trucks are allowed to carry an additional tonne (or 700kg in the case of this 16-tonner on account of the axle weights) in Britain. Up until 2025, all electric vehicles are exempt from London’s Congestion Charging Scheme ($30 per day), and they’re road-tax-exempt too. There is also a small subsidy scheme, but it’s complicated and paltry compared with those offered by some other European countries. A deeper funded incentive scheme would boost the

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demand for electric trucks overnight. And now for the big one... Infrastructure! According to the Society of Motor Manufacturers and Traders (SMMT), Britain needs 2450 electric truck charging points by 2025 and 8200 by 2030. On my drive to London, I initially attempted to charge up at a motorway service area (MSA), only to find that while there’s provision to charge cars, it doesn’t have any truck chargers. And it’s not alone. In fact, at the time of writing there isn’t a single charger in any of the UK’s 111 MSAs. Of course, I could have taken up three car charging bays, but instead I did the courteous thing and made a detour to a Volvo dealership. There, it took three hours to fully charge the truck on a 50kW charger. Incidentally, a typical MSA today has a 1MW connection, but according to British utility company the National Grid, they will need 20MW to charge electric trucks – which is the same as a mid-size town. Last but by no means least is green electricity. I make a point of referring to battery electric vehicles as ‘zero-tailpipe-emission’ vehicles, because unless they’re charged with green electricity, they’re not zero emission. Less than half of the electricity produced in the UK currently comes from renewables. Clearly, your electric truck isn’t as green as you think it is when fossil fuels are being burned to produce the electricity that charges it. It’s no wonder that sales of electric HGVs in Britain are estimated to be 14 years behind those of cars. And unless the points mentioned here are tackled, I don’t envisage anything changing soon.

f you overlook the distinctive grille, the eFL doesn’t look too dissimilar to its diesel-powered sibling from the outside, and the same is true behind the wheel. There’s no central seating position or space-age dials and switchgear, which in my opinion is no bad thing. It’s all just very functional and easy to get to grips with, which is exactly what you want if drivers are regularly changing between diesel and battery-powered trucks. The dashboard binnacle houses four dials, consisting of a speedometer, range gauge, regenerative brake indicator and a needle, which simply indicates whether it’s replenishing or taking energy from the battery. In the centre is a digital screen, which notifies you of your current range and battery life. Firing-up is simply a case of turning the key two stages and waiting until the blue-lit dials spring into life. Then you select ‘D’ on the dash-mounted switch, disengage the mechanical handbrake, and stealthily begin your journey. Unlike some electric trucks I’ve driven, the eFL really is extremely quiet inside the cab. There’s very little creaking of suspension components

Familiarity is good for drivers jumping in from an ICE truck.

Quick Specs VOLVO FL ELECTRIC 4X2 Cab type: Comfort Cab Motor: 200kW single electric motor Transmission: 2-speed I-Shift Traction batteries: 4, total 265kWh Vehicle batteries: 2 x 170Ah 24V GCW: 16.7 tonnes Range: 225km

Above: Volvo’s regenerative braking operates a little differently to the norm – activate on the dash and control with the brake pedal. Right: Simple instrumentation, handy information. and whirring of power steering motors to break the silence, and the interior is rattle-free. Good build quality is essential for electric trucks, as they’ll likely be on the road for far longer than their diesel equivalents, as owners attempt to recoup the initial purchase price by running them for at least 10 years. In London, I began to wonder whether it was actually too quiet. While driving around the side streets, several people walked out in front of it. This happens in London all the time anyway, but its stealth-like qualities aggravated the problem.

I took a few pigeons by surprise too. As you’d expect, the truck is most at home in the urban environment, where the two-speed box and instant torque combine to give smooth and impressively quick acceleration. With no vibrations or noises, I’d far sooner sit in a traffic jam in this than any ICE vehicle. It’s just such a relaxed and peaceful place to be. In other electric trucks I’ve driven, you operate the regenerative braking with the repurposed engine brake lever. By engaging it in stages, you can determine

how quickly you slow down, effectively doing away with the need for the service brakes. But it’s different in the eFL, which has had the lever removed. Instead, there’s a button on the dashboard, which when engaged, allows power to be put back into the battery via the footbrake. The harder you press, the greater the level of regeneration. Much of my journey took me on the motorway, where the truck performed far better than I was expecting. With the cruise control set at 85kph, it felt perfectly at home. It’s well planted too, helped by the low centre of gravity from the

batteries it carries. While the battery gauge appears to be 100% reliable, I soon learned not to rely too heavily on the predicted range display. It appears to make its prediction based on immediate driving conditions, rather than taking a longer journey average. Consequently, if you climb a short hill, the range can drop by 30 or 40km. In the future, electric trucks will no doubt be able to calculate a more precise predicted range for a pre-planned route, using GPS-based topography data, vehicle weight, traffic and weather conditions.

For a metro truck, the eFL is a surprisingly good longdistance runner.

ruck.

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March 2022 71

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, where we can, we’ll share their stories.

Tikitiki

FORD D-SERIES Story and photos by Gavin Myers

ot much is known about this old blue and white Ford D-series, which we came across on SH35 outside the town of Tikitiki, a couple of hours from Gisborne. Unfortunately, we weren’t able to chat with its owner, or at least the person whose land it was on. Records indicate that it’s a 1973 D850 model. It packed a 5.95-litre six-cylinder diesel engine that offered out a claimed 128 of Her Majesty’s

72 New Zealand Trucking

finest brake horsepower (or all of 95kW). The gross vehicle mass rating was 13,200kg. We’ve identified the crates on the back as potentially being period Nationwide Stock Crates, though without getting up close it’s difficult to say. Its registration was cancelled in mid-2001, and 20 years of stagnation sure shows. One thing’s for sure, though, at some point, someone who drove it had a good sense of humour. Check out those air horns!

March 2022

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TRUCKING ARTS

Story by Malcolm McLeod

FREIGHT YARD E arly morning turns to dawn. Weary drivers arrive, their linehaul units covered in grime, windscreens splattered in bugs as they park up, pull their cab curtains closed and climb into their sleepers to rest. As they start their visit to dreamland, roller doors are opened, and forklifts fired up, ready to move the day’s freight. It’s just another day in an Auckland freight depot. Metro trucks rush in to load the first of the freight as the loaders start stripping the linehaul trailers. Dispatchers arrive, checking their emails as drivers impatiently ring them wanting loads. Management head to their offices, trying to get a head start on paperwork before heading off to the first of the day’s meetings. A steady stream of metro trucks return from their first runs, waiting to reload, before heading off again to re-join the traffic jams. Other company linehaul trucks pull in to drop off smaller jobs, or to top up for destinations countrywide. By lunchtime, the yard is a

hive of activity, forkies just a blur as they quickly sort freight into different areas. A truck engine for a diesel workshop in Hastings. Packaging for a fruit-pack house in Roxborough. Framing timber for a builder’s supply yard in Cheviot. Urea going to a farm merchant store in Marton. Pallets of foodstuffs for Wellington. A swimming pool for Bromley. It all gets sorted and loaded onto various trucks. Afternoon supervisors arrive, checking freight quantities and guessing how many extra units they require for the night freight. The first of the express B-trains are parked up in their loading bays as attention is quickly paid to getting them turned around in time to make their Wellington-Picton ferry crossings. By now, inward freight is outnumbered by the local delivery freight as the metro units collect from regular clients around the city. With the express units departing, the depot calms down a bit – or as much as it ever does. Gradually, the set runners pull in

and park up in their allocated bays as drivers mingle, catching up with the latest gossip. Meanwhile, teams of loaders start on the evening’s trucks. Lights flick on, and office staff head home. By now, the air is full of noise as idling motors, beeping forklift buzzers and loud voices fill the evening air. In the manifesting office, the sound of keyboards tapping is mixed with the whirring of printers, as each item is accounted for – hopefully! The clanging of roof poles mixes with noise from curtains being pulled and ratchets being tightened. Truck after truck gets loaded, ready for their night runs. As the evening turns to night, and night turns to midnight, the last of the trucks wheel out the gates to battle with other ‘Gods of the Night’. In the depot, remaining freight is tidied up, forklifts refuelled and parked up, roller doors lowered and lights dimmed as the nightshift punches out timecards and quietness arrives, ready for the next day, as it all begins again.

Malcolm’s short story kicks off a new section in the magazine – Trucking Arts. Feeling creative, want to try your hand at story writing, have a bent for poetry or want to share your artistic talent with drawings or paintings? That’s what this section is there for. Send your creativity to editor@nztrrucking.co.nz, and we’ll be glad to publish it.

74 New Zealand Trucking

March 2022

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LIVERIES GONE BUT NOT FORGOTTEN

T T

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NEW RI GS ON THE R OAD

Mack Super-Liner 8x4 rigid

BULLDOG FOR BERT OPERATOR: Steve Murphy Ltd, Christchurch ENGINE: Mack MP10 16.1-litre Euro-5 511kW (685hp) TRANSMISSION: Mack mDRIVE 12-speed AMT REAR AXLES: Meritor RT46-160GP REAR SUSPENSION: Hendrickson

BRUTE OF A KIWI MAN OPERATOR: Kiwitrans, Thames ENGINE: MAN D38 16-litre Euro-6 478kW (640hp) TRANSMISSION: MAN TipMatic 12-speed AMT REAR AXLES: MAN Hypoid REAR SUSPENSION: MAN 8-bag ECAS

PRIMAAX air suspension BRAKES: Drum. ABS, EBS BODY/TRAILER: Patchell Industries, log gear and trailer FEATURES/EXTRAS: Twin stacks and high-rise ram intakes. Bug deflector, polished alloy bumper. Stainless lower cab infills, exhaust and battery box

MAN TGX 33.640 8x4 rigid – sleeper cab BRAKES: Disc. ABS, EBS SAFETY: ESP, ACC, EBA, LG BODY/TRAILER: Penske body / Roadmaster 5-axle trailer FEATURES/EXTRAS: Stone guard, polished alloy wheels, stainless-steel guards and toolbox doors

w w w. t r g r o u p. c o . n z 78 New Zealand Trucking

March 2022

covers. Alcoa Dura-Bright alloy wheels PAINT: Ex-factory SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage, Canterbury DRIVER: Jason Lyon ‘Bert’ SALES: Johnny Baxter

PAINT: Ex-factory SIGNAGE: Marty’s High Performance Signs, Mt Maunganui OPERATION: Timber and general, North Island DRIVER: Ian Lang SALES: Mitch James

Kenworth K200 8x4 rigid – 2.3m Aerodyne sleeper

BIG COUNTRY K’DUB OPERATOR: Midlands Rural Transport, Reporoa ENGINE: Cummins X-15 15-litre 459kW (615hp) TRANSMISSION: Eaton Roadranger RTLO 20918B 18-speed manual REAR AXLES: Meritor 46-160 with full cross-locks

