New Zealand Trucking November 2020

C&R’S BRUTE OF A REBUILD

NOVEMBER 2020

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CONTENTS

30

Earning a buck in a white truck – Blending in yet standing out

38

Rigs of 2010 – Not far from home

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WATCH T HE V IDEO IN T HE DIG ITAL EDIT ION

INTERNATIONAL TRUCK OF THE YEAR

Associate Member

EDITOR

Dave McCoid

ASSISTANT EDITOR

Gavin Myers

Ph: 027 492 5601 Email: editor@nztrucking.co.nz Ph: 027 660 6608 Email: gavin@nztrucking.com

For all advertising enquiries for NZ Trucking magazine and Truck Trader contact: Matt Smith

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

Pav Warren

Ph: 027 201 4001 Email: pav@nztrucking.co.nz

SUB EDITOR

OFFICE ADMINISTRATION

Faye Lougher

Georgi George

CONTRIBUTORS

PUBLISHER

Craig Andrews Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Niels Jansen (Europe) Howard Shanks (Australia) Will Shiers (UK) Paul O’Callaghan

Long Haul Publications Ltd

PRODUCTION MANAGER

Ricky Harris

46

Brute Force – Age is no barrier

56

Acco at its best – The perfect accessory

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

Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved.

This magazine is subject to the New Zealand Press Council.

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THE REST 06 Editorial 08 Road Noise – Industry news 42 Top Truck 2019-2020 Award – Blue ribbon 44 Just Truckin’ Around 52 Horsepower Rally Timaru – A beautiful thing

80 Moving Metrics 82 Market Comment 84 Incoming Cargo – Toyota Hino JVs 86 IRTENZ – Electric axles

One year

60 Aussie Angles – Long way around Pt3

88 Truckers’ Health

Two years

64 ITS – The Dutch American

92 Legal Lines

1 Year Australia

68 New Rigs

94 NZ Trucking Association

(22 issues).................. $151 (11 issues).................. $187

70 New Bodies and Trailers 72 Mini Big Rigs – Handing it down 74 Little Truckers’ Club 76 Book Review – Toy trucks of New Zealand

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

90 Health and Safety

96 Road Transport Forum 98 The Last Mile B R OUG H T T O YO U B Y

78 What’s On/Cartoon

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27/10/20 1:26 PM

EDITORIAL

Dave McCoid

A

s I pen this editorial the new cabinet lineup has just been announced and Michael Wood has been assigned two portfolios: transport, and workplace relations and safety. That’s an interesting combination considering the physical environment road transport works in currently.

Theoretically, for us it’s great news because for him it leaves no room to move at all when it comes to addressing the condition of the state highway network. By any other industry’s standards, the workplace our drivers face day to day is unsafe. If you ran a factory/DC complex and the footpaths and driveways in and around the complex were potholed, sunken, multi-surfaced, slippery when rained on, or melted in the heat of the day, you’d receive a remedial action of some form from WorkSafe, with a timeline in which to address the remedial work.

Not so when it comes to the roads. In terms of the cogs and wheels, there are safeguards in place to protect government from such dereliction of duty, but morally, when you’re holding both the key portfolio ‘babies’, then what? It will be an interesting watch.

In terms of the roads,

speaking to the acute issue in the first instance, it matters not who did what when in previous administrations, there’s a crisis now and it needs addressing for the safety of not just our workers, but for all New Zealanders, not to mention the nation’s economic survival.

Speaking to the chronic issue, and the question of what got us here in the first place, I believe it’s a manyheaded Hydra indeed. As forward thinking as the move to HPMV may have been, the caution always was the ability of our roads to cope with the increased weights.

Few people would have argued that structurally they were going to be challenged and the need to keep on top of maintenance critical. That increased maintenance either never happened, or at least not to the extent it was needed.

There’s no use standing at the pulpit espousing the level of maintenance spend when actually driving the network is now an unnerving experience.

Then of course there’s the question of where the maintenance money spent has been directed. While the surface has disintegrated, the network’s peripheral ‘furniture’ has increased significantly.

It’s basic business that

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when you sweat an asset you’ll need to allow for a higher level of maintenance on that asset. Likewise, any elite sportsperson will attest to a correlation between performance, safety, and playing surface.

The next head is construction techniques. Our road-building methodologies have changed. The thought of releasing a Covid vaccine without the appropriate trials is absurd, yet we’ll trial road construction methodologies – some controversial – in the live environment.

Basic science will tell you that introducing multiple variables into an experiment simultaneously will cloud any hope of conclusion clarity, so when high productivity vehicles did arrive, all other manageable variables should have been held. Now we have a situation where heavier trucks are buggering roads that are built differently. So, who’s the bigger culprit?

Head number four. Climate.

With all other variables pushed aside, increasingly severe weather events are having an impact, be that melt, rain, whatever. This is just an observation of a factor, and if you’re going to point to anyone, then point to everyone.

B R P

T O S

Dave McCoid

Editor 1120-07

A HERCULEAN TASK

Five, education, and our muddling and tinkering over the past two to three decades with every training and industry introduction methodology we could. Of course, the one taken out of play is the one Mother Nature points us to, being place the young mammal with the skilled and accomplished older mammal to learn. But that’s us all over. We know better.

And of course, now we have another new head that’s grown. The economic impact of Covid is only just beginning, and that’s going to mean money that’s not been spent is no longer there.

New Zealand’s recovery will require productivity and income and that will require slick distribution chains. Having the infrastructure supporting the modality you’re most reliant on in a state of degradation not seen in generations is hardly an ideal starting point when planning that recovery.

Regardless of whether you resent the modality for whatever absurd reason, taking a vindictive stance on its upkeep only gets you to where we are now. The reality is, road will be the lead player in any recovery. The rest, while helpful, essential, and appreciated by everyone, will only ever be that – helpful.

In Greek mythology, it was one of the 12 labours of Hercules to kill the Hydra.

Here’s hoping the new minister is up to the task. It ate the last one.

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ROAD NOISE NEWS

Aaron Smith, managing director Keith Andrews Trucks.

Mercedes-Benz and Freightliner customers will benefit from the appointment of two dealerships operated

by Keith Andrews Trucks in Wellington and Palmerston North. Exact timing is to be confirmed, but the facilities will offer sales, service and parts departments.

“We are excited to appoint the Keith Andrews Trucks team in order to provide the highest level of service to our customers in the lower North Island. This is a critical region of New Zealand and we are thrilled our customers there will receive the kind of attention and support that the Keith Andrews Trucks team is known to provide to the rest of the North Island,” said Daimler Truck and Bus Australia Pacific president and CEO Daniel Whitehead.

Keith Andrews Trucks already represents the Mercedes-Benz and Freightliner brands in the upper North Island, with dealerships in Whangarei, Auckland and Hamilton.

“We have strong Daimler relationships throughout the North Island and continue to provide the high standard of expertise and service customers expect of Daimler brands,” said Keith Andrews Trucks managing director Aaron Smith.

8 New Zealand Trucking

New Zealand urgently needs to focus on supply chain

T

he global effects of Covid-19 are putting real pressure on the New Zealand supply chain, economist Cameron Bagrie told the road freight transport industry in late October.

Covid-19 meant no industry conference this year, so the Road Transport Forum invited Bagrie to give one of his popular industry updates via Zoom.

During his presentation, Bagrie discussed everything from the effects of the Covid-19 pandemic and New Zealand’s response to it, to the current situation with global and local supply chains, jobs and migration issues, and the current housing market. In looking at the short to medium term, Bagrie delved into what might be required in a Covid recovery, including serious infrastructure investment and the need for some real tough decisions to be made.

Bagrie noted that while exports are still working for New Zealand, imports are going down and sourcing goods is becoming a problem. He said people are

talking about demand when they should be talking about supply – Covid is not supply friendly and “the Reserve Bank can’t fix supply chains”.

Bagrie noted that New Zealand is a small market to service and so is never going to be at the top of the queue.

And while we can do a lot for ourselves, we are reliant on all manner of goods coming into the country. Some urgent thinking needs to go into managing this growing and critical risk and looking at how New Zealand can boost capability locally and fast.

There have been years of underinvestment in key skills and capability because we could always import them from overseas, Bagrie says. But to get the economy moving in areas such as infrastructure, or to manufacture locally what we can no longer source from offshore, we are woefully short of expertise.

To watch a recording of Bagrie’s presentation, scan here.

Bagrie suggested that individual businesses focus on all the little business levers that will allow them to make small improvements over a couple of months.

He said the people being rewarded in the Covid world are those taking risks and there is a growing wedge between firms that are adaptive and those that are not.

Bagrie wants to see both the government and businesses take more risks and embrace technology and change. He would prefer the government to be out there spending on critical infrastructure and the Reserve Bank doing a lot less. He is critical of the Reserve Bank driving down interest rates and says all this will do is widen the gaps between the ‘haves’ and the ‘have-nots’ in our society by making housing affordability worse.

To read a full report on Bagrie’s presentation, scan here.

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ROAD NOISE NEWS

Greg Pert appointed new chair of RTF board

T

ranzliquid Logistics director and owner Greg Pert, from Tauranga, has been appointed chair of the Road Transport Forum board of directors.

Pert replaces Neil Reid, who has been the board chair for six years and who will remain as a board director.

“All the directors would like to thank Neil for his excellent work unifying our industry and for the leadership he has given us,” Pert says.

“For me, to be chosen as the chair of the RTF board by your industry peers is an honour and I am happy to accept this new challenge. My plan is to respect, listen to, help and appreciate all those in the road freight transport

industry.

“I believe that standards, culture, and core values remain integral in all aspects of business operations.”

Pert joined the road freight transport industry as an owner-driver 35 years ago.

In 2000 the family-owned company grew into a fleet operator with a contract with Gull Petroleum. Today, Tranzliquid Logistics is a logistics and transport operator, with a fleet of tankers delivering fuel or fuelrelated products, mainly in the North Island, servicing all oil companies. It remains family owned and operated.

Pert is a board member of the National Road Carriers Association; a member of the

Petroleum Industry Transport Safety Forum (PITSF); and a chartered member of the Chartered Institute of Logistics and Transport (CILT).

“I love being part of this industry and really enjoy working alongside great people who give their time to work on governance of important industry representative groups,” Pert says.

“The RTF provides the over-arching unified industry voice to government on the important matters that enable our success and I fully support a collaborative approach by the other industry associations and their membership to enable that.

“We are facing interesting times and it is vital that we explore all possibilities to reshape our future in road freight transport to ensure good businesses survive and thrive.

“Pretty much everything spends time on the back of a truck at some point of the supply chain, so we also need a viable operating environment to ensure New Zealanders can continue to enjoy their high standard of living.

“There is some tension in achieving that, which is why the RTF is so important to advancing the industry’s needs and I will be 100 percent behind that.”

The World’s L

10 New Zealand Trucking

November 2020

EROAD launches Clarity Dashcam

T

ransport technology company EROAD has launched the EROAD Clarity Dashcam to enable fleet owners to provide better driver coaching as well as fact determination for accidents involving commercial vehicles.

EROAD has seen a consistent reduction in overspeed events – a key precursor to accidents – in the fleets that have adopted its technology. Its driverfacing device – the EHUBO – helps to coach drivers by indicating events such as overspeeding, harsh cornering or accelerating, as well as reminding them to have a rest when they have been on the road for a while. Over the past

five years EROAD customers have reduced their frequency of overspeed events by 56%.

The EROAD Clarity Dashcam continues the safer roads journey by adding video footage into the coaching moments, and providing factual proof of incidents when something does go wrong. The integration of the dashcam and the EHUBO data into the MyEROAD web platform means that all the driver statistics, vehicle maintenance, and now video footage can be found in the same place – MyEROAD Replay.

The camera is powered by the truck ignition, and a harsh driving event – speeding,

sudden braking or swerving, or an actual crash – will trigger a video to be sent to the MyEROAD platform for review. The driver can also manually send a clip back by pressing a button on the dash, or the back office can request a clip up to 40 hours of driving later with no need to contact EROAD for help, using the MyEROAD Replay platform.

Each automatically uploaded Full HD video clip is 20 seconds long, capturing the triggering moment plus 10 seconds before and after, front- and/or driver-facing depending on a company’s needs and policies. There is also the option to record audio and a lens cap is provided to afford privacy to drivers who wish to sleep in their cab in auxiliary mode.

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ROAD NOISE NEWS

Truck driver hero celebrated

S

ummerland Express Freight driver Deane Rodgers was presented with the award for the Castrol Truck Driver Hero at an event in Cromwell during October.

Rodgers won the award thanks to some quick thinking which prevented a potentially large fire, but put him at great risk at the same time.

Travelling through South Canterbury earlier this year, with a load of infant formula destined for Christchurch, Deane looked in his mirrors and saw his trailer on fire.

He looked around him at the tinder-dry fields of wheat crops and grass, noted the strong wind blowing, and thought it was too dangerous to pull over to the side of the

road and risk a bigger fire.

He knew the Makikihi Country Hotel was about five kilometres ahead and it had space to park a flaming truck so he took the calculated risk and bravely drove there, risking his own life. He rung the fire brigade to meet him, ignored all the other road users trying to warn him, and made it to safety for all.

Farmers in the area have thanked him for preventing what could have been a catastrophic fire.

Deane put others before himself and used his 33 years of experience driving trucks to pull off an incredibly risky manoeuvre. As a professional driver, he knew what was possible.

RTF CEO Nick Leggett (left) congratulates Castrol Truck Driver Hero Deane Rodgers.

“We’re a bit biased at the Road Transport Forum in that we see the good work truck drivers do every day in keeping the supply chain welloiled so New Zealanders get all the food and goods they need. We know they help out on the road wherever they can. And we’ve done some

research that shows many New Zealanders agree with us that truck drivers are skilled, safety conscious, professional and considerate. It was a great pleasure to thank Deane in person for what he did,” said RTF CEO Nick Leggett, who presented the award.

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Lowes Industries moves to new purpose-built facility

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or more than 55 years, Lowes Industries in Christchurch has built its reputation as a leading DG tanker manufacturer in New Zealand.

For the past 25 years operation was split across five sites in Woolston, Christchurch. In a project that has taken 10 years of planning to come to fruition, the company has at last moved to a purpose-built facility at 12A Chapmans Road, Hillsborough.

The new 6500m2 facility offers more than 2000m2 of

workshop space comprising 18 truck bays, which includes a two-bay DG certified service workshop that allows work on tankers to be undertaken with product still on board.

There’s also a double covered wash bay and a two-storey admin facility.

Lowes Industries is the only DG road tanker builder in the South Island. It is also an appointed service agent for Palfinger and Hiab truckmounted cranes, as well as looking after Hammar and Patchell sidelifters.

“As a result of continued growth in the business, the premises the company occupied became too small and too inefficient to continue to operate from.

We initially implemented a lean manufacturing programme that paid huge dividends in improving productivity and throughput, allowing continued growth in the existing properties, but inevitably there came the time when the only way upwards was to look outwards. Carefully assessing each option that

came along, it took six years before the right opportunity arose, and followed a huge investment and commitment into the industry,” explains managing director John Metcalf.

“It is much more comfortable and we can cope with greater production and service throughput, much more efficiently and with enough yard space to allow drivers to easily enter without the stress they had to endure getting into the old yard.”

ROAD NOISE NEWS

Cloud Vehicle Technology Ltd has announced the release of its Watchdog SmartView driver alert package, the latest all-encompassing full live feed fleet control system.

SmartView utilises AI tech and a multi-camera customisable feed of up to 16 cameras to allow fleet owners to support safer drivers through monitoring phone usage, smoking, distractions, drowsiness, and on-road behaviour.

“With full GSM communication, SmartView provides full monitoring to PCs, tablets or mobile phones, which allows the fleet owner to be in contact with vehicles whenever they require,” says Cloud Vehicle Technology director Andy Slater.

“SmartView is a fully upgradeable system that is made from high-quality, reliable equipment provided by recognised technology suppliers. It offers a new way for transport operators in any field to help reduce costs associated with accidents, driver fatigue, stock loss, and more.

“As well as helping reduce potential harm to drivers, SmartView is designed to ensure fleet owners’ vehicles are kept in the best possible condition by assisting driver manoeuvring, both when they are onsite and during on-road travelling,” says Slater.

14 New Zealand Trucking

DO YOU KNOW YOUR AVERAGE PULL POINT?

T

yre solutions services company Carter’s Tyres has launched an innovative digital approach to tread solutions which, it says, is set to transform traditional fleet management and provide fleet managers with real-time transparency to their entire fleet nationally – delivering up to 30% improvements in cost per kilometre.

“The evolution of fleet management operations now requires not just a focus on total tyre costs (cost per tyre – CPT) but also delivering the best possible results from the entire fleet management ecosystem, including costeffectiveness on both tyres and maintenance costs, safety, compliance and environmental progress by focusing on CPK,” says CEO Matt Carter.

Carter’s technology uses rich data sets to provide accurate real-time information on every tyre in a fleet. It collates comprehensive information, including truck configuration, transport application, tyre positioning, geographic terrain, brand and pattern of the tyre, and tyre tread details. Using all this data and combining it with active GPS data from the kilometres travelled by fleets, Carter’s technology is able to forecast in real-time the pull

November 2020

point of a tyre.

This results in various benefits for fleet managers: • Up to three months advance warning on how many days, and how much tread, a tyre has left before that all-important pull point.

Carter’s technology allows fleet managers to access this information remotely wherever a truck is.

• Optimising the distance travelled by each tyre while guaranteeing the full life of the tyre is met, resulting in up to 15% more tread use per tyre – reducing CPK and the environmental footprint.

• Instant identification of irregular tyre wear that affects the performance and a tyre’s tread life.

These irregularities are then analysed to determine the root cause/s and solutions are developed – making fleets safer and reducing CPK. • Control and management

through the entire fleet management ecosystem.

Fleet managers can now plan ahead and schedule servicing for each vehicle, maximising operational output, limiting unscheduled maintenance and reducing CPK (fewer people on the ground, less truck time off the road).

• Access to real-time dashboards provide full transparency on fleet compliance. Further, all historical information on any tyre is available, assisting with safety compliance audits and requirements.

“Carter’s technology provides guaranteed cost savings, keeps fleets safer, and enables unprecedented automated predictive forecasting to optimise operational output of each truck in a fleet. It also contributes to reducing the environmental footprint of a tyre,” Carter says.

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ROAD NOISE NEWS

ROAD NOISE NEWS

BU

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Lower professional driving age to ease driver shortages

T

All-new Isuzu D-Max in New Zealand

T

he all-new Isuzu D-Max has been redesigned and modernised from the ground up and is now available from local dealerships.

Isuzu’s new ute offers the latest in autonomous safety, convenience and connectivity features, including Android Auto and wireless Apple CarPlay, as well as Isuzu’s new 3-litre turbo-diesel engine with a 3.5-tonne towing capacity across the entire range.

Isuzu claims the D-Max is the safest ute on the market, achieving the maximum 5 star ANCAP rating against the new stringent 2020 ANCAP test and rating criteria.

The all-new D-Max is available across three cabin types: single cab, space cab and double cab, with four model variants: LX, LS-M, LS and the new range-topping X-Terrain. Fifteen variants are available and pricing ranges from $49,990 for the LX 2WD through to $75,490 for the top spec X-Terrain model.

Starting the new D-Max range is the workhorse LX in single cab chassis, space cab chassis and double cab ute bodies. The LX has durable surfaces and up to 1.3 tonnes

16 New Zealand Trucking

of payload. It includes a 7” infotainment display with DAB+ radio, Android Auto and wireless Apple CarPlay, and the extensive safety technology of the new D-MAX range.

The double-cab-only LS-M gives drivers the LX’s hardwearing characteristics, but adds upgrades like Bi-LED headlights with LED daytime running lights, 17” alloy wheels, and premium cloth interior with additional amenities.