REAR SUSPENSION: Hendrickson PRIMAAX air suspension BRAKES: Disc brakes. ABS, EBS BODY/TRAILER: Body and trailer: Jackson Enterprises/stock crates, nationwide FEATURES/EXTRAS: Bigfoot CTI, Groeneveld auto greasing. Painted drop-

visor, grille bars, stainless-steel headlight surrounds PAINT: Ex-factory SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Livestock cartage DRIVER: Jack Ferrick SALES: Adam McIntosh

FERT TRAKKER! Iveco Trakker 360ES 4x4 rigid OPERATOR: Titiroa Transport, Titiroa ENGINE: Iveco Cursor 8-litre 269kW (360hp) TRANSMISSION: ZF 1620TD 16-speed manual with Iveco TC1800 two-speed transfer case REAR AXLES: Iveco RA 451391/2D hub reduction. Full lock on both axle REAR SUSPENSION: Iveco parabolic leaf spring with reinforced anti-roll bar and double-acting shock absorbers BRAKES: Drum SAFETY: Cab ECE-29-compliant BODY/TRAILER: Beck Engineering, Edendale FEATURES/EXTRAS: Headlight guard. Cab protection frame PAINT/SIGNAGE: Bob Christie Ltd, Invercargill OPERATION: Fertiliser sowing, Southland DRIVER: Stuart Bruce SALES: Ben McLean

Free phone: 0800 50 40 50 New Zealand Trucking

March 2022

NEW RI GS ON THE R OAD

SDCG Hino 700 Series MY21 FS2848 Eastern Concrete

HARD INTO IT! OPERATOR: Eastern Concrete, Gore ENGINE: Hino E13C-BK 12.9-litre 353kW (480hp) Euro-6 TRANSMISSION: ZF 16 TX TraXon 2440 TO with retarder

REAR AXLES: Hino THD 17 with inter-axle and crosslocks REAR SUSPENSION: Hendrickson HAS 460 ECAS BRAKES: Drum brakes ABS, EBS

AUXILIARY: Jacobs, Intarder SAFETY: Hino SmartSafe (PCS, DM, LDW, ASR, ACC, RB, HSA), Auto brake shoe adjusters, FUPS BODY/TRAILER: Turntable and guards in-house by

BLUE DIAMOND, HARD! International ProStar T6 6x4 tractor OPERATOR: Blue Diamond Haulage, Christchurch ENGINE: Cummins X-15 15-litre Euro-5 459kW (615hp) TRANSMISSION: Eaton UltraShift 20E318B MXP 18-speed AMT REAR AXLES: Meritor 46-160 REAR SUSPENSION: IROS 4-bag BRAKES: Drum (centrifuge). ABS, EBS BODY/TRAILER: Rigged at Intertruck FEATURES/EXTRAS: Twin stacks, Lonestar drop visor, alloy bumper. Premium-plus interior PAINT: Ex-factory SIGNAGE: Truck Signs, Mt Maunganui OPERATION: Asphalt haulage, South Island SALES: Shaun Jury

w w w. t r g r o u p. c o . n z 80 New Zealand Trucking

March 2022

Craig Winsloe PAINT: Ex-factory OPERATION: Bulk distribution, Southland SALES: Tristan Duffell

THE GOOD OLD RED, WHITE, AND BLUE OPERATOR: Thorncombe Contractors, Te Awamutu ENGINE: PACCAR MX-13 12.9-litre Euro-6 390kW (530hp) TRANSMISSION: ZF TraXon 16TX2610 16-speed AMT REAR AXLES: DAF SR1360T

single-reduction inter-axle and cross-lock REAR SUSPENSION: DAF 8-bag SR1360T BRAKES: Disc. ABS, EBSS SAFETY: Full safety suite (ACC, FCW, AEBS, LDW, VSC, AB)

DAF CF530 Euro-6 6x4 rigid – sleeper cab BODY/TRAILER: Cambridge Welding body and trailer FEATURES/EXTRAS: Truck scales. Additional marker lights. Alcoa Dura-Bright alloy wheels PAINT: Ex-factory SIGNAGE: Wraptrade,

Cambridge OPERATION: Bulk carrying, North Island DRIVER: Neil Roigard SALES: Adam McIntosh

JUST RIGHT FOR HARD YARDS AHEAD Scania R620 XT 8x4 rigid OPERATOR: GNH Private TA S&B Haulage, Napier ENGINE: Scania DC16 16-litre Euro-5 462kW (620hp) TRANSMISSION: Scania Opticruise GRSO906R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania spring suspension throughout BRAKES: Drum. ABS, EBS BODY/TRAILER: Patchell log gear and trailer FEATURES/EXTRAS: Stone guard, alloy wheels PAINT: Ex-factory SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage, Hawke’s Bay and East Coast DRIVER: Harman Bamrah SALES: Callan Short

Free phone: 0800 50 40 50 New Zealand Trucking

March 2022

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 Regualtion

BAS – Brake Assistant System CAB – Curtain Air Bag 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

FCW – Forward Collision Warning FUPS – F ront Under-run Protection System HH – Hill hold HSA – Hill Start Assist LD – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist PCS – Pre Collision System PD – Pedestrian Detection RB – Reversing Buzzer

RW – Reverse Warning SAB – Side Air Bag SD – Side Detection SGA – Side Guard Assist TPM – Tyre Pressure Monitoring VSC – Vehicle Stability Control

w w w. t r g r o u p. c o . n z

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

New Zealand has a rich heritage of body and trailer building, and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer included on these pages, send a photo, features, and the manufacturer’s name to trailers@nztrucking.co.nz

À la carte

Spruced up for pine

Gourmet Transport chose this 30-pallet four-axle steering quad refrigerated semi from Fruehauf NZ’s trailer menu. The spectacular semi and Schmitz Cargobull body is kept cool with a Thermoking CLXi fridge set-up. Alloy guards and JOST alloy wheels set off the finished unit’s crystal-clean lines and spectacular graphics. Gourmet Transport obviously places significant emphasis on its social licence to operate, with both rear and side under-riders specified.

Mills-Tui supplied the logging gear for Higgot Haulage’s new Volvo FM self-loading log truck and gave the trolly a smarten-up while they were at it. A multi-bolster set-up on the truck features fold-up layover bolsters, complete with no-lube bushes, drop-in extension pins, puddle lights, and of course, a cab guard. Mills-Tui also sorted the crane mount and draw beam. The trailer’s hanging around for another tour of duty but was fitted up with a spanking-new set of high-tensile bolsters with springloaded extension pins. Sharp!

Features: JOST disc-brake axles Fruehauf NZ / Schmitz Cargobull

Features: Truck: Fold-up layover bolsters and no-lube bushes. Crane mount and drawbeam. Trailer: (Existing) High-tensile bolsters with spring-loaded extension pins. Mills-Tui

KIWI 16/17

Contact John O’Donnell 027 226 9995, Jim Doidge 021 190 1002 or Hayden Jones 0800 549 489 | sales@kiwityres.co.nz |

0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz 84 New Zealand Trucking

March 2022

KIWI 175

For more than beasts from the East This Scania R620 stock unit and matching five-axle trailer recently rolled out of the Total Transport Engineers LP and Nationwide Stock Crates operations on Aerodrome Road in Mt Maunganui. Adding to the capacity, efficiency and professionalism of Gisborne’s Harvest Matawhero Transport, the truck features 7.5m stainless-steel decks, extruded

Features: (Trailer) IMT 17.5” axles and SAF modular suspension assemblies. WABCO EBS. Total Transport Engineers LP

alloy coaming rails, a water tank, and Nationwide flat-sided demountable stock crates. The matching trailer also has stainless-steel decks, twin effluent tanks, an airlift fifth axle, and demountable flat-sided Nationwide stock crates. Alcoa aluminium rims complete the bottom-to-top shine.

Gotta love Kiwi trifectas!

Features: (Trailer) SAF disc-brake axles and suspension. Fruehauf NZ

How many Kiwis were able to put food on the table in the construction of this combo? The truck was built here; the body and trailer were built here. And it’s a home-grown customer, so the economic cycle of Kiwi life will just truck on. The gorgeous green and white livery could only be the King Country’s very own Sorensen Transport, home to this new Fruehauf NZ body and trailer set-up, bolted up and coupled to a new International 9870. The end look shows the pride all parties have in their rides. The 7.5m truck body and 11.5m five-axle trailer will swallow a mountain of whatever you need shifted. She’s fully rigged and ready for action with alloy toolboxes, east/west dunnage racks and Alcoa Dura-Bright alloy wheels.

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KIWI 175

Wide grooves will not hold stones Heavy-duty case Excellent mileage performance 17mm extra-deep tread

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New Zealand Trucking

March 2022 85

HARD-WON MILLION

arning your million doesn’t come much more ‘hearty’ than pulling logs off the Coromandel, and that’s where this old trooper has amassed the vast proportion of her 1,900,000km. New to the Trevor Masters fleet in 2003, the K104 runs a Cummins Signature Gen 2 motor, 18-speed

Roadranger manual box, and a Meritor 46-160 rear end on Kenworth AG460 suspension. Running as part of the RFH Group today, she’s flanked in the company’s Kopu yard by the many more K200s taking up the mantle in this tough neck of the woods. That aside, she still holds

up her end of the bargain, completing whatever’s on the schedule, in the hands of driver Peter Masters who recalled the motor having a rebuild at the 1,000,000km mark. If you’re on the Coromandel coast road and see No.7 trundling towards you, give her and Pete a wave.

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

86 New Zealand Trucking March 2022

UP HILL AND DOWN DALE!

e couldn’t resist grabbing this gem for the club when we were down in Raetihi recently, and by the time you read this, she’ll be so close to the golden mark as to make no odds. New to Total Transport in Taupo in 2005, the K104 certainly saw her fair share of the North Island, servicing the famous green fleet’s timber and rural cartage requirements. Packing that bullet-proof combo of Cummins Gen 2 Signature, 18-speed Roadranger, and Meritor

46-160 rears on AG460 suspension, today she’s on the go-line at Lilburn Transport in Raetihi, still

working in timber and rural cartage, still plying the highways and byways of the central North Island.

“I just love it, eh,” laughs Robbie Lilburn. “It’s such a cool truck to drive.”

A SPECIAL MILLION-MILER

very now and then, a message comes across the desk, and you think, ‘crikey!’ The best thing we can do is just copy and print the mail we received from Elizabeth Trudeau. “I am sending this on behalf of my partner Rob Millin. He is the owneroperator for A&R logistics, Rob Millin Trucking. He had an International Eagle Series 9800, engine Cummins ISX, trans 18-speed Roadranger, and rear-end Meritor RT-46160. “Unfortunately, on 15 April last year, he had a stroke whilst driving and crashed the truck. The Fire Department had to cut the roof off of the truck to get him out, so it is no longer

on the road. Prior to this, he was nearly at the 2,000,000mile mark. “He is currently recovering at a remarkable rate, can now drive his personal vehicle. There is a blanket three-year ban on him getting his truck license back, but he is itching to

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 this new section of the magazine, as well as on our social media.

get back behind the wheel of a big rig. So much so he keeps looking at ones to purchase. We have a long road to recovery ahead of us but will take it one day at a time.” Rob and Elizabeth, we wish you all the very best, and we’re looking forward to

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

seeing Rob back on the road in two and a bit years. While the old girl is no longer running – and that is a criterion of the competition – we reckon the circumstances are such that you are most welcome to join the Million Mile Club.