The LS-spec double cab and space cab adds a 9” infotainment display with DAB+ radio, satnav, Android Auto and wireless Apple CarPlay, as well as dual-zone climate control, leather-bound steering wheel and shifter, and 18” silver alloy wheels.

The flagship X-Terrain features remote engine start, smart keyless entry, electric 8-way adjustable driver’s seat with power lumbar support, and piano black and leatheraccented interior. The exterior design follows similar modern cues, including front and rear underbody spoilers, roof rails, fender flares, an aero sports bar, roller tonneau cover and tub liner.

November 2020

he International Road Transport Union (IRU) is calling on governments to lower the minimum age for professional drivers to 18 in all sectors (truck, bus and coach), as a measure to ease longterm driver shortages and help combat youth unemployment.

IRU reports that 20% of young people aged 15-24 worldwide (267 million) are not in employment, education or training, and 21% of truck driver positions and 19% of bus and coach driver positions in Europe and the Commonwealth of Independent States (CIS) are unfilled. It adds that restrictive minimum age rules for professional drivers pose a serious obstacle to young people who may join the profession, at a time when youth unemployment exceeds 30% in some countries.

Driver shortage is a longterm issue, exacerbated by an ageing workforce. In Europe, one fifth of driver positions are unfilled. In the USA, the driver shortage, already about 60,000, is expected to double over the next decade. IRU research shows that South Africa needs about 15,000 new professional truck drivers every year but is not able to recruit them.

“The road transport industry needs young people to

meet the growing demand for drivers and ensure the continuity of our services. The average age of truck drivers in some places is 55. This needs to change,” said IRU secretary general Umberto de Pretto.

Road safety is sometimes cited as a limiting factor to the recruitment of younger drivers, but the strict training requirements for entry into the profession mean that younger drivers are no more accident prone than their older counterparts. However, says the IRU, a study by the European Commission noted the accident rate is higher in countries where the minimum age is 21 than in those where the minimum age is 18.

In Europe, a review of the directive on driving licences will be completed by 2022, providing an opportunity to set the minimum age for all professional drivers at 18. In the USA, a pilot study has taken place and legislation to allow interstate driving at the age of 18 is pending in the Senate. But these are only starting points.

“The road transport industry could be a massive source of employment for young people.

But we need governments to take action to unlock this potential and grant them access to the available job opportunities,” said de Pretto.

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New Zealand Trucking

November 2020 17

MAIN TEST

EARNING A L

BUCK

IN A WHITE TRUCK

The new Iveco Stralis X-Way builds on an already robust, honest, and understated product that, as we’ve said before, is deserving of a higher profile.

So, with what will likely be the last evolution of Stralis … will ‘X’ mark the spot?

Story by Dave McCoid S EE THE VID EO IN THE DIG ITAL E DI TON S EE THE G ALLE RY I N THE DIG ITAL EDITON

Photos and video by Gavin Myers and Dave McCoid

ast time a big-cab Iveco Stralis appeared on the cover of New Zealand Trucking magazine, it was in the trademark livery of Aratuna Freighters. It towed a semi with curtain graphics promoting tourism on the South Island’s rugged West Coast, and adding to the visual splendour of it all, the Arthurs Pass, the Iveco’s workaday backdrop. This month it might seem we’ve traded yin for yang as our first encounter with Iveco’s X-Way Stralis in big cab form is an all-white tractor-trailer combo against a classic ‘North Island green’ canvas. One thing the two trucks do have in common however, is the sentiment of their owners, that the Iveco product and the people who support them are as good as any, and in terms of bang for buck, better than many.

“Don’t say they’re too good, it’ll put the price up!” laughs Jono Cloke, owner of this month’s feature truck when we broached the subject of doing the story.

Of course, his tongue was planted firmly

in cheek … sort of. His company, AML, is the proud owner of the X-Way, his ninth Iveco.

“I can’t fault them. We run a 24/6 operation pretty much, so reliability is everything. We get one day a week for servicing and routine repairs, all done here at the Mount by DSL (Diesel Solutions Ltd). I can’t speak highly enough of those guys either, James and Andrew, they are just above and beyond, seriously.

“I still have my first Iveco, it’s still on the front line, and I should probably trade it out, but I’m a bit attached to it. So are the DSL guys actually, as it’s been on their books the entire time they’ve been in business together too. She’s done 1.4 million, had a new engine dropped in at a million, and it just keeps on going.”

The last Mohican?

The X-Way demo truck circulating Australia was emblazoned with the slogan ‘X-Way Perfect Crossing’ and the ‘X’ graphic itself was half gravel and half highway. So, taking on that message, X-Way is, you might say, your one-stopshop, whether it be line haul tractor or rigid, or on and off highway Trojan.

X-Way, although pitched as an allAussie creation, was in all reality a joint Australian/Iveco HQ development that began in 2015 using the existing Stralis as a baseline. The main focus areas for the development were productivity, emissions, durability, and safety, and there’s been exhaustive infield testing both in the Antipodes and in Europe. It

The Euro-6 Cursor.

Photo: Iveco. was launched to the world at the 2019 Brisbane Truck Show.

With the beautiful S-Way now present and correct at Iveco’s front line in Europe, it’d be fair to assume X-Way will be the last Stralis variant through the door here, although don’t for one moment think it’ll be a short-term fling. Modern history would tell us new Euros don’t make the trip south with any great haste, especially when there’s an assembly presence in these parts. New Zealand’s endless corners, peaks, and valleys, and then our big, hot, rough as guts dinky-di neighbour, adept at hammering the crap out of anything not up to its early universe landscape, means over the years more than one OEM arriving here unprepared has had their wares returned to them as

pieces in a carton, so to speak.

Stralis has acquitted itself well in New Zealand, and it’s mildly frustrating the product hasn’t enjoyed the market share it possibly deserves. As we’ve said before, in Europe Iveco makes up one piece of the ‘big seven’ cake. In the heavy end here, that seven is more a five, comprising two Swedes, two Germans, and a Dutchman, with Italy’s Iveco always there to keep them honest. The sole Frenchman in Europe’s star lineup threw in the towel Down-Under a few years back, unable to shake off a bad experience with the neighbour’s Bulldog … sacré bleu! Sad really, as odd as they look, we would have loved to have seen a big T Series Renault punching through a Desert Road night.

On the Kawerau Mill access road and over one of Kiwi trucking’s most famous bridges.

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November 2020 19

1

12-speed Hi-TroniX AMT. Photo: Iveco.

Starting with a known quantity… …is always good place to begin and there wasn’t much about Stralis that wasn’t known. The venerable Cursor engine has had significant revision, and is now in Euro 6 trim. Go Iveco! See, it can be done en-masse, even with an Aussie assembly plant! Even more exciting, its emissions status is achieved without EGR, using an in-house system the company calls Hi-eSCR, incorporating a passive DPF that happily goes about its business with no need for operator involvement. Iveco claim the system improves fuel consumption, is less stressful on the engine, and has no impact on the cooling system.

The engine comes

20 New Zealand Trucking

in 9-, 11-, and 13-litre displacements, with various outputs depending on application requirement.

Nitty-gritty-wise it sports new piston rings and reprofiled pistons, as well as revised cylinder block, head, and crank. Fuel system is a Bosch hi-pressure multi-injection common rail (2200 bar), and there’s a new electronic variable geometry turbo in the 11- and 13-litre motors.

The test truck had the 13-litre under the floor, rated at the intermediate 375kW (510hp). There’s a 338kW (460hp) option, and via approved application, a ‘High Output’ 419kW (570hp). As you can imagine the tweak is simply a matter of plugging in and playing a computer game with the ECU for few minutes.

November 2020

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Max power occurs between 1600 and 1900rpm, and max torque of 2300Nm (1700lb/ ft) peaks at a paltry 900rpm and holds station through to 1595rpm, so there are no prizes for guessing where the sweet spot is. At that higher output setting torque gets bumped to 2500Nm (1850lb/ft).

Behind the engine is Iveco’s 12-speed direct drive twopedal AMT called Hi-Tronix that’s available with a hydraulic retarder. It is Iveco’s incarnation of the ZF-TraXon auto cog-swapper, and this of course helps immeasurably in regards to the X-Way being right at the cutting edge of many productivity enhancements like Ecoroll and rock-free, as well as safety, with functions like hillhold.

Down the back a Meritor MT23-150/D single reduction rear axle set with DCDL (Driver Controlled Diff Lock) at 23 tonne rating perches on Iveco ECAS 8-bag air suspension. Up front the Iveco’s 5890/D 9-tonne

I-beam front axle rests on two-leaf parabolic springs, shocks and stabiliser.

Rest assured Like its European counterparts the X-Way bristles with the latest stopping and safety tech.

Focusing on things when they’re going well for the moment, there’s ACC (Adaptive Cruise Control), LDW (Lane Departure Warning), and as we said, hill hold and rock-free. All there to make a happy day happier.

Iveco says it’s done a lot of work on braking in the X-Way design, achieving laden stopping distances that were once the domain of passenger cars. Disc brakes all-round are the go, with EBS, ESP, and brake blending, meaning service and auxiliary braking working together simultaneously in order to bring the whole show to a halt in the most efficient way possible.

When that moment does arrive where the day ceases

3

1) Loaded and ready to head away on the next round. 2) The X-Way is dwarfed by the Kawerau Mill. 3) Cresting Tarr Hill.

to go according to plan, there is AEBS (Auto Emergency Braking System) and BAS (Brake Assistance System).

This latter feature intervenes in an emergency braking event in the event brake pedal pressure isn’t enough to active ABS, ensuring that it is in fact activated – ‘Eh? I donna wanna scratcha my budaful face! I’m-a taking ova!’

Bringing safety back to where safety really starts and ends is the Driver Attention Support (DAS) that sounds the alarm and flashes a warning on the dash when the human factor appears to be detaching itself for whatever reason.

So, why this white one?

Simple. The owner likes white, and aside from that, every last one of you reading this would expect something like an Aratuna or Sorenson truck, resplendent in either company’s beautiful livery.

But they are both entities with

a known history for red wine and lasagne when it comes to truck buying. We chose Jono Cloke because 12 years ago he didn’t own any trucks, and now he owns nine Ivecos!