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

March 2022

MINI BIG RIGS With the cab now constructed and testfitted to the chassis, we are beginning to see the finishing line appear on the horizon.

CLADDING THE

CAB Our build continues this month with the Pilkington Glass Mercedes-Benz beginning to appear as we paint and construct the cab shell around the already preformed interior.

By Carl Kirkbeck

icking up the Mercedes-Benz instruction sheet, we find ourselves at step 9, the assembly of the cab. Italeri provides its cabs in flatpack form, requiring assembly one panel at a time. This approach has its merits. But it requires attention to detail to ensure that all the pieces go together in the correct sequence, thus achieving a clean and tight finish.

88 New Zealand Trucking

Our first step with the cab build is to paint the individual cab panels a crisp 1990s shade of ‘Arkikweiss’, or ‘Arctic White’ if your German is a little rusty. One of the benefits of Italeri’s flatpack cab panels is that the painting process is simplified. By leaving all the panels on the sprue as manufactured, you can easily handle all of them at the same time without leaving fingerprints on the freshly painted parts. The other benefit is that it is easier to achieve an even and March 2022

well-matched coat of paint across all the panel surfaces. Before applying any paint, it is important to ensure that the surfaces are clean of any residue or dust. If necessary, gently wash the entire sprue (with all the parts attached) with a solution of warm soapy water. This will remove any grime or sticky fingerprints that might be hiding on the surfaces. Once clean, be sure to allow the parts to dry thoroughly as paint does not like water. Italeri depicts the

Mercedes-Benz on the box illustration in a nice shade of red, so when moulding the kitset, it has kindly used a red plastic to match. However, this is of no help to us as our cab needs to be white. To achieve a solid cover of white paint over the red plastic, we first need to apply a coat of white primer. The primer forms a solid base for the topcoat and stops the red plastic hinting through the details. Tamiya makes a good primer in white – ‘fine surface primer’. This product adheres well and dries fast. The trick with applying primer is to not lay it on too thick – a thin coat that has good coverage is all that is required. The more paint you apply, the less detail you will see, so easy does it on the trigger. With the primer fully dry, we can now look at applying the topcoat, but just before we reach for the spray, use this opportunity to check again that the surfaces are clean of any dust particles or the like. Also, have a close look for any blemishes at this time that might have settled in the primer while it was wet. You can use an extra-fine sandpaper to gently remove these if needed – just be careful not to sand too vigorously and remove the fresh primer revealing the red plastic again. Selecting the topcoat for this project, I found the closest match to ‘Arctic White’ was Tamiya TS-26 ‘Pure White’. Just before you begin spraying, as with all spray cans, shake the can as per the manufacturer’s instructions. This ensures that the paint is correctly agitated and blended, dramatically improving the spray formation and, in turn, the overall finish of the topcoat. Once more, less paint equals more detail, so again gently does it on the trigger. Short, welldirected passes that gently build up the topcoat is the

1) The red plastic used by Italeri matches the illustration on the box. But it does not help our cause where we are looking for a white cab for our Pilkington Glass build. 2) Tamiya Fine Surface Primer is an excellent base coat to cover the red plastic, giving the topcoat something to adhere to and build from. 3) Use fine sandpaper to gently remove any blemishes that might have formed in the primer coat as they will only become more apparent in the topcoat. 4) Tamiya TS-26 Pure White was the closest match to our subject matter. Remember to shake the cans well before and during use to ensure correct colour and opacity. 5) When applying the paint, flip the sprue over and coat the areas around the window frames as these will be seen once the cab is constructed. 6) A waterbased glue is highly recommended when fitting the transparent plastic windows. This eliminates the risk of an adverse reaction that normal solvent glues can cause. 7) When applying decals, the use of a setting agent, such as Tamiya Mark Fit, assists with the application and adhesion of the delicate material. 8) The fitting of the rear panel to the back of the interior forms the base of the entire cab build, so ensure it is glued in place correctly and is well set before fitting the rest of the panels.

way forward here, keeping a close eye on progress and ensuring that all nooks and crannies have been covered. A little hint at this time in the painting process is to flip the sprue over and apply paint to the interior side window and windscreen frames, as these will be seen once the build is completed. Allow the topcoat to thoroughly dry before attempting to handle the parts, as there is nothing worse than lasting fingerprints in the middle of your completed model. The assembly of Step 9 in the instructions is again sequenced numerically to simplify this fiddly stage of the build. The real trick here is to follow the steps exactly as detailed and, most important of all, take your time. So much of this stage of construction will be forever seen, so attention to detail and a good dose of patience now will pay dividends when it comes to the final result. Before the assembly of the cab proper takes place, you will see there are three sub-assemblies to complete. Starting with the left and right-side panels, the installation of the windows is first and then onto the interior door panels. When fitting the windows, standard plastic cement will work. However, it is recommended that a water-based glue is used as it is less aggressive and dries clear. An example of this is Revell’s Contacta Clear, a water-based adhesive that is supplied in a small 20g pottle with an easy application brush fitted to the underside of the lid. The assembly of the front panel involves the fitting of the dashboard and the application of two decals, one for the instrument cluster and the other a radio. Decals require a delicate touch and not too much fussing about. The first step is to cut the required two decals from the sheet. Then, in a small bowl

90 New Zealand Trucking

of warm water, submerge the decals one at a time for approximately one minute until the decal has let go of the backing paper. Remove the decal from the water while it is still sitting on the backing paper, place the backing paper alongside the decal’s resting location and, with a cotton bud, slide the decal off the backing paper and into place. There are products available like Tamiya Mark Fit that assist with the setting of the decals. It is applied while the decal is still wet, helping with positioning the decal as well as fixing it in place while it dries. Once the three subassemblies are completed, the main cab construction can begin. The first step is to fit the rear panel of the cab to the back of the interior. This forms the backbone of the build, with the left and rightside panels next. Remember to gently clear the paint from the edges where the panels meet, so the glue can adhere correctly to the plastic. Take your time with this stage as you do not want to rush things and accidentally apply too much glue, ruining the paint finish. Fitting the front panel is next, followed by the roof turret. This will take a little manipulation to obtain correct placement as well as gently

Taking your time at this stage of the build is critical, as any excess glue oozing out between the various panels will leave lasting damage on the paint finish. holding the entire assembly together for a few minutes while the glue takes hold and sets. With the cab complete, we can place it on the chassis and see the mighty Merc

DO YOU BUILD MODEL TRUCKS?

starting to take shape. Next month, we hit the home straight as we move on to fitting the cab accessories and the signwriting.

Would you like to share your stories and model builds with our readers? Please feel free to contact us by emailing: carl@nztrucking.co.nz These pages are dedicated to supporting the hobby, and we would love to hear from you.

Our subject matter, Pilkington Automotive Glass Mercedes-Benz 2244, driven by Ken Kirk.

W March 2022

5:52 PM

STAFF WANTED Modern Transport Engineers Limited is the largest heavy transport manufacturing company in New Zealand, and we are looking for experienced self-motivated technicians to join our team in Te Rapa, Hamilton. We pride ourselves on offering a safe workplace, offering high quality products & turn-key solutions to our clients, and finishing what we start.

MECHANICAL FITTERS

AUTOMOTIVE ELECTRICIANS

HEAVY DIESEL MECHANICS

INSTANT START!

Background in a mechanical trade or similar technical industy.

Three to four years experience as an Auto Electrician.

Work to specifications and be methodical.

Install electrical components to heavy transport trailers for the Australasian market.

Pre-trade training or three to four years experience as Diesel Mechanic.

Pride in producing quality work consistently.

Previous mechanical experience with earthmoving equipment, trucks and trailers.

Good time management skills and communication skills.

Carry out electrical related preventive maintenance and fault diagnosis on all vehicles.

Class 2 licence required, Class 4, 5 & WTR would be an advantage.

Repair and service vehicles as necessary.

If this sounds like you, apply now, please include a CV and a cover letter to LenS@modtrans.co.nz, please include position you are applying for.

LITTLE TRUCKERS’ CLUB The most expensive truck on the market in 1988 was the Pacific P500PF, selling for a whopping $270,000! The Mack Super-Liner RS, Kenworth K100E and Scania R143M Topline were close behind. That’s a lot of money, back then

Find A Word

Located in the grid are the names of trucks that were selling brand new in the 1980s! Do you know if they are all still getting produced and selling new models now? Or can you think of any truck names on the road today that are not mentioned? All words can be found going across, upwards, downwards and backwards. ONE of the words is NOT in the grid. If you think you have found it, send in the answer to me at rochelle@nztrucking.co.nz along with your name and age. You could win a cool prize! To help you out I have found one for you… Good luck kids!

F D N A L Y E L M P Y C D U Z U S I

Y T E F A S U O J K F V P F B M A N

D V S D A I H A T S U B O L V A G T

U F D O W G C I I B O N I L H Z F E

C X F O R D S S U P P L Y E H D I R

A F U F N I S S A N E N U M B A D N

T U T O M O T I V E C O Y M N X Z A

O H K D A G K C B N A Z T A M Z W T

M T H E N D J S V G T S R C A Q E I

I H N N A K O A X I O A E S C E S O

T T B A I N A C S N R O W A K G T N

S R F V E C I V R E S F N N Y A E A

U O T F M N B R O E L G A I P R R L

B W F R E I G H T L M T S H H E N S

I N O F N V T H A B V H D H F V S N

S E O I T U B I R T S O D J D E T A

H K R K E R F N C I F I C A P B A R

I G X U O M E R C E D E S D K Q R T

Joke of the month

Hi there, little truckers. I love this warm weather. How about you? It’s perfect for cooling off with the hose. Have you been helping Mum or Dad clean the truck after school or at the weekend? Congratulations to fouryear-old Jack Murray, who found our Little Truckers’ Club logo on page 32 of the February issue. Thanks for sending in your pic, Jack. Siblings Sophie, Amelia and Jack put in a combined effort and won the quiz competition. Congratulations! Keep an eye on your mailbox for your prize, kids. Don’t forget, 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.

What did one truck tyre say to the other? Wheel get through this.

HI LITTLE TRUCKERS!

you could just about buy three houses for the same price.

14-year-old Maxwell Dennison from Te Awamutu has sent us another awesome Mack Super-Liner drawing. Nice work, Max.

Daihatsu, MAN, ERF, Mazda, Mercedes, Foden, Mitsubishi, Ford, Nissan, Hino, Pacific, International, Scammell, Isuzu, Scania, Iveco, Toyota, Kenworth, Volvo, Leyland, Western Star, Mack.

QUIZ ANSWERS FIND THE LITTLE TRUCKERS’ CLUB LOGO The Little Truckers’ Club logo is hidden somewhere in this issue — find it and let me know where it is, and you may win a prize. You can email me at rochelle@nztrucking.co.nz

Here are the answers we promised from the February issue. 1: W here does the word truck come from? The Latin word “trochlea”, which means “wheel or roller” 2: W hen was the word truck first used in printed form? 1777 3: W hat year was Volvo Trucks founded? 1926 4: W hat country are Volvo Trucks built in? Sweden 5: W hat year was the Kenworth T409SAR produced in NZ and Australia? 2011 6: H ow fast is it rumoured Santa’s sleigh can go? 1046km per second 7: W hat year was the Kenworth Tour Bus produced? 1937 8: W hat was Mack Trucks originally named before 1922? Mack Brothers Company 9: W here are Mack Trucks produced? New York, USA 10: What country do they build Iveco trucks in? Germany

* **

92 New Zealand Trucking

March 2022

Well done Jack Murray for finding the Little Truckers’ Club logo in the February issue!

i T a a

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* **

in accordance with PAS 2060, see www.castrol.com/cneutral for more information. The C02e emmisions are calculated in accordance with the Greenhouse Gas Protocol’s Product Life Cycle Standard and includes life cycle emmisions. The demonstration of carbon neutrality will be assured by an Independent Third-Party and certified to BSI’s PAS 2060 carbon neutral specification. See www.castrol.com/cneutral for more information.

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Our first ever issue of Little Trucker Down Under was a smashing success. So, we’re excited to unveil the Little Trucker Down Under autumn edition.

kids. The magazine is geared towards kids from 5-14 years of age and features cool ridealongs and Q&As with people from within the trucking industry, written by kids themselves. In this upcoming issue, we have a Talley’s pea run with Jack; Ruby, who loves going in stock trucks; and truck-photographerin-the-making, Thomas.

We have a mini Scania in the spotlight; spend a day in the life of someone in the transport industry, with Hyster NZ; and our junior reporter Milly gets to meet the APL Direct fleet. Plus, we have stickers, posters, collector cards, puzzles, competitions and giveaways. Pretty choice! Check out the magazine’s Facebook page plus our brand-new website littletruckerdownunder.com for even more content!

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March 2022

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GROUP OF COMPANIES

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PATCH HE ELLLL PATC

years 1972 - 2022

NEW ZEALANDS' LEADING TRAILER MANUFACTURER Contact us for further information ALL ENQUIRIES: Peter Rickard 021 490 353 | peterrickard@patchell.co.nz Glenn Heybourn 021 301 274 | glennheybourn@patchell.co.nz Paul Bristol 021 328 619 | paulbristol@patchell.co.nz HEAD OFFICE: 150 View Road, ROTORUA 07 348 7746 enquiries@patchell.co.nz

PATCH HE ELLLL PATC GROUP OF COMPANIES

www.patchell.co.nz

MOBIL DELVAC ROAD TRANSPORT HALL OF FAME

MOTOR TRUCK DISTRIBUTORS’ 50-YEAR CELEBRATION

30 September 2022 Bill Richardson Transport World Contact: roadtransporthalloffame.co.nz, events@twevents.nz

22 October 2022 At the Manawatu Car Club Octoberfest Manfield Park, Fielding Contact: 50years.macktrucks.co.nz

TMC TRAILERS TRUCKING INDUSTRY SHOW 25 and 26 November 2022 Canterbury Agricultural Park Contact: truckingindustryshow.co.nz, info@nztruckingassn.co.nz Please check relevant websites/Facebook pages for Covid-related information.

96 New Zealand Trucking

March 2022

All scheduled events may be subject to change depending on weather conditions etc. Please check the websites before setting out. Show organisers – please send your event details at least eight weeks in advance to editor@ nztrucking.co.nz for a free listing on this page.

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REMEMBRANCE

NEW ZEALAND TRUCKING MAGAZINE REMEMBRANCE PAGE

t’s a sensitive subject – and one we’ve been discussing for a while – but we think a remembrance page at the back of the magazine’s vocational section will help draw attention to any person associated with the industry who has died in the past month.

It will be open to anyone involved in or connected to the road transport industry. Entries must be submitted by a family member, with a contact phone number so we can verify if we need to. There will be no advertising on the remembrance page.

The format will be as follows: 100 words max Small thumbnail photo Send to: editor@nztrucking.co.nz

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102 Moving Metrics Product Profile – Custom 112 quad low-loader 114 Product Profile – PrimoShield 116 Business Profile – Navare Solutions 118 Carriers’ Corner 120 Truckers’ Health 122 Health & Safety 124 Legal Lines NZ Trucking Association 126 128 Transporting New Zealand 130 The Last Mile BROU GH T TO Y OU B Y

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 January, by major manufacturer

Summary of heavy trucks and trailers first registered in January 2022 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 January, 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

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 can be found 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/vehicledimensions-and-mass-2016-as-at-1-june-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

102 New Zealand Trucking

March 2022

First registration of TD class heavy trailers for January, year on year by major manufacturer

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

First registration of NC class vehicles year to date 2018 – 2022, by major manufacturer

First registration of TD class heavy trailers year to date 2018 – 2022, by major manufacturer

New and used NC class vehicles first registered in New Zealand

New Zealand Trucking

March 2022 103

This information is put together from information provided by the NZ Transport Agency. New Zealand Trucking acknowledges the assistance of the media team at NZTA for providing this information to us.

ROAD USER CHARGES Total value and distance of road user charges purchased between 01 January 2018 and 31 January 2022 by purchase year

RUC purchase for 2021, all RUC types 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. In 2021 there were 49 different types of RUC purchased for a total distance of 16,046,928,628km at a value of $2,232,551,444.

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

16,046,928,628

$2,232,551,444

1 Jan 2022 – 31 Jan 2022

1,300,310,153

$175,660,716

RUC distance purchased for RUC type 1 vehicles

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 Jan 2022

945,702,127

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

104 New Zealand Trucking

March 2022

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

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

Unpowered vehicles with four axles

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

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

By comparing distance purchased during 2021 with previous years’, trends in changes to activity by RUC type vehicles will become clear.

Average monthly RUC purchases by year (all RUC types)

RUC purchases January 2022 for selected types RUC distance purchased year to date for selected RUC types

New Zealand Trucking

March 2022 105

INCOMING CARGO

SCANIA INTO THE

FUTURE We catch up with Scania’s president and CEO Christian Levin who, last September, also took on the role of CEO of Traton SE. CONGRATULATIONS ON THE NEW JOB. WHAT DOES THIS MEAN FOR SCANIA? I think with me having this double role now, we can put Scania in the space where it belongs. I think this is really good for all the brands,

Story by Will Shiers

actually. We’re going to see much more of a collaborative attitude. WHEN THE WORLD IS TALKING ABOUT SUSTAINABILITY, WHY LAUNCH A NEW 13-LITRE COMBUSTION ENGINE? If you look at the trajectory we need to take according to the Paris Agreement, we need to reduce quickly. The dilemma is that customers are not buying electric vehicles to the extent needed to make a big difference. So the most efficient thing we can do is work on 99% of the sales – if

Photos Scania

we can take out 10% fuel, that is 10% less CO2. We aim to reach a 20% reduction by 2030, and the CO2 emission legislation in the EU tells us to cut 15% by 2025. The best and fastest measures are to improve the old combustion engine. And we can do it – there’s more to get. We are peaking thermal efficiency well above 50%, which we didn’t think was possible 10 years ago. We, as an old OEM, need to fund our investments in electro-mobility, or hydrogen, through sales of traditional vehicles. We are not a start-up;

Scania may be an old OEM, but its CEO welcomes the competition from new electric-truck manufacturers.

we are not Tesla. Shareholders don’t pour money on us and say ‘please develop new vehicles’. So it is a way to cut emissions and fund the transition into full-electric vehicles. I am very happy we decided to make that investment six years ago and have no problem defending it as it is also fully HVO and biodiesel compliant, and we are working on gas. IS THIS THE LAST HURRAH FOR THE DIESEL ENGNE? Yes, it is. It is prepared for Euro-7, China 7 and the next EPA. It is the last platform, In Levin’s view of the future, electric will be a more dominant player than hydrogen.

for sure. Our R&D budgets are quickly shifting away from combustion engines and into autonomous and electrified transport. WHAT IS TRATON GROUP’S STANCE ON HYDROGEN? We have hydrogen heavy vehicles running on the streets right now, doing food distribution in Norway and garbage collection in Gothenburg, Sweden. We started some years ago, and I was sponsoring that project in my previous role. There are lots of advantages [over battery electric] and our belief was that the fuel cell would be the answer. However, one huge problem has emerged with these vehicles – energy inefficiency. When you look at it from a well-to-wheels perspective, and you start with hopefully green electricity, and take that on in a battery electric vehicle (BEV), you basically lose about 25%. So it is very efficient compared with a diesel engine, where we talk about 50%. The problem with hydrogen is you lose a lot when you go from electricity and do the catalytic conversion, and then when you go back in the fuel stack. You basically lose 75%, you run on 25% efficiency. So that means the operating cost of that vehicle is three times higher. To offset three times the fuel cost [compared with diesel], is very difficult for most customers. We have gone into the details thoroughly and analysed segment by segment,

application by application, market by market, because it depends on electricity price, and infrastructure availability. We see that battery-electric in most applications will always beat the hydrogen vehicle on cost of ownership. And that is the name of the game. Even if the electricity prices go down steeply, and the hydrogen vehicle will be less expensive than the BEV over time (which I doubt), it will still, because of the energy cost, have a big disadvantage. Hydrogen will be suitable for around-the-clock applications, like three-driver applications or tourist coaches. But these segments come to maybe 10% of the market in Europe. The last argument is that there is no green hydrogen available right now. The little that is produced is consumed by the chemicals industry and, when it becomes available, it will be completely absorbed by the ones who are prepared to pay much more for it, such as producers of steel. We agree with most things in the transition to clean energy [with Volvo and Daimler] but on hydrogen, we think they are really overoptimistic. And we don’t think it is fair to tell governments around the world to invest in a hydrogen infrastructure alongside the battery-electric infrastructure. It confuses things, which makes it take more time. It would delay the building of an infrastructure, and makes the politicians believe that it is much more expensive than it actually is.