That, ladies and gents, is saying something.

“When I started in business in 2009 I had a Volvo FH460.

In 2010 I was offered a contract that required two additional units. I went to Volvo and I don’t know, maybe they thought I was a tyre-kicker or something, but I couldn’t get much traction. So I went to Iveco and they just rolled out the red carpet from the moment I arrived, and it’s been the same ever since.

“Gary Norton at the time and KeithTuffery helped source and sort out trailers for the trucks as well, and set the whole thing up. Just amazing blokes. Kevin is still my contact there and he knows every truck inside out. Because I’m on fleet maintenance he knows what’s due and what’s been done almost before me!

They’re like his babies.

“The trucks have no issues and the backup and support is superb. Like the Diesel Solutions guys, I can’t say enough about them.”

White on green I’m standing on the side of SH34 on the northern outskirts of Kawerau, under an avenue of trees waving in the wind on a beautiful spring day. In the distance I can see the X-Way gliding up the road towards me and its pure white not only looks angelic, but in all reality it was angelic, allowing me to escape the man with faraway eyes who had just ridden up on his bike and was petitioning me to buy a four-leaf clover for $10.

“Mate, you’re a lifesaver!”

I said to driver Jarrod Bryant as I climbed aboard the sanctuary of a big European high-roof cab.

Jarrod laughed when I told him what had just transpired, and as I buckled up and settled in, the man on the bike and the world outside the

cab’s expanse of glass started to move serenely away.

The 13-litre Cursor was soon into its stride, sounding relaxed and at ease with its 44-odd-tonne burden. We’re joining Jarrod on his regular run, transferring wet timber from Kawerau to Kinleith and returning with pulp most of the time. There are a number of trucks from various suppliers in the circuit, and Jarrod’s been at it for about five years.

“It suits me down to the ground at this time in my life.

My wife and I have a young family, we’re saving for a house, and this gets me home every night. It’s primo. I mean I do get away sometimes, I’ve been to Christchurch and that, but this is ideal.”

Like all AML trucks the Iveco’s day is only half the story. Utility is king in the operation, and by night the X-Way heads for Auckland from its Rotorua base on general freight work, but Jarrod is the truck’s assigned driver.

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November 2020 21

“I love my Europeans,” he says within the first couple of kilometres. “This is so cruisy. Quiet, comfortable, and power-wise it’s fine for what we’re doing. It’s an hour and three-quarters loaded this way, and about an hour and a half back. That can blow out to over two if school’s out in Rotorua, or the bloody road works on Te Ngae [Road in Rotorua] are in a shambles, but we all just talk to each other and because we have permits we can shoot across through Rerewhakaaitu and onto the million-dollar road. It’s about 15 [minutes] longer than normal.”

By now we’re into the Rotoma hills and the Hi-TroniX AMT is picking its way through gears as the truck winds around the twisting, climbing and descending corners.

The brief encounter we’ve had with Eaton’s new purpose-built Endurant AMT a year or so back was impressive, and believe it when we say it’s going to have to be an exceptional transmission to close the gap between the US-sourced AMTs and this latest batch of auto-manual stirrers out of Europe.

The ZF-TraXon-based Hi-TroniX is, as you would expect, superb, with lightning shifts and seemingly remarkable intuition. We asked Jarrod how he drove it.

“Leave it in A. Just leave it in A. It knows what it’s doing, I’m not going to get any more out of it.

The whole idea is to get away from changing gears, only intervene if you have to: if you’re going to change gears all the time you may as well have a Roadranger,” he laughs.

Through the twisties the big AS cab sits remarkably steady on its all-airbag, shock, and stabiliser bar setup, only giving a mild lurch if it’s asked to alter course twice in a quick succession. Again, our thoughts were thrust back to our September truck, the Redington DAF, and the relationship between modern high-roof Euro cabs and a deteriorating road network. Yes, the big sheds do exceptionally well, but at times they’re more ‘disturbed’ than they were say five or six years ago. I can’t imagine what some of the Euro wallowers of the 80s would be like today! You’d hardly

LOOKS AND PERSONALITY I

f you have them both you are a winner, whether animal or mineral in all reality.

Probably man’s greatest example of inanimate personality was the earlier 911 Porsches. Fascinating looks with a persona that would have you facing the way you’d just come in a heartbeat, yet the world went bonkers for them.

Thankfully, in terms of driving, modern trucks are all about preserving the occupants in a cradle of tech, and it’s the X-Way’s interior character that wins you over, with a spacious intimacy and quirky touches of Italian character.

Looks-wise the X-Way’s a big Euro, plain and simple. If you’re a Euro buff then you’ll likely love it; if you’re not, you won’t. We think it’s a lovely-looking continental in AS (Active Space) trim, certainly the best-looking Iveco to date, with softer, more elegant, and slipperier lines than its AT (Active Time) and AD (Active Day) siblings. There’s no argument the AS is intended to slip along the expressways for hour after hour.

But looks are skin-deep. So, starting from the outside, there are double deck external lockers on both sides and access is via a well-spaced four-step set with a nice cascade.

The dash is the classic binnacle and wrap, and introduces us to what we’re going to get in the S-Way. The two dash regions are distinct, although it’s all in keeping and visually connected via design language – as opposed to say a 700 series Hino.

1) Mod and user friendly with switches in many places. A flavour of things to come maybe. 2) Plenty of storage in the overhead – lockers and stows. 3 & 4) The driver’s caddy is the gift that keeps on giving.

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November 2020

The binnacle is a modern standard with four gauges, warning light clusters, and central telematics – trip, truck, settings etc. – and the wrap houses infotainment, climate, switchgear, hand-control for the trolley, coffee cup holder, outlets, storage caddies, and bits and pieces. The DSE (Driver Style Evaluation) readout on the infotainment screen presents some data in the form of a couple of extra digital gauges, which is cool – many truckers still like a gauge or 20. A clever way to entice the older set into playing the game.

Speaking of switchgear, you’d have to say it’s everywhere. There are switches on the wrap, another cluster beside the shifter controls located between the binnacle and the wrap, around the actual binnacle itself, and on the steering wheel.

A bit of consolidation wouldn’t go amiss, which I think you might find has been done in the S-Way. Under the shift controls is the park brake valve in lever form, and down low on the left of the steering column is the headlight control, and on the right diff lock.

The left wand is home to dip, indicator and wipers, and the right engine brake, cruise ‘Off/Res’, and manual shifting. The smart wheel is all about phone, menu selection, and parameter adjustments. Summing up, it’s a modern standard with individual quirks, and that’s what makes every truck you ever pore over fun.

The driving position itself is fine; there are flash-as heated leather seats and plenty of room around you. The mirrors

2

are plentiful and as well positioned as any truck with mirrors in the 21st century can be, given how safe we like our trucks in terms of impact and crush resistance nowadays. All controls fall pretty easily to hand, although those buttons on the outside of the binnacle require an element of dexterity at times. In fairness they aren’t your every-second-of-the-day go-tos either.

With materials and fit the Iveco is well sorted. We had no issues with assembly quality and trim lines. The light fawn in and around the sleeper and top lines of the interior lends itself to grub-marking, but the black plastics, heavy speckled dark grey floor covering, rubbers and vinyls in and around the cockpit and passenger areas are bang-on in terms of utility and durability.

If I might indulge in a ‘Davisim’ for a moment however, and hark back to a place I’ve been before – colour! This relaxing two-tone world we live in is so bat-shit boring. Where’s the flash of colour in the door trim or dash surround, or a cool red Iveco logo embossed into the engine tunnel? The Germans and Scandinavians you understand ooze austerity, but this is an Italian truck for goodness sake! Iveco, this is your moment to be Italian. Where’s the Ferrari, Lambo, Zonda in it all? Where are the Vespa chrome flashes? As mod and cool as it is, it’s screaming for a pinch of outrage!

Grizzle done, let’s get to the actual Italian that is alive and well in this machine’s living quarters. If you’re a Mr or Mrs Gadget, you’ll love this cab. The innocent looking caddy beside Jarrod’s chair may appear basic and utilitarian, but it’s the gift that keeps on giving. A cooled bottle holder, with a top caddy yes, but wait, there’s more. It pulls out, and

then the top section folds over to reveal a fridge. But wait, there’s more. Lift up the flap on the rear section and there’s a freezer! Go figure!

And then there’s date night, easily handled in the AS X-Way. The top bunk lifted up and away, the centre of the bottom bunk folds against the back wall, revealing a table on its underside that can be unclipped and opened out. All you need now is the candle (a battery one of course) and you’re away. Now that’s Italian! Just a pity there’s not an imitation white tile floor that folds out of the wall also.

Like all big Euro cabs there’s plenty of room. It’s a full stand-up job, with a skylight in the gods. It is 30mm narrower, 35mm shallower, and 25mm lower at the highpoint than the Euro 6 XF Super Space cab DAF we sampled in September. The raking roofline on the X-Way gives it a cosier feel, but is no less appealing. There’s plenty of storage – pelmet pockets, under the bunk, lockers and stows in the overhead front, cubbies in the central console, under the driver’s seat, as well as the ubiquitous door pockets.

Access to daily fundamentals is under the front flap, and yes, there’s a dipstick.

I still find that immensely reassuring.

The X-Way also comes with one of those clever key fobs too, that allows you to start checking lights and things as you approach.

Is it a cab you’d enjoy walking towards on a cold, rainy Monday? Yes! It is, but for a tad more Italian flair at very little cost, you might walk towards it, waking the neighbours with nessun dorma at full voice!

Here’s hoping they find the red cotton and chrome highlights before S-Way!

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5

5) Access to the X-Way is great and there’s ample external storage. 6) Snazzy table folds out of the back of the bottom bunk centre section. Top bunk folds up and whammo! Date night dinner sorted.

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Eastbound from Kinleith. be able to stay in the driver’s seat.

Not far from the intersection with SH5, the X-Way has a run at a hill Jarrod calls Tikitere (think the north side of Carters hill SH1 Mangaweka).

The X-Way settled in at 7th gear, 1600rpm and 30kph.