Christian Levin. We might be wrong, they might be right, but that’s our standpoint as Traton Group. We believe BEVs will dominate and hydrogen will be a niche product. I was really an advocate of hydrogen, and now I am more sceptical and realistic. WHAT ABOUT HYDROGEN COMBUSTION ENGINES? Burning hydrogen is the least efficient way to propel a vehicle. You get even less energy efficiency than running it through a fuel cell. So when I do a comparison of all the future technologies to propel a vehicle, the last one is to burn hydrogen. Of course, we are testing that, too. You can make very clean engines, but they would be very inefficient. WHEN WILL WE SEE A PRICE PARITY BETWEEN ELECTRIC AND DIESEL? It depends on the segment you are operating in, and it depends on the incentives going into that market. In many cities, we already see a cost parity with city

buses, because there are huge incentives given to bus operators if they choose electric. In the long-haul segment, it is going to be years away. Based on guesswork on fuel prices, fuel taxation, electricity availability, electricity cost and taxation, electricity consumption of future vehicles, battery cost of future vehicles – all packaged into a model – we see parity in 2025 to 2030. And then you have innercity distribution, multi-stop, where it could happen in two

New Zealand Trucking

March 2022 107

years, perhaps. Or maybe even next year. Politicians can change this very quickly by deciding the price of carbon or introducing an energy taxation that favours non-fossil. That will happen market by market. But that will change the equation, and make things move faster. Against this, there will always be the scepticism of the traditional haulier, who will ask ‘where can I charge?’, ‘is the vehicle reliable?’, ‘what is the life length of the battery?’, ‘after five years will there be a residual value, or will it be scrap?’ So even if there is cost parity, in theory, that doesn’t mean that the transition will happen immediately. That is why it is so important that we continue to supply good combustion engines that can be fuelled with HVO (Hydrotreated Vegetable Oil) and bio diesel and bio gas, which will do a good job in reducing carbon footprints all the way up to 2040. ELECTRIC VEHICLES ARE INCREDIBLY EXPENSIVE, SO WILL THE PURCHASING MODEL CHANGE? What will change is the

length of time people keep their vehicles. Many more customers will see that they will have to amortise the vehicle down to zero, instead of keeping it for five or seven years. This is a bit like they do with gas vehicles, which have longer life cycles. All the speculation around exchangeable batteries and battery life being short, I don’t think will materialise. What we learned with working with Northvolt, who will supply Scania with cells, is that we get very good reliability and life. They are aiming at the same 2,000,000km life actually. And if so, we won’t need to decouple the battery from the vehicle. But we are back to the old business model, where you make leasing with a buyback and there is a second life, probably. IS IT IRRESPONSIBLE TO BE PRODUCING A 770HP V8? I was heading up our operations in Italy for four years, which was dominated by big V8s. I soon learned that there were logical business decisions for choosing these machines. It was about gaining

an hour taking livestock or fresh vegetables from the south of the country to the markets in the north, and about reliability over the Alps. They were running at lower revs as the cylinders were working at a slower pace compared with six cylinders. And, hence, not only would they get the best second-hand value, but they would have less downtime too. Also, if you carry heavy loads, they actually consume less fuel than a small engine that has to work really hard. Of course there is also the satisfaction of the driver, which has a positive impact on the environment, because a happy driver is a good driver. So there are many reasons why V8s makes sense. And I don’t feel ashamed at all to have the most powerful one. Yes, you could question whether it makes sense to put 770hp into a 40-tonne operation. Does that make sense? Probably not. ONE DAY, THE V8 WILL HAVE TO CEASE PRODUCTION. WHAT WILL HAPPEN TO SCANIA’S IMAGE WHEN IT DOES? “V8s are still bought with logical and business decisions. There are many reasons why they make sense,” says Levin.

108 New Zealand Trucking

Yes, the king of the road is part of our image, but the main reason why operators buy Scania is because we offer the best profit for them. Offering the best TCO makes Scania the choice of the transport company. Of course it also needs to be the choice of the driver. They will have a comfortable cabin, and the driving characteristics [of electric vehicles] and feeling of power will be Scania. We work a lot on our electric vehicles to make sure they have a super good integration of the driveline, and have the high torque and feeling of massive power. WE HAVE SEEN A NUMBER OF NEW ELECTRIC TRUCK MANUFACTURERS ARRIVE ON THE SCENE. DOES THEIR PRESENCE CONCERN YOU? I welcome them. I think competition is good. Why does Sweden have two of the most successful heavytruck manufacturers in the world? Because competition is healthy. I think it is great that Tesla is transforming the world of transport when it comes to electric cars, and the fact they are coming into trucks is really cool. We take on that fight and will give them a real match. But we should also watch them very carefully. What’s more interesting with Tesla than their battery technology is their digital technology. They are really strong with their own operative system, with over-the-air updates and possibilities to make the vehicle smarter over the years. There we have something to learn, and we are learning. But I welcome them and Nikola, and anyone else. We are in a transition phase in our industry. We are moving away from combustion engines and into electric drivelines, and that opens up for newcomers. But of course we’re going to be here for another 130 years.

March 2022

18745-B

RETREADS YOU CAN RELY ON

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18745-BDS-Bandag-A4-NZ-Truck-Driver.indd 1

20/10/21 12:38 PM

ANNOUNCEMENT: NEW PROGRAMME LAUNCHED IN NZ ROAD SAFETY TRUCK

It’s happening! SafeT360 is in New Zealand. The Road Safety Truck has been in the workshop over Christmas getting some major alterations so that the Australian Trucking Association SafeT360 virtual reality program can be installed. Soon we will be able to make it available to all drivers but particularly the young 16-25-year-old age group. This group has some of the most vulnerable road users, with beginner drivers who have little or no experience on how to share the road safely with heavy vehicles. We would like to see every driver in New Zealand go through the SafeT360 program. It provides an engaging and realistic experience of what its like to drive in and around a truck. It shows the participants what it is like when a car pulls out in front of a truck and how dangerous it is to pull into the safe stopping zone in front of a heavy vehicle. The truck blind zones are interactively demonstrated, and once you see these for yourself you won’t ever want to place yourself in these dangerous situations anymore. While we are trying to save lives and serious injuries on the road, we are hopeful that once participants get to drive a truck virtually they will enjoy the experience and choose to do that as a career. Its a Win / Win for Road Safety and Trucking Career inspiration.

Participants will sit in truck seats thanks to Penske New Zealand The Truck and Trailer will be wrapped with 3M Product thanks to 3M

DID YOU KNOW? Our Young drivers aged 15-24 years old are dying and being seriously injured on the road In 2020 Young Drivers were involved in: 79 Fatal Crashes 509 Serious Injuries 2702 Minor Injuries Young Drivers were primarily responsible for: 67 Fatal Crashes 441 Serious Injury Crashes 2236 Minor Injuries In these crashes: 77 Died 543 Serious Injuries 3069 Minor Injuries Source: Ministry of Transport

WWW.ROADSAFETYTRUCK.CO.NZ Join NTA today and support the program! 0800 338 338

Safety MAN magazine Mar 22.indd 1

14/02/2022 2:05:52 PM

SERVICE • KNOWLEDGE

QUALITY • LATEST RANGES

DRUM ROLLER MOUNTS

• BITELLI • BOMAG

• DYNAPAC • HAMM

• SAKAI • IR

• KOMATSU • PNUEVIBE

• VIBROMAX

WHANGAREI . HENDERSON . PENROSE . HAMILTON . PALMERSTON NORTH . LOWER HUTT . CHRISTCHURCH

PRODUCT PROFILE

QUAD FOR

CAPACITY TRT has designed a custom widening trailer with spaced quad axles that increases payload by five tonnes – expanding the ability of Horotiu Cartage to meet its customers’ heavyhaul needs.

orotiu Cartage and Hire (HCH) has added its first TRT quad-axle widener trailer to its fleet, which will help strengthen and expand the company’s services to

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transport larger machines and equipment. “We were basically at max capacity for machine weight and width within the capabilities of our current fleet,” says company director Shane Holland. “This trailer provides us with the extra payload and capacity we need to transport bigger machines for our customers. Our services are always in high demand. Adding another trailer to our fleet also means having greater capacity to pick up more projects and customers.” A small family-owned and operated business, HCH provides services countrywide and offers a March 2022

wide range of equipment – from bobcats to bottom dumpers and trailers – giving it the capacity and versatility to service a wide range of projects. With a tare of 13,100kg, this quad-axle widener closes to 2.5m and widens to 2.9m, 3.1m, and 3.5m. It is also equipped with a container provision to carry either a single 40’ container, two 20’ containers, or one heavy 20’ container. It has a spaced axle group, increasing capacity by five tonnes over a rear-axle group. The double-acting hydraulic suspension provides increased stability, and allows each axle to be lifted and for

the rear castor steer axle to widen with the trailer. This trailer is fitted with conveyor belt material on the deck, high-tensile ramps to the top deck, 1420mpa Hardox wear plate on the deck and ramp face, and 2.8m-long heavy-duty ramps for a good loading angle. The trailer also features deep coaming rails with toolboxes set into the sides. It has a demountable headboard and is painted with two-pack electrostatically applied paint to match the HCH branded colours. For Shane, choosing TRT to manufacture the trailer was influenced by TRT’s approach, which is not being

1) Hydraulic ramps are 2.8m long, creating a good loading angle. 2) A spaced axle group increases capacity by five tonnes over the rear axle group.

one of ‘one size fits all’. “The team at TRT is dedicated to customising trailers right down to the finer details to solve the problems that matter to the customers. They provide flexible solutions that tailor to the customer’s needs,” says Shane, who was involved in the process from beginning to end. Says Glen Harnett, trailer sales engineer for TRT NZ: “Shane’s existing trailer wasn’t keeping up with the expansion of their business. He contacted TRT to discuss the options for a suitable trailer that would cover the majority of the machines they needed to transport. We had just delivered a quad-axle widening low loader to a customer in Cromwell, and this design appeared to be an excellent solution for Shane. It widened to 3.5m, had a top deck, had extra load capacity with the spaced axle group, increased stability with the

hydraulic suspension, and manoeuvrability with the steer axle. It ticked all of the boxes.” Says Shane: “I worked very closely with Glen and the design team, especially on the pedestals for the

containers. There was a fair bit of back and forth to get it right. The whole team was amazing to work with and very understanding when we wanted to change specific details to suit our operations.”

Adds Glen: “Shane and the team from HCH have an excellent reputation in the heavy haulage market. We are thrilled to have provided them with a solid solution to expand the opportunities within their business.”

From left: Bruce Carden (TRT company director), Carl Smith (HCH operator), Heather Holland (HCH business owner), Shane Holland (HCH director/owner), Mark Holland (HCH business owner), Clifford Dimaano (TRT workshop technician), and Glen Harnett (TRT trailer sales engineer).

PRODUCT PROFILE

ONE-COAT

WONDER

For the operator who requires ultimate protection for their truck with minimal fuss, a compelling argument can be made for PrimoShield from Protective Coatings and Treatments.

s a clear coating developed to protect painted surfaces against the damage caused by the solvents used to remove graffiti, PrimoShield has characteristics that make it

unique – and suitable for the rugged world of trucking. Peter Dunn, sales & technical support manager, Protective Coatings and Treatments, explains that the unique formulation of PrimoShield makes it different from other coatings currently on the market. “Traditionally, anti-corrosion coatings use dangerous heavy metals and require three separate coats, including a primer, an epoxy coating and then a top-coat polyurethane. However, the application of PrimoShield is a costeffective, one-coat process. “PrimoShield forms a very hard (9H) surface and has a very high coverage rate (up to 60m2) when compared

with other products (that will normally only cover 5-10m2). PrimoShield has an applied micron build of 5-10 microns when applied according to the manufacturers’ recommendations while competing clear coats will have a micron build of 50 microns.” This means that it forms a very hard but very thin coating. It is a true directto-metal coating and can be applied to any metal surface, including aluminium, stainless steel, copper, brass and mild steel. It can also be applied to painted surfaces, including acrylic and automotive lacquers. “On metal surfaces, the only stipulation is that the

surface to be coated is clean. There is no need for a primer or etch primer,” Dunn says. PrimoShield is a self-levelling compound so the application results in a smooth, imperceptible finish. Whether you’re talking trucks, trains, tractors or tanks, the results are significant. PrimoShield is non-stick and hydrophobic, meaning it will shed water, dirt and dust, making it selfcleaning. It offers permanent anti-corrosion properties and extreme abrasion and scratch resistance. Even fingerprints are banished. Dunn quotes a minimum lifespan of 10 years when applied by an approved or certified applicator.

PrimoShield is suitable for any application, not just trucks.

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NZT 21

PrimoShield is imperceptible but its protection and ease of maintenance is obvious.

“In North America, another of our distributors and applicators has now coated close to 300 road tankers over the past seven years with no failures reported. Considering the harsh winter environment in Canada, where salt and chemicals are used to combat ice, this is a great testimonial for PrimoShield’s durability.” On the local front, our most recent encounter with

PrimoShield was the Lilburn Transport Kenworth K200 that featured on the cover of our December 2021/January 2022 issue. Specifically, PrimoShield was applied to the rig’s alloy dropsides, protecting them from the lime Lilburn’s was carting on the day. “We’ve found it to be excellent. It’s hard-wearing against the fert and corrosives. It keeps the

vehicles looking pristine. That’s what we’re trying to go for – keeping the image of the fleet tidy,” says company owner Robbie Lilburn. Lilburns has also had PrimoShield applied to its latest addition to the fleet, a DAF CF. This time, it’s also been applied to harderwearing areas of the chassis, such as under the deck, in the wheel arches where things get grimy, and to the hydraulic

tank and fuel tank. “It’s definitely working. We don’t have to brush it as much as we normally would. It helps with de-tarring, too.” PrimoShield has passed numerous tests, including chemical, UV, heat and humidity, showing no signs of damage on the surfaces it’s applied to through blistering, cracking, flaking or softening.

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NZT 21027 Truck Align 1/2 Page NZT.indd 1

27/04/21 8:08 AM

BUSINESS PROFILE

NAVARE

DIGITALISING THE TRANSPORT BUSINESS Data plays a significant role in how transport operators manage their fleets and control how freight moves across the globe. Transport management solutions can help provide tailormade solutions for freight and logistics providers so they can have a better oversight of their operations.

here is such a vast array of solutions on the market today, and so much data is available from so many different types of systems. Businesses often struggle with how to manage this overload of information. Auckland-based Navare Solutions continuously refines its products to help create a competitive edge for its clients. It offers a

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seamless, one-stop shop that makes managing a transport business much smoother. Navare specialises in developing and implementing software solutions affiliated to transport management systems. Its platform simplifies the process of managing freight via an automated system while maintaining a seamless transition from start to finish. Its products can be tailored with optional modules, making them apt for any business. “Navare is a gateway to simplify the process of freight management while automating and accommodating all your needs to increase utilisation, thereby empowering your business,” the company says. “Navare’s cloud-based enterprise-level transportmanagement system is the way forward to manage all your freight solutions, big or small.”

Solutions Navare offers five different

products that can be tailormade to suit any business requirement: the NavOne Transport Management System; NavScan, which offers dynamic mobile and scanning solutions; NavBridge, a freight aggregator; NavLogic, purpose built for freight forwarders; and NavAir & Ocean, for container and air freight management. The customer booking portal in NavOne TMS supports a wide range of e-commerce platforms. Its key features include sales proposals, revenue management, automated PODs, pallet reconciliation, and reports. On average, a company uses three to four different systems to perform multiple jobs, such as a CRM, finance, credit, job bookings, dispatch, internal tracking, external tracking. Navare’s NavOne is a one-stop system that covers all of these. Navare developed its advanced products for freight service providers, including

courier, transport and container service providers. Its TMS can replace a company’s existing legacy system with a tailor-made, seamless solution that better suits its businesses’ needs. Rural service providers are struggling with scanning and obtaining POD – on an average four to five working days. Navare’s scanning system will integrate with their freight partners to obtain live feed 24/7, 365 days a year. The Navare Customer Portal is a powerful tool that gives full control to users. It captures the entire journey from start to finish on one screen. NavBridge focuses on clients sending more than 100+ parcels a day with multiple carriers, giving them one customer portal to do the job. Navare also specialises in integration, which is why its system is so robust. It keeps up with its clients’ everchanging requirements with options to integrate with a range of platforms, including Netsuite, MYOB, Trade Me, Salesforce, Xero and many others.

Hub & Spoke Successful freight delivery involves a fine balance of speed and affordability. As technology has developed, the logistics sector has found faster and more cost-effective ways of shipping freight. Hub-and-spoke models are where connections are arranged like a wheel, where freight operators organise their routes as a series of spokes that connect outlying points to a central hub. Freight traffic moves along spokes connected to a central hub. This efficiently moves products out of strategically located distribution centres and shortens travel time. These days, many freight operators have adopted the hub-and-spoke model to speed up deliveries and

P T

P c n a t c

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Navare developed its advanced products for freight service providers.

reduce costs. Navare products can help operators get the most out of their logistics. The team at Navare offers more than 100 years of combined experience in software development, IT infrastructure, and project management in the transport and logistics industry. Navare is driven by a passion for making a difference and delivering only the best

products the industry has to offer. “This industry of software development is constantly growing by leaps and bounds. In return, we are continuously working towards refining our solutions to help create a competitive edge for our clients, using Navare’s digitally sound and advanced systems to prioritise a seamless process of moving freight.”

Navare is a gateway to simplify the process of freight management.

PROTECT YOUR TRUCK AND TRAILERS ALLOY SURFACES PRIMOSHILED is a clear, permanent, Direct-to-Metal (DTM) coating for stainless steel and aluminium. Created utilising nanotechnology, it is sprayed on to deliver proven protection against corrosion and the effects of UV exposure, plus resistance to most chemicals, to provide a durable and high-performance coating solution for owners and operators of highly visible assets.

ANTI-CORROSION SALT AND CHEMICAL RESISTANT SCRATCH RESISTANT IMPACT RESISTANT HEAT RESISTANT WEIGHS LESS THAN 1KG PER UNIT SELF CLEANING SURFACE

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NZT 21068 Lilburn 1/2 Page NZT V6.indd 1

OTBURY REFINISH SOLUTIONS LTD sales@otbury.co.nz For technical information phone 021 151 5389

24/11/21 2:43 PM

CARRIERS’ CORNER

NOBODY EVER WROTE A SONG ABOUT BEING AN OPTOMETRIST OR AN ACCOUNTANT… Country singer Jerry Reed summed up the trucking gig pretty nicely in his iconic East Bound and Down when he sang: “We gonna do what they say can’t be done… We’ve got a long way to go, and a short time to get there…”

ld-mate Jerry likely had no idea that his 1977 musical classic would still ring true 40 or more years later with the pressures of getting the job done and the need to ‘keep your foot hard on the pedal’ meeting the constant demands of keeping the wheels turning. What Mr Reed probably also didn’t foresee was the emergence of so much red tape and compliance that “Ol’ Smokey having their ears on” would be the least of an operator’s worries. What hasn’t changed, however, and what resonates with me, is the tremendous task that trucks and transport operators continue to do day in, day out. And the immense pride and satisfaction that we should collectively take from the contribution we make to our country and our communities – irrespective of the picture that mainstream media might, at times, like to paint of us. Think for a moment about that load of raw milk that a tanker weaves its way across numerous farm tracks to uplift in the dead of night, returning to a processing plant to be processed into high-value dairy products exported from New Zealand to all corners of the world. That very export product earns the country valuable foreign exchange dollars, and it’s all kicked off by a trip in a stainless tank aback a humble chassis. Or maybe we should go back a step and think about how the critical inputs required to grow the grass or bolster the animal’s growth made it to the farm

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in the first place? How the fertiliser was then spread across the land, and the feed made it up into the silo? What may have looked like just another job on the dispatcher’s screen, dispatched at haste to a driver eagerly working hard to get that extra load in for the day, is in fact the transportation of some crucial product to fuel a key part of the country’s economic engine. In many other sectors, we’re bombarded with examples of the essential link that trucks provide in delivering, quite literally, the roadgoing conduit to keep industry moving. Consider the heavy-haul unit dragging roadmaking machinery deep into a forestry block which will form the tracks that enable the logs to be plucked from deep within the bush by another truck dispatched to the mill for machining into construction-ready timber, for yet another truck to get it to site ready to be erected into someone’s future home.

Love him or loathe him, Clarke Gayford’s recent TV exposé into the behind-the-scenes tale of house movers, Moving Houses, has cast a light on and provided kudos close to home (excusing the terrible pun) on the mammoth task involved in such relocations – all of which would otherwise occur out of the public gaze and go somewhat unnoticed in the hours of darkness. The popularity of Ice Road Truckers and Outback Truckers on mainstream television is further proof of viewer demand and interest for such insights. And my point in illustrating these examples of how trucks play such a key role in making the country work? Simply that as an industry we’re often the last to take the time to sit back, even momentarily, to celebrate and take in the – often monumental – cameo that we’ve collectively played in making some amazing things happen, and their impact on our customers, our communities, and our country. Let us never underestimate the awe with which our ‘daily grind’ is held by so many outside our industry, whether they are keen observers or have a hunger to become involved in the industry and help ‘keep that diesel truckin’.

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 15-truck general freight operation based in Warkworth, just north of Auckland.

W R March 2022

TM Automate & Adapt to Advance Our most advanced customisable transport management system yet; A booking portal that supports a wide range of ecommerce platforms. Some high notes of this system are customisability and transparency elements, making it the most cost and time efficient tool to date. Comprises an intelligent truck utilisation tool that ensures maximum profitability. Combining our powerful scanning solution, NavScan with NavOne opens up a whole new world of possibilities.