Little surprise that where she

chose to bite in was 1600rpm, the point on the power torque curve, where both engine output deliverables meet. It’s interesting to note that in the Euro 6 Cursor both power and torque are sitting on their peak at that point, not always the case in a 13-litre.

Although the AML trucks

can find themselves heading anywhere, it would be easy to over-spec a truck for this kind of work. With the Rotoma hills, the lakes section of SH30, Rotorua itself, and five other major intersections along the 105km route, it’s a stop-start affair that certainly lends itself to the truck’s

mechanical spec in terms of engine and transmission. If the High Output option was taken it would likely benefit the night run more than the day, places like the Mamakus, Huntly deviation, and Bombay Hills. The risk for the day shift is simply burning more fuel as a result of quicker lift-offs,

OLD HEAD, YOUNG SHOULDERS

O

He may look and take his career seriously, but Jarrod Bryant’s one the of friendliest young blokes you’ll ever approach.

24 New Zealand Trucking

November 2020

kay, so, he loves his Euros, cruises along, talks to his workmates about conditions, plans ahead, leaves it in ‘A’ for auto because “the people who made it knew what they were doing”, and says it has plenty of power for the work it’s doing. It all seems the sort of thing you’d hear from someone with a lifetime of driving under his belt, someone who long ago lost the desire to try and prove himself, someone who’s comfortable in the skillsets he has. So you might be surprised to know Jarrod Bryant is 30. What about this gem then…

“Not letting kids ride in trucks is wrong! Just wrong.

It’s where the passion starts. No one drives a truck because their Dad said they should. People drive trucks because it’s their passion, it’s all they want to do. That’s why you can eat off the floor

in here, that’s why we clean them, polish them, take them to shows. That passion starts as a kid when you first ride in them.”

Music to the ears isn’t it? Here’s another one, completely unprovoked.

“Without farmers and truck drivers this country would be buggered, and they’re both getting a hard time at the moment. It pisses me off.”

A native of ‘the Tron’, Jarrod Bryant’s Dad Ricky drove mid-range trucks on homekill and other distribution work as he was growing up.

“I was in the trucks every moment I could,” says Jarrod.

“Loved it.”

In time his Dad went to work for a friend in his engineering business, and again it was a treasure trove for Jarrod. “We hung out, learned work ethic, swept floors, it was great.”

In 2007 the family moved to Western Australia. Jarrod was

with little chance of extracting additional productivity.

Thankfully Jarrod has the perfect demeanour.

The 35km of SH30 between Waipa and Atiamuri is showing all the signs of a corridor carrying an everincreasing number of trucks in the over-50-tonne bracket, in other words an asset being sweated and not maintained to the standard required to cope. There were three gangs patching and sealing along this section and Jarrod said one site was a revisit.

We both accepted it wasn’t the poor contractor’s issue necessarily, they can only build what they’re told to build.

It’s a classic Kiwi stretch of rural highway, dipping and rising with the relief of the land, and changing direction regularly. The X-Way’s cab made it all too easy, with no irritable ride characteristics,

especially when the underfoot was in acceptable nick, and as we ambled through the countryside we chatted happily at a library-like 66 to 67 decibels in-house.

In tow was a Roadmaster 6-axle B-train set. The Iveco can pull a number of trailer sets. We asked Jono about trailer preference. “Yep, def Roadmaster. They just seem to last better for us, no issues.

They’re my preferred choice definitely.”

Auxiliary braking comes in the form of a two-stage engine brake Iveco says is best in class, delivering 440kW (590hp) at 2300rpm.

Downspeeding has been the real buzz word in terms of diesel propulsion for well over a couple of decades, with engine operating ranges generally accepted to be in the 900 to 1600/1700rpm range. Retuning a driver’s ear to low end bands now

back home in a year, and then returned to Australia in 2010, this time with wife Kayla.

“I got all my licences in Australia. First time around the car and then second time my HR, HC, and MC.” Jarrod drove for Sara Logistics in Perth on metro distribution, frist in rigids then progressing to semis.

“I learned heaps in that job about clearances and distances, and backing into tiny spaces. I’d see places the semi had to go and I’d think ‘You’re shitting me!’ [Jarrod’s favourite expletive], but I’d get it in. That all stood me a good stead. And it was an Iveco I drove mostly, as well as a Freightliner, which I didn’t like.”

Four years later Jarrod and Kayla came home and Jarrod took on some casual driving in a labour hire environment.

“It wasn’t really me and I was bit unsettled. I kept getting offers from a friend in

Brisbane to come over and drive interstate on the East Coast. Eventually I decided to go over and earn some real money to get us ahead.”

The job he took on was Brisbane-Sydney-Melbourne, driving a … you guessed it, Cummins-powered Iveco Powerstar.

“I’d only been there three months, and I pulled into a truck stop one night. An old guy was there and asked what the hell I was doing.

‘Getting fuel and a feed’ I said. ‘No’, he said. ‘What the hell are you doing?’. He meant driving interstate. He told me how the interstate life had cost him multiple marriages, ruined his relationship with his kids, the whole bit, and told me to get out now while I was young. I shrugged it off and left, but I felt a bit uneasy and it nagged at me. I was home in a month.

“I applied for the job with Jono, and here we are five

years later, she’s all good. The truck’s great, the job is easy and the boss is great to work for, and I see my family pretty much every day!”

Jarrod, Kayla – who works in childcare – and their three littlies, Naveha, Cohen, and Bonney, live in Rotorua. When asked about diesel in the veins of the kids, Jarrod said, “Hell yes! Cohen’s only three but he’s clawing to get into the truck whenever he can!”

You might say it’s been a great winter for us here at New Zealand Trucking magazine. First Kane Wood at Northchill, and now Jarrod Bryant at AML. If these guys are representative of trucking’s heart and soul going forward, then we’re happy-as. And it’s worth noting, I’d happily jump into the sleeper and grab a wink with either Kane or Jarrod at the wheel responsible for my life.

Cohen Bryant already can’t get enough of Dad’s office!

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November 2020 25

means hearing the engine in retardation’s sweet spot up in the big numerals can induce a level of initial discomfort for but a moment. On this run the only really enginebrake nirvana is the south side of Tarr Hill. The Rotoma hill eastern descent is too twisty and slow to really get the engine brake singing for an extended period.

The phenomenon that is brake blending is changing behaviours also. Trucks now want a say in stopping as well as going, so the sun is setting somewhat on the old days of ‘Don’t use the brakes boy, use the engine and gears’. Nowadays the truck will use everything at its disposal in the most efficient

way possible. It’s setting a sensible speed at the outset that’s key to it all really.

To date in its 35,000km life the X-Way is returning 48.7 litres per 100km, or 2.05kpl (5.79mpg). Considering the truck’s age, and the endless stop-start, climbing, turning, braking, and load factor on the run, that’s good going.

Give it another 70 thou to free up and for Jarrod to learn the nuances of the truck’s productivity tools, and we’re sure the X-Way will be in the genuine 2.16kpl (6.00mpg) and above club.

Speaking of those productivity tools, there are a few of them. As well as EcoRoll, now as accepted as windscreen wipers in the AMT

set, there’s Ecoswitch that limits speed, ability to kickdown, and manages torque demand and supply a little more studiously than normal; and Ecofleet, activated through the Ecoswitch function and only allowing a manual shift in order to adjust the lift-off gear. The optional tyre pressure management system that’s available I guess you could rank as safety or productivity – we’ll bung it here under productivity. Most zealots nowadays would insist safety to score the moral high ground, so we’ll definitely put it here.

There’s also Iveco’s version of the ‘how well are you driving me’ game called DSE (Driving Style Evaluation). We

love that name. It doesn’t infer incompetence, rather potential evolution, and hey, if you score well from the getgo, then in essence it’s saying ‘Your style izza primo!’

We hook a right at Atiamuri and shoot up SH1 for 10-odd kilometres to Kinleith for the transfer of product. That means a trot up Tarr Hill from the south, one of the country’s yardstick ascents, nothing in terms of gradient since its realignment a couple of decades back, but a hill most truckers will haul over at some point in their careers.

The Iveco dipped to 47kph at one point before strolling over the top at 78kph in 8th, again right in that sweet spot of 1600rpm.

The X-Way passes by Te Puia on its way through Rotorua.

AML

Jono Cloke (42) hails from a transport background, more so people than freight originally. Born and raised in Hamilton, he headed for Europe in 98 and spent five years driving tour coaches for Busabout before taking on an operations role in the London despatch office of bus tour company P J Ellis. He and a small team of workmates oversaw a fleet of 100 drivers everywhere and anywhere all

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November 2020

over the continent.

“That was a challenge at times I can tell you. I’ve haven’t called the guys to see how they are going currently, but I can’t imagine it’s fun.”

He did five years in that pressure cooker, after which he headed for home. On his return he did a stint in operations with Pavlovich Coachlines before taking the reins at AML in 2009.

What began as a one-truck operation

then has grown to 11 today: nine Ivecos and a couple of Isuzu metro trucks.

Outside of work he and the family enjoy touring around in the family camper, seeing our beautiful country, with guess who as tour director!

“It’s a standing joke in the family.

The first stop on any tour is always the yard,” laughs Jono.

How great would it be to set up a meeting with a truck like this, considered modest in terms of power by today’s standard, alongside say an old Forest Products R190 International loaded with logs heading for Kinleith at the bewildering GCM of 39 tonne. The R190 would come in at 4.0kW (5.4hp) to the tonne, and the X-Way 8.5kW (11.4hp) to the tonne at its larger 44 tonne GCM. And let’s not even go near torque, economy and emissions. Oh, how times have changed.

Another area marked by the passage of time is maintenance and longevity.

Today a warranty period alone probably surpasses what was once an engine’s

accepted first life. Having said that, Jono is adamant fleet maintenance is the way to go for a business like his.

“Oh absolutely, it’s a no-brainer. I don’t have to think about anything outside of the operational aspects of the business. The trucks are just taken away and stuff gets done. We run them to 900,000 over five years, except for the old girl of course … because it’s the old girl. She’s off fleet maintenance now, but again, we’re all too emotionally attached,” he laughs.