Web: www.navare.co.nz Royal Oak, Auckland, NZ

Digitalising Your Trans port Bus ines s

TRUCKERS’ HEALTH

EATING HEALTHY MADE EASY Create a better diet – without giving up all the foods you love.

ating healthy doesn’t have to mean eating 10 tonnes of broccoli and kale salad every day. It’s just about making small tweaks to what you are eating to improve it day by day, week by week. For example, Bob currently drinks 1.5 litres of Coke every week. He aims to reduce this to one litre of coke each week. Yes, it is not a catastrophic improvement. But if you make several small changes to your diet over time it amounts to a large change and improvement. Also, that way, you don’t feel like you’re having to donate an organ to improve your diet and health. A lot of my clients make the mistake of attempting to eliminate entire food groups or all ‘bad’ food from their diet immediately, day 1, Monday. This is often preceded by a massive binge session on the Sunday night of eating all their favourite ‘bad’ foods before their ‘good’ diet begins the following morning. This is a dangerous attitude and leans into the binge eating and diet culture. The first step that I get my clients to take is to keep a full diary of their food for a week. This involves writing down every morsel of food and drink that touches their lips throughout the week. The purpose of this step is to get a good understanding of what you’re eating and not eating. It reveals your habits and patterns and areas you are doing well in and those that could use some improving and adjustments. After you’ve nailed out your food diary for a week, it’s time to evaluate what small area you would like to improve on first. For example, if you’re skipping breakfast and then bingeing at morning

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tea or lunch, you may want to try having something small at breakfast time like a banana to try and curb your urge to binge-eat later in the day. I usually suggest people choose just one area or meal to work on each week. That way, you don’t feel overwhelmed or like you’re turning your life upside down

A lot of my clients make the mistake of attempting to eliminate entire food groups or all ‘bad’ food from their diet immediately, day 1, Monday. and inside out to improve your health. While working on your small weekly health goals, you can also work on overall and more general goals. Basically, since birth, the importance of drinking water and eating vegetables has been drilled into us. Although we have heard this countless times, many of us often don’t drink enough water (especially throughout the hotter months when we are sweating a lot). We also don’t consume enough vegetables as we don’t still have Mum or Dad trying to force broccoli onto our plate and threatening no dessert until our vegetables are eaten. There is an unbelievable number of different vegetables for you to choose from. There’s no real need to try and force down vegetables we hate just for the greater good. Firstly, you are less likely to stick to something you don’t enjoy and, secondly, just don’t eat things you don’t like. Of course, it is awesome to try and ‘eat the rainbow’ and enjoy a varied range of different vegetables throughout the week.

I suggest trying as many different vegetables as you can and don’t write off any of them until you’ve actually tried them. Once you’ve decided on the vegetables you enjoy, think of different ways to sneak them in and enjoy them throughout your day. At breakfast, you could pop them into a smoothie. Vegetables such as spinach are very hard to taste in a smoothie, but you are still consuming the goodness. For lunch, you could make a quiche or frittata packed with veggies such as tomatoes, capsicum and onion. Afternoon tea or snacks could be carrot sticks and hummus or you could grab your favourite cracker or rice cake and layer with your chosen veggies such as tomato or cucumber with cottage cheese. Dinners are a bit easier to get veggies in. Just select a protein (chicken, pork, beef, venison, fish or eggs) and add half a plate full of your favourite veggies. You could make a delicious stir-fry and add rice to bulk up the meal and make it more filling. My personal favourite is to use the air fryer and make broccoli chips, which I know sounds weird – but don’t knock it ‘til you try it! My overarching message is that there is no need to take drastic measures to lose weight or improve your overall health. All you need to do is look at the foods you’re currently eating and make minor changes. Good luck to you in making those baby steps to improve your health in 2022.

Laura Peacock Personal trainer TCA Fitness Club

Are you Fleet Fit? Do you want to improve health and safety, reduce driver fatigue and use data and insights to deliver better efficiency? Talk to our expert team of Fleet Risk Managers about how we can drive your business forward. Fleet Fit is a series of targeted programmes exclusively available to your business if your fleet is insured with NZI.

nzi.co.nz/fleetfit

HEALTH AND SAFETY

WORKPLACE INSPECTIONS There are many things an employer or manager does to ensure the safety of their workers. Remember that workers include contractors, subcontractors and other people. Some of these things are: • Induction – making sure workers understand how health and safety are managed in the organisation. • Training – ensuring workers know the best and safest way to do their tasks. • Supervision – providing an experienced worker to watch over a worker who may be new or new to the task. • Toolbox meetings – discussing what we are about to do and how, including hazards and risks and how to manage them. • SOPs – standard instructions for tasks. • PPE – providing workers with the most appropriate personal protection. • Checklists – machinery, plant and site. Despite all this, workers still get hurt or do the task without regard to safety or quality. 23031 DANI1 TRUCKING AD.pdf

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One of the best tools in our safety toolbox is our eyes. Site reviews and talking to the workers on the job allow us to identify work done well, work done not so well, and any problems on-site. It doesn’t matter if the site is involved with construction or transport, etc. There will always be a place or task we can look at. Workplace inspections can also include checking your compliance – services, certifications, calibrations, etc. Recently, I was on a construction site. I had visited this site weekly for a few weeks before. The organisation is very reputable and takes working safely seriously. On none of my previous visits had I identified any major problems. This visit, we observed a worker using a concrete saw without water, mask or hearing protection. We contacted the site manager immediately, who addressed the situation instantly. The worker only had a small job and decided to do it without following proper procedure; he believed it would take longer to do safely. Clearly, people will take shortcuts if they think they will get away with it. The key is to act. If you identify anything wrong, you must address it at once. If it is left, you send a message that it’s okay to take shortcuts, that you will only address concerns once the job is done. If you identify problems, you should follow up to ensure the correct actions have been taken and that they don’t recur.

Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 12 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.

How can Safewise help? We work with organisations that need more health and safety knowledge or more time to address these issues than they have in-house. We also have free Covid19 resources available. For more information, check the website safewise.co.nz

3:12:58 PM

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

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LEGAL LINES

LIMITING CONTRACTUAL LIABILITY IN DISRUPTED TIMES The ongoing impacts of the Covid-19 pandemic on businesses have been devastating, and they look to continue now that New Zealand is back in the red traffic-light setting.

ith Omicron cases expected to grow, the main economic impacts are likely to come from worker absenteeism. Staffing issues and supply-chain disruption are inevitable. Transport operators need to be mindful of their obligations and any mechanisms that can limit their contractual liability when their businesses are impacted.

What is a force majeure clause? The term force majeure describes events over which operators have little or no control and can include an epidemic or a pandemic. A force majeure clause may relieve a contracting party for failure to perform in certain circumstances by allowing them to terminate or temporarily suspend their contractual obligations. However, an event will not be covered by a force majeure clause unless it makes the performance of the contract impossible, it was unforeseeable, and it was irresistible both in its occurrence and its effects.

Rights and obligations The range of disruptive possibilities is endless. There is a complex web of potential rights and obligations between those who may be involved or affected by a major disruptive event. If there is a disruption in the supply chain, it could be sudden, gradual, complete, partial, anticipated, without warning, brief or long term. Each type of disruption is associated with varying degrees of technical difficulty, risk and expense. The parties to supply contracts and others for whom there may be downstream impacts will need to consider the following: • Does this disruption qualify as a force majeure event as defined in the contract for supply? • Are all the relevant contracts on the same terms? • If there are restricted supplies available, then who gets priority? • Is the disruption of such a magnitude that the contracts cease to have any

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effect? • What obligations do the supplier and downstream parties have to each other in terms of contract, negligence or any environmental or safety obligations?

Why is a force majeure clause important? The parties to any major contract involving the supply of goods and services need to understand what the limitations are to the force majeure clauses included in their contracts and what other risk management and contingency plans they need to provide. When drafting or negotiating force majeure clauses, careful consideration of the clauses’ implications is essential because it is easy to underestimate the importance of such a provision. In the context of natural disasters, a clause that has not been adequately drafted could put the critical infrastructure of a business in jeopardy. So being precise at an early stage may save a business substantial penalties or even prevent its collapse.

•

When can a force majeure clause be relied on? Force majeure clauses are drafted with varying degrees of sophistication. That is why the ability to rely on a force majeure clause will depend on the precision of the drafting. In general, most clauses will include the following: • Force majeure event: A force majeure clause will typically be triggered if a ‘force majeure event’ occurs. Often the term ‘force majeure event’ is defined in the contract. Usually, a force majeure event will be defined as an event that is external and beyond the control of a party, including a

•

prescribed list of events such as floods, earthquakes, cyclones, riots and confiscations or requisitions of facilities. Ensure contracts include ‘epidemic’ or ‘pandemic’ in the force majeure definition. Also, carefully consider what other items are critical to the performance of your contractual obligations. For example, a fuel shortage could be included as a force majeure event. Causal connection: Usually, a force majeure clause may only be relied upon when the force majeure event has rendered a party unable to perform its contractual obligations. This could be either wholly or in part. Contribution to the force majeure event: Usually, a party may only rely on a force majeure clause if that party did not cause, in whole or in part, the force majeure event. That means the event should be both beyond their control and such that they could not have prevented the event or the consequent failure in performance by the exercise of due diligence. This is particularly relevant with strikes or industrial actions and confiscations and requisitions. Notice: The party seeking to rely on the force majeure clause may need to give notice of the force majeure event to rely on the force majeure clause. The notice may be required to specify various details, including the nature of the event and the expected length of disruption to usual services. The party affected by the force majeure must also use due diligence to remove the disruption and resume performance of its obligations. Remember that the subsisting of a force majeure event for a specified time will normally result in a termination right for the other party to a contract. Debt: Usually, an obligation to pay money will not be suspended by a force majeure event.

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

March 2022

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WE ARE As of December 2021, Ixom Operations Pty Ltd., the distributor of AdBlue® produced locally in New Zealand by Ballance Agri-Nutrients, has acquired SCR Solutions, the New Zealand distributor of world renown Yara AdBlue® products. Togehter, Ixom and SCR Solutions provide a reliable and secure supply of AdBlue® when New Zealand needs it most.

AdBlue® is a registered trademark of VDA NZT 2047 GO Clear Blue Ad.indd 1

29/07/20 4:08 PM

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

FOCUSING ON

DRIVER BEHAVIOUR A ROAD TO ZERO

he Road to Zero strategy adopted by the government sets out a vision for a New Zealand where no one is killed or seriously injured in road crashes. It includes guiding principles for how the road network and road safety decisions are made, setting out a target of a 40% reduction in road deaths and serious injuries by 2030. It defines the five key areas of focus over the next decade as: • Infrastructure improvements and speed management • Vehicle safety • Work-related road safety • Road user choices • System management To date, the main focus of the Road to Zero strategy has been infrastructure improvements and speed management – or more specifically, median barriers, side barriers and rumble strips, reduced speeds, intersection improvements, safety on footpaths, and cycleways. This may achieve some success, but are there other factors to consider for lowering the road toll? A 2020 report published by the International Transport Forum of the OECD reports that in 2019, New Zealand recorded 352 road deaths. This is equivalent to 7.1 road deaths per 100,000 people, one of the highest averages in the OECD. Young people have the highest risk, with 8.7 road deaths per 100,000 for 18- to 20-year-olds and 10.6 road deaths per 100,000 people for 21- to 24-yearolds. Interestingly, our neighbours in Australia were significantly lower at 4.7 road deaths per 100,000 people, and in the European Union, the average was 5.1. If our road deaths per 100,000 people was the same as Australia, our road toll

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would have been 235 people in 2019. So, what are they doing that is so different? The same report details that road-user behaviour is an important determinant on our road toll. In 2019, the main contributing factors resulting in fatalities were: • Inappropriate speed: 78 fatalities (26% of total) • Alcohol and drug use: 137 fatalities (46% of total) • Distraction: 15 fatalities (5% of total) • Fatigue: 25 fatalities (8% of total) • Seatbelt use: approximately 90 fatalities each year Is it time to increase the focus on driver behaviour to reduce the number of road deaths and serious injuries? The Road to Zero strategy lists roaduser choices as a focus. This includes: Alcohol and drug use. Currently, police officers can stop and test drivers randomly at the roadside for drink driving. Drug driving justifies a similar approach – especially as the existing regime is not as effective as it could be at reducing drug driving harm. The existing regime is based on an impairment test after an officer has established they have ‘good cause to