Summary So, does X mark the spot? Without sounding like a politician, time will tell. The reason for that

Four of AML’s nine Ivecos. Reliability and support is all a young firm needs to flourish and AML has had both in spades. Photo: Jarrod Byrant.

New Zealand Trucking

November 2020 27

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

Iveco X-Way Series AS Cab Tare: 9100kg (Load certificate) GVM: 25,000kg GCM: 60,000kg Wheelbase: 4200mm Engine: FPT Industrial Cursor 13 Euro 6 StepC Capacity: 12.9 litre Power: 375kW (510hp) at 1900rpm Torque: 2300Nm (1696lb/ft) at 900rpm Emissions: Euro 6 (HI-SCR, no EGR) Transmission: Iveco HI-TRONIX 12TX2420 TD Chassis: 304mm x 80mm x 7.7mm Front axle: Iveco 5890/D Front axle rating: 9.0 tonne Front suspension: 2-leaf parabolic spring with shock absorbers and stabiliser bar

dollar-each-way conclusion is, building blocks aside, X-Way has enough new bits to warrant a period of time to prove it’s worthy of a truck that really has held the ‘best kept secret’ trophy in terms of big, high-class Euros – unless you hail from Te Kuiti or Greymouth that is, and then there’s no secret in that at all.

It’s bang up to date, clean and clever, with sensible output options that will serve all but the most torrid high weight arduous topography applications more than well. If X-Way does hold to tradition and do its forebears proud, it will undoubtedly ‘mark the spot’, and it’d be fair to say whether it’s the driver, owner, or accountant, they’ll be happier than a Nona at Sunday lunch.

Again, we hear stories

from independent parties about exceptional support and account management, and that’s got to carry weight when agonising over New Zealand’s kaleidoscope of truck purchase options.

The Stralis cab is well into the second half of its design life. There’s nothing you can point at specifically and say ‘that’s why’, but you just know it is. Maybe it’s knowing the stunningly beautiful S-Way has made its debut. Please don’t be too long getting it here. Done well that truck has all the potential to be a game changer for Iveco in these here parts and we know it has a future well beyond the now.

But that’s where we have to leave it. Jono Cloke only gave us the okay to do this story if we didn’t say it was too good, remember?

Acknowledgements Thanks so much to Jono Cloke for making the X-Way so easily and freely available. Thanks to Jarrod Bryant for letting us annoy him for a couple of days so willingly, and for allowing us to crawl all over his truck.

Thanks also to Keith Tuffery at Iveco New Zealand for his help and assistance.

28 New Zealand Trucking

November 2020

Rear axle: Meritor MT23-150/D single reduction with diff locks, at 3.09:1 Rear axle rating: 23 tonnes Rear suspension: Iveco 8-bag with ECAS Brakes: Disc EBS/ABS Auxiliary braking: 2-stage engine brake Fuel: 540 litre DEF tank: 50 litre Wheels: Alloy Tyres: 275/70 R22.5 Electrical: 24V Additional safety: ACC (Adaptive Cruise Control), AEBS (Automatic Electronic Braking System), BAS (Brake Assistant system), ESP (Electronic Stability Program), ASR (Anti Slip Regulation), Driver Attention Support, and Hill Hold, and tyre pressure management (optional).

Cab exterior: AS (Active Space) sleeper cab. Air management kit, heated electric mirrors, left side kerb mirror, Servoassisted cab tilt, key fob with precheck.

Cab interior: Driver and passenger heated air suspension seat, adjustable steering column, 24V and 12V sockets, infotainment with Bluetooth and steering wheel controls, automatic A/C system, fridge.

TRUSTED

BY PETER

“At 510 horsepower and 2300 Nm, the X-Way is ideal for single trailer applications, it’s a perfect fleet truck. I’m extremely impressed with the truck’s driveline. The integration between the engine and the 12-speed automated manual transmission works beautifully – the power comes on early in the rev range and is linear in delivery. My two drivers also absolutely love the X-Way, they comment on how quiet it is and how intuitive the layout of the cabin is.”

Peter Hornell, Proprietor – P&S Hornell Transport

IVECO’s new heavy duty, Euro6 X-Way is hitting the sweet spot with many New Zealand transport operators. Peter Hornell, with over 23 years in the industry, says it’s the “perfect fleet truck”. Featuring a new Euro6 engine range that is big on power and torque (up to 570hp and 2500Nm), the X-Way consumes less fuel and creates fewer emissions, the power plant is perfectly matched to the all-new smart 12-speed HiTronix Automated Manual Transmission which delivers class-leading efficiency, durability and a quieter cabin. X-Way is available as both a prime mover and rigid in a variety of 6x4 and 8x4 configurations and with availability of PTO and retarder. Safety and technology is also impressive and includes a wide selection of active and passive equipment including active emergency braking. Having met his criteria for efficiency, handling, ride quality and comfort, it’s little wonder then, that Peter has found his perfect truck.

For more information visit your local IVECO dealer or phone 0800 FOR IVECO (0800 367 48326).

www.iveco.co.nz

RIGS OF 2010

INTO THE 10S

It is that time of the year again to look back a decade and roll call our feature trucks that made up our class of 2010. How have they performed? Where do they reside now? Let’s find out!

Story by Gavin Myers and Carl Kirkbeck Photos from NZT archives and as credited

T

he dawn of a new decade is always tinged with an atmosphere of excitement and anticipation, and with the financial stresses of the past couple of years brought about by the GFC fresh in our minds, we looked towards 2010 with new hope and in search of opportunity.

The country was under the control of the National Party with Sir John Key midway through his first term as the leader and Prime Minister of

‘Noo ZeeLund’. For JK the job throughout 2010 required all manner of bending over backwards and forwards. This included rolling out the red carpet for Warner Brothers and their $500 million dollar wallet and appeasing the rift between the actors and film-making technicians. This in turn ensured that Peter’s mighty Weta could progress with the filming of longbearded vertically challenged people walking over the rolling paddocks west of Matamata

looking for a ring.

Other areas of film and media also found themselves making waves requiring the smoothing over of JK’s diplomatic trowel as Paul Henry had us choking on our bacon and egg benny breakfast when he questioned the eligibility of the then Governor General Anand Satyanand because he did not look or sound like a Kiwi.

This had veteran protester John Minto immediately reaching for his placard and dancing at the doors of TVNZ calling for Paul’s immediate sacking; fair to say the dull

ache from that sacking is still radiating.

Unfortunately, although we looked towards 2010 with new hope and opportunity, little did we know it had a couple of nasty surprises in store for us. It was the wee hours of Saturday 4 September where an overload of seismic energy that had formed under the Canterbury Plains reached its breaking point; the following magnitude 7.1 event was shallow and sharp, leaving a trail of destruction far and wide.

The many aftershocks that followed left locals fearing

January/February another big event, and six months later on 22 February, this sadly became grim reality.

Then as we had the festive season and summer holidays square in our sights, the South Island was rocked to the core yet again on 19 November. This time the West Coast took the brunt, in particular 29 families losing their loved ones to the Pike River mine explosion. Ten years on our hearts sincerely go out to those families who still await closure, and pray that this is not too far off now.

Roading infrastructure projects were beginning to kick off early in 2010 following on from Steven Joyce’s ‘Roads of National Significance’ announcement the previous year. It was at the breaking ground celebration for the Te Rapa bypass where Joyce mentioned in his speech how he was excited at the prospect of a 35-minute reduction in travel time between Auckland and Tirau upon completion of the new

Waikato Expressway. We do wonder if he made allowance in his calculations for the speed reductions currently being rolled out countrywide over what are now our ‘Roads of National Disgrace’.

Throughout 2010 the transport industry saw conservative sales numbers that virtually mirror-imaged the previous year. Bill English’s tax reforms and the increase of GST to 15% may have contributed here, but more likely the lingering recovery from the 2008 crash was still in effect.

Our feature trucks for 2010 were again a varied cross section that was dominated by offerings from all corners of Europe, with six of them representing the EU, three from North America, and two out of Japan. Most have changed hands at least once, with only two remaining with their original owners as tested. Without further ado, we open the yearbook and check in on New Zealand Trucking’s Class of 2010.

Then

THE ARGOSY AND THE ECSTASY Freightliner Argosy 8x4 Then: EWC615 – Glenwood Cartage Ltd Now: KB Haulage Ltd We kicked off 2010 with one of the last Argosys to feature a touch of yellow under the cab, as Caterpillar decided at the time to kill off its on-highway engine business. The accountants at Caterpillar didn’t see enough return on investment for the billions it would cost to develop the famous yellow engines to a level of compliance beyond Euro 4.

Glenwood Cartage’s 8x4, christened Comfortably Numb, ran the Advanced Combustion Emissions Reduction Technology (ACERT) on the C15, good for a solid 410kW (550hp).

‘Quiet and comfortable’ was one description of the truck in our report, despite massive twin pipes exiting just ahead of the left-hand toolboxes.

Current owner Trina Brooky, director of KB Haulage Ltd in Te Awamutu, says that the twin pipes have been replaced with a single-exit straight pipe, and that the CAT motor has been good as gold. “Sounds like an aeroplane starting up,” she says.

Trina acquired Comfortably Numb (it still goes by that

name) in March 2020 and the current mileage is over 1,176,000km. She’s known of the truck for many years as a friend of hers used to drive it, and previous owner Huka Haulage (who temporarily changed its name to Ride the Lightning) took care of the engine and gearbox, so other than a few seals Trina’s had to do nothing major.

The Argosy mainly does farm deliveries of posts and timber for Trina’s other company, Absolute Fencing Supplies Ltd, as well as bagged and bulk fertiliser, machinery, compost, hay, silage and the like.

Now

Photo credit: Trina Brooky

New Zealand Trucking

November 2020 31

March

April

Then

Then

AUSSIE TRUCK WITH A KIWI SPIN

FRENCH PREMIERE

Iveco Powerstar ADN560 8x4

Renault Premium Lander 440.26T

Then: FDJ683 – Sorensen Transport Ltd Now: Same owner

Then: FEG742 – Russell Carnegie (Mainfreight) Now: Blue Tui Distribution

By the time you read this, Sorensen Transport of Te Kuiti may or may not still own our March 2010 cover truck – at the time of writing the company had listed the Iveco Powerstar for sale on Trade Me. After completing nearly one million kilometres in the Sorensen fleet, the Powerstar was to be replaced by another Iveco, a new Stralis. Clearly, Sorensens knows how to get the best out of an Iveco … we reported at the time that the company ‘has an Iveco with over a million kilometres on its Cursor 10 and reckon they are on to a good thing with the brand’.

Stephen Andrew, who manages the company’s maintenance division, says that the time came to retire the truck when diesel was found to be mixing with the coolant.

The original 417kW (560hp) Cursor 13 E4 was extracted and a replacement motor fitted – and the decision to let go of the old girl was made.

“Apart from that it’s been a brilliant truck,” he says.

The Powerstar has towed a 4-axle trailer all this time, and certainly lived up to its ‘Quiet Achiever’ name.

“These trucks are underrated in New Zealand. I used to work in Papua New Guinea, we had 20 Premium Landers and I was very impressed with the way they handled the rough terrain over there. A lot of the roads there are unforgiving but the old Renaults handled things well. That’s the reason I looked into it,” says Geoffrey McCaull, who acquired FEG742 in March 2019.

Geoff and wife Tui “tidied it right up” with a new paint job featuring a ghostly effect of Elvis on the side of the cab and called it Moody Blues. And as for the mechanicals …

“Mate! I’ve had nothing at all go wrong with it, other than the radiator that was leaking when I first got it,” he says proudly.

“It’s a beautiful truck, good as gold. We may get another one.”

Geoff bought it at 475,000km and in the hands of driver Rodney Gates another 65,000km has been added so far on port duties around the Port of Tauranga, moving “pretty much whatever’s going”.

Geoff says he’d recommend these trucks to any small operator wanting a driver-friendly truck to start off with, which pretty much echoes our sentiments in the April 2010 test. At the time it ran in the challenging West Coast on a time-critical container run and we concluded that the Renault was not what we expected, was easy to underestimate, and had more than enough capability to handle whatever was thrown its way.

Now

Now

Photo credit: Stephen Andrew

32 New Zealand Trucking

November 2020

Photo credit: Geoff McCaull

May

June

Then

Then

VOLVO STOCK HIGH

UD LOGS ON TO FORESTRY WORK

Volvo FH520

UD Quon CG470

Then: ROSCOZ – Ross Parker (Stock Lines) Now: HFU339 – Ranfurly Transport

Then: FFT454 – R J Knight Ltd Now: Loadco Ltd

It was with high expectations that we featured the first facelift second-generation Volvo FH in the country on the cover of our May 2010 issue. In its Stock Lines colours the FH520 sure looked evolutionary, prettier, and with a more modern cockpit – but had ‘lost not one iota of its considerable capabilities’, we concluded.

The Volvo is now pushing a million kilometres having spent the past few years in McLaren Transport colours. Ranfurly Transport’s Richard Duffy has bought McLaren Transport and inherited the Volvo. When we spoke to him in October about the truck, Richard said it was at McCormick Motor Bodies in Dunedin being painted into Ranfurly colours and undergoing conversion to a freight truck.

“It had been run out of central Otago, solely on stock. The crates were buggered on it so I’m converting it to freight,” says Richard.

Mechanically Richard says the Volvo is good, though he’s not sure what McLarens might have done to it.

Needless to say, Volvo’s FH went on to achieve significant prominence over the years and though subsequent generations.

Those high expectations were certainly lived up to.

Our first Japanese test of the decade was a menacing black UD CG470 Quon 8x4 logger of R J Knight Ltd. Operating in the forests of the central North Island, the Quon was one of only three Japanese trucks in the company’s colours at the time. ‘There’s room for them in the logging industry’, said company owner Roger Knight.

Our conclusion of the test was complimentary: ‘It’s not going to blow your socks off by being an outstanding performer in any one area, but is capable of being impressively competent of doing anything that is asked of it.’

Indeed, this Quon has proved itself operating in the rough world of logging its whole life, recently in the Holmes Group, and for the past six months under the stewardship of Loadco Ltd. Loadco managing director Digby Cameron says it’s used a lot as a spare truck for the company’s operations around Tokoroa. With approximately 680,000km under its belt, the only mechanical change Digby’s aware of is a replacement turbo that he had fitted.

“It’s going good, I don’t put a lot of pressure on it, it’s good back-up truck,” he says.

Now

Photo credit: Richard Duffy

Now

Photo credit: Digby Cameron

New Zealand Trucking

November 2020 33

July

August

Then

Then

MAIN MAN

TORQUE IT UP

MAN TGA 32.430 8x4

Scania R620

Then: FDZ276 – AMC Transport Ltd (Mainfreight) Now: RL Denton Ltd

Then: HZAD0S – Haz Haulage Ltd (ChemCouriers) Now: HTE006 – Hemming Transport

The older MAN TGA was perhaps not the most glamorous model in the company’s lineup, that honour falling to the newer, more distinguished TGS and TGX models that replaced it in 2007. Yet in 2010 the TGA was still available in Aotearoa. We explained in the July 2010 issue that ‘the brand had had a chequered history in New Zealand’ and it had been seen as ‘something of a boutique brand’.

Another Mainfreight truck on containers, the constructionspec TGA 32.430 8x4 we tested was the first of its kind on this type of work (and the first 8x4 TGA tractor on the road) – chosen at the time by owner-driver Tony Cutelli because ‘it ticked all the right boxes’.

In the mid-2010s it joined the RL Denton fleet, still on containers. Owner Bob Denton ran it to approximately 700,000km before it was removed from service.

“It’s currently parked up in the yard and looking very sad and very tired,” he says.

The ChemCouriers Scanias run by Haz Haulage have always been distinctive – partly because of the sunglass-wearing Rottweilers looking to the horizon from their roof-top air deflectors, and partly because of their big-power V8s. The 8x4 R620 we tested in the August 2010 issue wore the famed HZAD0S rego – which can today be seen on our October 2019 Top Truck, a new-generation R620.

For the last four years of its time with the company the original R620 ran the Auckland to Whangarei route.

Haz Haulage ran it until August 2019. It was then sold to Hemming Transport in Tokoroa with 1.38 million kilometres on the clock.

Lionel Hemming explains that in little over a year with his company the truck has run only 60,000km-odd, and has now been semi-retired due to problems with its rebuilt engine.

“We bought it as well as an old Booth’s trailer because we were doing some floating work for Booths into Rotorua. We had a bit of work lined up for it but we’ve been limited with what we could and couldn’t do with it. It does the job if we need a fill-in truck for a couple of days but I wouldn’t put it back into daily linehaul, which is unfortunate because the rest of the truck isn’t too bad,” he says.

Now

Now

Photo credit: Hemming Transport

34 New Zealand Trucking

November 2020

September

October

Then

Then

ISUZU FILLS A GAP

SOLE STAR

Isuzu EXY400 Giga

Western Star 4964SX

Then: FGP996 – Isuzu NZ Now: Christchurch Ready Mix Concrete Ltd

Then: FHC6 – GJ Sole Ltd Now: Same owner

The September 2010 test was slightly different from the norm, the Isuzu came direct from Isuzu NZ and hadn’t as yet entered duty with its first owner. In fact, it was out-the-box new, with a mere 6000km on the clock. We hooked it up to a TR Trailer Rentals 3-axle trailer loaded up to its 39-tonne capacity, and took a trip through Auckland to Warkworth to see how the big Isuzu got on with its 294kW (400hp) 16-litre engine and 16-speed AMT transmission.

We concluded that with the EXY400 Isuzu was ‘back on track with a model that is sure to keep the accountants happy, not to mention the driver’. Chatting to Hayden Leach, general manager of Christchurch Ready Mix Concrete Ltd, it would seem we were right on the money with this one.

Granted the Isuzu’s first and only owner has a fleet of more than 200 trucks, and it may have only clocked up 261,000km in 10 years, but there hasn’t been one issue on record with it.

“It’s been a reliable truck. No major issues at the workshop end at all, which is a really good sign. It’s been a good performer,” Hayden says.

Part of the company’s transport fleet based out of its Belfast depot, FGP996 has moved aggregate around from quarries to processing plants and to customers. “We bought several new trucks just post-earthquake, and so with the larger H-plate trucks we’ve had this doing more delivery work of late,” Hayden says.

The second of two trucks to still be in operation with its original owner as tested, The Phantom is still a common sight on the logging scene in the greater Taranaki region. GJ Sole fleet #39, the big 8x4 Western Star is “still very much on the road, still logging like any other of our trucks,” we’re told. Mainly based in Taranaki, it can be seen – still looking as new as it did on the cover of our October 2010 issue – in Wanganui and up to Te Kuiti too.

This was one of two Western Stars powered by a 354kW (475hp) CAT C15 in the GJ Sole fleet at the time (along with a 600hp C16), and we quoted company owner Graeme Sole as saying that collectively ‘the Western Stars never had any issues’ and they ‘haven’t even had a door lock give trouble on them’. Like others at the time, Graeme was really disappointed to see the disappearance of CAT engines.

Those rock-solid mechanicals have proved their worth over the past decade, Graeme says he can’t think of anything that’s been done to the truck in the past few years (with nothing showing up on its records), though having clocked up only 368,000km it’s barely run in.

Now

Now

Photo credit: Hayden Leach

Photo credit: GJ Sole Ltd

New Zealand Trucking

November 2020 35

November

December

Then

Then

ROCK CLIMBER

A MANUAL MAN’S TRUCK

Mack CMM Granite

DAF XF105.510 RTLO

Then: FCA97 – Allied Now: KKW566 – Matiere Motors Ltd

Then: WEHAUL – Alderson Bulk Haulage Ltd Now: HHJ431 – Pikowai Carriers Ltd

One bonneted American was followed by another when we featured the Mack Granite 8x4 tractor of Allied Petroleum in November 2010. We were interested to see what this new-generation Mack had to offer as an 8-wheeler (we’d earlier experienced a 6x4 tractor) with the Eaton AutoShift transmission mated to its 368kW (500hp) MP8 motor. It was already a year into its tenure in the Allied fleet towing a quadaxle fuel tanker and we came away suitably impressed, saying ‘as a fleet truck the Granite is astonishingly good’.