David Boyce chief executive officer

suspect’ a person has consumed drugs. Under the current approach, impairment is assessed through a compulsory impairment test (CIT). A driver who fails a CIT must undertake an evidential blood test. The new proposed legislation would enable more roadside testing and establish new infringement and criminal offences. These penalties would apply depending on the testing process and the level of drugs found in a driver’s system. The oral fluid testing regime will be an infringement offence regime only. The proposed offences and penalties range from $200 to $10,000, from 50 demerit points to mandatory disqualification for one year, and prison terms ranging from three months to three years. Enforcement. The Police, Waka Kotahi (NZTA), and the Ministry of Transport have a Road Safety Partnership Programme (RSPP), funded by the National Land Transport Fund. For the 2021/2022 year, the budget is just more than $400 million. The RSPP is based on the strategic outcomes in the Road to Zero Strategy. The four key police operational priorities are: restraints, impairment (alcohol and drugs), distraction and speed. Other priorities include high-risk drivers, active road users, vehicle safety and network maintenance and efficiency (including incident management). Penalties. In 2021, the government increased the fine for using a cell phone while driving from $80 to $150. By comparison, the fine for texting, emailing,

If our road deaths per 100,000 people was the same as Australia, our road toll would have been 235 people in 2019. So, what are they doing that is so different?

using social media, watching videos, or accessing the internet while driving in Western Australia rose from $400 to $1000 last year. Is it time for New Zealand to review the range of driver behaviour penalties to encourage safer compliance? Driver training. New Zealand has a graduated driver licensing system (GDLS), which means drivers move from a learner to a restricted and then a full licence. Currently, full licences must be renewed every 10 years, and drivers can only hold a learner and restricted car or motorcycle driver licence for five years. The government is currently reviewing the GDLS to align with the Road to Zero strategy. The review will examine: • Barriers to the driver-licensing system preventing entry to the system and progression; • Whether the current methods of driver training are adequately preparing novice drivers for the risks they face on New Zealand’s roads; • Whether the licensing system is simple and equitable; • Potential policy interventions.

By comparison, many other countries have more rigorous driver-training regimes. For example, in Norway, you must first complete a four-day elementary traffic class, which covers the basic rules of the road, general advice, what to do at the scene of an accident, and basic first aid skills before you can even practice for a driving licence. In Japan, you must attend 26 hours of lectures before a written test. An automatic car licence test requires 31 hours’ practice. A manual car licence test will require 34 hours’ practice. Obtaining a licence will cost about NZ$4000. In Finland, it takes a minimum of two years to get a full, unrestricted driving license. Learner drivers learn vehicle handling skills on skid-pan sessions and nightdriving courses. Many New Zealanders believe that a driver’s licence is a right, rather than a privilege. This needs to change with more emphasis on advanced skills-based training, including learning to drive to the conditions, a better understanding of the road rules with regular mandated updates, and an empathy and

understanding of other and vulnerable road users. Motorcycle safety. In 2021, there were 45 motorcyclists and pillion road deaths (14% of the total road toll).

NTA promotes safe driver behaviour The NTA Road Safety Truck initiative delivers road safety programmes to the trucking industry, schools and the community that are designed to raise awareness on safety around big trucks and driver health and wellbeing. The NTA Road Safety Truck is being relaunched with the SafeT360 interactive virtual reality programme, which is aimed at 16- to 25-year-olds. This is a partnership between NTA and the Australian Trucking Association, which is generously supported by industry sponsors and supporters. More information can be found at roadsafetytruck.co.nz

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BUSINESSES MUST BE ALLOWED TO MANAGE THEIR WAY THROUGH OMICRON

or businesses trying to manage their staff, the government’s commandeering of rapid antigen tests (RATs) is a huge blow and illustrates just how little some bureaucrats understand about how the private sector operates and what we need to get through the coming months. In early February, I wrote to Transport Minister Michael Wood pleading for his assistance in helping break the deadlock over the provision of RATs for businesses. Unlike several his colleagues, Minister Wood is a pragmatic and proactive minister that we are lucky to have in the transport portfolio. The problem is he is just one cog in a very large, cumbersome, and increasingly draconian machine. The fundamental lack of understanding of how the supply chain works within the agencies tasked with making the key decisions that impact workers and businesses – namely the Ministry of Business, Innovation and Employment (MBIE) and the Ministry of Health – is staggering. They do not recognise that all links in the supply chain need to be maintained to make sure it operates effectively. They do not seem to understand that if large swathes of freight and logistics workers must go through long periods of isolation, then this will have severe consequences on the provision of essential goods and medical supplies to our communities. Suffice to say, I have absolutely zero confidence in MBIE’s register of critical workers and the ability of the Ministry of Health to deliver RATs where and when they are needed. Just for road transport alone, a register will need to individually account for about 33,000 workers and I have no idea how each of those workers will be judged against MBIE’s criteria. I

128 New Zealand Trucking

March 2022

am also concerned that traversing this bureaucratic minefield will be needlessly onerous for the many small and mediumsized businesses in the road transport sector just trying to survive through these difficult times. What really frustrates me is that so much of the stress on businesses and workers is not because of Omicron, but because of the inflexibility of the government in handling it. All over the world now, businesses are managing their employees’ health with readily available RAT tests. With the increased availability of vaccinations, Covid-specific treatments and governments willing to relinquish responsibility for health monitoring to individuals, families and business, the rest of the world is successfully managing the pandemic. New Zealand, with its closed-off mentality, has been left behind and remains locked in a constant state of fear. Wellington bureaucrats must get with the programme, and fast. They need to step out of the way and let businesses do what they do best, get on with the job while managing their workforce. If not, then Cabinet ministers need to be prepared for the backlash when the supply chain breaks down and large numbers of truck drivers, or other supply chain workers, cannot work due to not meeting MBIE’s critical category or getting rapid antigen tests on time. Moving on, the recently announced consumer price index for the December quarter that saw the rate of inflation balloon out to 5.9% would not exactly have come as a shock to most people – it has been obvious to all that the cost of living has been rising significantly. Essential commodities, such as food and fuel, are eating up more and more of

our paycheques, which has affected our amount of discretionary spending. This, of course, is one of the ways in which inflation infiltrates every part of the economy and the transport sector is certainly not immune from that. While Ia Ara Aotearoa Transporting New Zealand will continue to advocate for a reduction in costly compliance for operators, I recognise that outside of this, there is not a lot we can do that will reduce operators’ costs. However, one thing that our sector can do to insulate itself from the worst extremes of rising inflation is to make sure that we charge fair and reasonable freight rates. As we know, freight rates in New Zealand have traditionally been low. This has been great for our customers – New Zealand’s producers, exporters and consumers – and in good economic times, we just about get away with it. However, as we confront some significant economic bumps in the road and as an industry see our costs of doing business go up, our already small margins are being squeezed. The industry can only respond to these pressures by lifting freight rates across the board and ensuring transport operators maintain profitability during this difficult period. If we don’t, not only will many operators not survive, but those who do will have to make significant operational changes that may have a detrimental long-term impact on their business and the future recruitment and retention of good staff. The professional and timely service road transport provides to our customers should not be underestimated. As such, we must make sure we place a fair value on what we do and our critical role in the economy.

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THE LAST MILE

THE YEAR THAT NEVER WAS

n 1953, Ewen Montagu published a book titled The Man Who Never Was. In 1956, a film of the same name was

released. Many of us will be thinking of 2021 as the year that never was – unfortunately, it was, and we had no choice but to cope as best we could with what it threw at us. But despite everything happening around us, we did learn a lot during the past year. In no order, we discovered: • In the Minister of Finance’s view of the world, $51 million for design and consultation work for the disbanded cycle and pedestrian bridge across Auckland Harbour is nothing. Tell that to those who run Auckland’s Starship Hospital and are constantly appealing for public donations to support the services they provide. Tell it also to Mark Dunajtschik and Dorothy Spotswood, who donated $50 million to build a new children’s hospital in Wellington. • During the 2020/21 financial year, government departments and agencies spent close to $930 million on contractors and consultants, much of which can be justified, the government claims, because of the need to build capability within government. For capability, read more bureaucrats. But I guess we should not complain too much because in the 2019/20 financial year, the spend was $968 million. Does this mean, though, that the government and its agencies – those ones that responded to the Official Information Act request that is – acknowledge they don’t have the ability and expertise to do what we taxpayers have been providing money for them to do for years? There is a certain irony about this because many of the people they have been hiring as consultants learnt

their craft in the government’s employment and were made redundant or otherwise driven out by ‘efficient’ management. • The opening date for the Transmission Gully section of SH1 was pushed back again. Not our fault, the government says. The previous National government is to blame because it set up the design and building contract. Pardon me? What has the government’s agency for road building and construction, namely NZTA, been doing to manage the project for the past four years? Where has their oversight of the project been? • Courtesy of the Prime Minister’s partner, we see that it is possible to deliver houses as promised. • If you are a cyclist, the principle of user-pays to use our roads does not apply. • Auckland City Council believes that spending $8 million to build 1km of walking and cycleways is money well spent. In Wellington, they can do it for $1.35 million. • A new meaning of consultation. It now reads something like this: we will ask your views on what we would like to do and would welcome you telling us but, regardless of what you say, we will do it anyway because we know best. • NZTA is unhappy with the police’s on-road policing. • Despite the firearms buyback, which was supposed to remove many firearms from criminals, violent offences involving firearms are increasing. • The preferred way for dealing with the disgusting condition of our road network is to reduce the speed limit. • Those in control of the Road Transport Forum felt that changing its name will make it more relevant. Relevant to whom? • There was a divorce between our major industry representative organisations, turning the clock back some 25 years, with each group now claiming they are the voice of the industry. • Despite the government’s obsession with reducing fossil fuels, we are now importing more coal than ever before to keep the wheels of industry turning.

Predications for 2022

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The voter turnout for the local body elections later this year will be low as usual. Many of those elected/re-elected will not be true representatives of the local population but those wishing to impose their ideology on others. There will be a series of actions by the government that will upset many, including increasing the cost of many government services. We should not be surprised at this as it is routine for governments to do this sort of thing in the second year of the election cycle to pave the way for bribes and distorted ‘facts’ story-telling in election year. Despite all those who down cry the transport industry, one thing I am sure will happen in 2022 is whatever is thrown at the industry, you will rise to the challenge as you always have and will continue to supply the services that keep our country going. I am hoping, though, that in the Year of the Tiger the transport industry will flex its muscles to show the government and the anti-truck fraternity just how essential the sector is to the country’s wellbeing and economic survival. Perhaps this year might just show what happens when you upset a tiger. Make the most of 2022, whatever happens. The Accidental Trucker

130 New Zealand Trucking

March 2022

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