Following its tanker time, the Granite moved on to Clive Taylor in Paraparaumu for a few years, before finding its way into the hands of Rob Persson, who owns Matiere Motors Ltd in Te Puke.

Under Rob’s ownership the Granite has done all manner of work, including carting kiwifruit from local orchards, and a stint of eight or so months with his son, who put a bin on it and set the nose in the direction of Rotorua for some infrastructure work.

Unfortunately, it’s been parked up for the past four months, currently at DSL in Mt Maunganui. Rob says: “I was coming out of Napier and it blew up. We’re waiting to get another motor in it.” But that’s been the only real issue in 670,000-odd kilometres.

“I like the truck, it’s solid,” says Rob.

We closed off 2010 with a big blue DAF, an 8x4 XF105 Space Super Cab belonging to Alderson Bulk Haulage that had something very rare about it … it was one of only two we knew of at the time to be fitted with an 18-speed Roadranger – in the world!

At the time it was already about 18 months in with Aldersons, having hit 240,000km. For the past two or three years the XF has been part of the Pikowai Carriers Limited fleet out of Matata.

Pikowai Carriers owner Darren Jefferis says it’s used for stock and bulk work all over the North Island. During that time the DAF’s 380kW (510hp), 12.9-litre MX engine has had a rebuild, as has the Eaton RTLO, and a new radiator as well as a new water pump have been fitted. Otherwise, he says, it’s in good nick and has clocked up 1,204,767km.

“It drives pretty much just like a new one,” says Darren, who does the odd stint behind the wheel. “They don’t really change much, the DAFs, that’s why we like them.”

Now

Now

Photo credit: Pikowai Carriers

36 New Zealand Trucking

November 2020

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ALEXANDRA BLOSSOM FESTIVAL 2020

BLOSSOM

FESTIVAL

PARADE OF TRUCKS 2020 Shows in general have been in short supply given the turbulent year 2020 has been. So it was good to see the evergreen Alexandra Blossom Festival Parade of Trucks retain its spot on the calendar.

Best fleet went to the local lads at Beckers Transport who always support the show well.

38 New Zealand Trucking

November 2020

T

he 64th annual Alexandra Blossom Festival Parade of Trucks reflected just what a year 2020 has been, with entrant numbers well down on previous years. Those who turned up though, turned up with quality, and when you’re around truckies at a truck show in the sunshine, things are always positive.

Once again, the good people at Fulton Hogan provided the yard. TyreLand, Carters Tyre Service, Royal Wolf, Radio Central, TIL Logistics, ATL Haulage and Fulton Hogan all jumped on board for sponsorship and this was greatly appreciated by the organisers.

Next year is the 65th show so fingers crossed for bigger numbers once again.

Story and photos by Craig Andrews

Star of the show; the Rohan Haulage Mercedes-Benz Actros draped in Bascik Transport livery.

Neat P410 Scania spreader running under Upper Clutha colours from Luggate.

The Fulton Hogan team continues to support the show.

Big Argosy fans, Burnell and Son taking away best Freightliner.

SHOW RESULTS Star of the Show Rohan Haulage Mercedes-Benz Arocs Runner up Cromwell Transport FH Volvo Third place Titan Bulk Haulage Kenworth Best MAN Mainfreight Best Western Star ATL Haulage Best Nissan/UD Clyde Hiab Best Isuzu Fulton Hogan Best Kenworth Titan Bulk Haulage Best DAF Zealandia Best Scania Beckers #10 Best Mercedes-Benz Rohan Haulage Best Freightliner Burnell and Son Best International Blair Bennett Best Light Commercial Timsco Best Fleet Beckers Transport

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TOP TRUCK 2019-2020

TO THE WINNER

GOES THE

SPOILS TOP TRUCK PRESENTATION 2019-2020

A bit of wind, cloud, and a smattering of rain had no hope of dampening spirits at the 20192020 John Murphy Memorial New Zealand Trucking magazine Top Truck presentation in Mount Maunganui recently.

A

magnificent truck in a magnificent venue, Greg ‘Camo’ Camenzind’s winning 2019 Scania S650 against the backdrop of Mainfreight’s new Mount Maunganui terminal.

Both the truck and facility were truly resplendent, and reflective of great Kiwi success stories.

Camo took those gathered on the day for a look behind the scenes at Big Blue’s new Mount digs, proudly showing us the Mainfreight Mount

Maunganui staff photo circa 2000, pointing out himself in the lineup as a young forkhoist driver prior to setting off on the journey to fulfil the trucking dream. Outside sat the pinnacle of that dream at this moment in history, and winner of the 2019-2020 John Murphy Memorial New Zealand Trucking magazine Top Truck.

Like all good winning trucks the Scania wasn’t allowed any extra special preparation time and it rolled into the Mount

Maunganui terminal in the early hours of Saturday 10 October having completed its nightly Mount Maunganui, Hamilton, Auckland, Mount Maunganui roster. Camo and night-shift driver Craig Finlayson then got stuck in to prep for the morning’s festivities.

“It’s another stunning

Both entities in this picture are testament to Kiwi perseverance.

Power Retreads director Dave Leicester (left) presents Camo with the John Murphy Memorial New Zealand Trucking magazine Top Truck award for 2019-2020, which also means Camo receives a set of Premium Vipal drive tyres courtesy of Power Retreads. example of the pride New Zealand transport operators have in their gear. It’s a great competition and we’re proud to have our name alongside it,” said Power Retreads director Dave Leicester.

As the winner, Camo takes the winner’s plaque, a set of Premium Vipal drive tyres courtesy of Power Retreads, and a portrait of the truck painted by renowned auto artist Rochelle Thomas.

This year, as it just so

happened, the Scania was due a set of feet right on presentation day and so for the first time the winning truck was wearing its new shoes on the big day.

“We’re just stoked with the whole thing,” said Camo.

“Thanks to all the sponsors and everyone who voted.”

Also lurking in the wings on the day was the winning photographer, Mike Beesley.

Mike’s a true artisan of transport photography and

his work of 40-odd years is standalone in both quality and in his interpretation of the industry he loves.

So, there it is for another year. On behalf of the New Zealand Trucking Media family we’d like to again extend a huge thank you to Dave and the team at Power Retreads for their support of the monthly and annual competition, and to Rochelle Thomas for personalising the prize with

(From left) New Zealand Trucking magazine editor Dave McCoid, competition winner Greg Camenzind holding the portrait of the truck by Rochelle Thomas, Dave Leicester (Power Retreads director), Jason McCabe (Power Retreads Auckland region manager) holding the winner’s plaque, and photographer Mike Beesley.

the amazing portrait each year. It’s not been an easy year for anyone and both our sponsors were in boots and all without a moment’s hesitation when the call was made. That’s Kiwis supporting Kiwis for you!

Of course it’s all on again, with the Top Trucks from September 2020 through to August 2021 qualifying. May the best wagon win!

New Zealand Trucking

November 2020 43

Just Truckin’

Around

www.trt.co.nz

Tony Hirst When Faye Lougher saw something interesting on the back of a truck, she followed it from Levin to Foxton in the hope the driver would be stopping there.

Tony Hirst was driving a standard 2014 UD CW26.380, but it had a rather tasty Porsche GT4 Clubsport on a trailer at the back.

Tony has been driving trucks for the past 14 years and works part-time for driver training and events company Downforce. He was returning to Auckland from an organised tour that started in Christchurch and ended at Highlands Motorsport Park in Cromwell.

Downforce runs tailored, bespoke track programmes to suit any needs, from corporate training, sport and performance driver training, ice experiences, vehicle launches and customer drive programmes, to press launches and road drives.

In addition to moving vehicles around the country, Tony does some off-road driver training and assists event manager and chief instructor Tim Martin.

“I’m the guy who gets stuff done,” he says.

Getting out on the road is the part of his role Tony enjoys the most.

“Just the road trip – why wouldn’t you?”

Like most drivers who have to negotiate Auckland on a regular basis, Tony says the biggest issue in the

industry is the congestion.

“The congestion and the traffic in Auckland – get me out of Auckland and I’m happy,” he says.

With a choice of John Dory or snapper, Tony went for snapper.

Kieran Craig Kieran Craig from Edendale’s Herberts Transport was getting prepared to cart another load of whey to various places around Southland when Craig Andrews nabbed him for a quick chat. He pilots a 2018 Kenworth K200 with about 184,000km on the clock.

Kieran likes his trucks and wanted to drive, so obtained his licences through the Southland Institute of Technology before heading to Cromwell where he worked for Best Removals driving a Hino. It was then on to Herberts. He only had his class 2 but gained his class 4 and 5 once he got up to speed with the team at Edendale.

Like a lot of people who drive for a transport company that supplies the rural sector, he too enjoys the variety

44 New Zealand Trucking

and the scenery that this country has to offer. When the Kenworth hasn’t got the tanks on, it is mainly on livestock work and Kieran can pretty much turn his hand to any work within Herberts.

November 2020

Kieran is relatively new to the industry with only three years under his belt, but the upside of that is there’s nothing he currently dislikes about the work or the industry.

Just Truckin’

Around

www.trt.co.nz

John ‘Whiskey’ Walker New Zealand Trucking first met John ‘Whiskey’ Walker way back in 1999 when he represented the Top Truck in the May issue with a Cromwell Transport FH Volvo. A lot of water has gone under the bridge since then, but Whiskey, as he’s commonly known, is still driving trucks.

Roxburgh was where Whiskey got into driving in 1980 with Teviot Transport. “That was on a mighty Thames Trader.� A few years there and some construction work followed before heading back to Teviot. From there it was on to Cromwell Transport, eventually getting on to an FH Volvo.

From there he moved to The Edge Group carting alcohol in a 450 Isuzu, and at the same time, he did his driver training papers, progressing to that line of work with Downer EDI for a couple of years.

A direction change saw him work in hospitality but the lure of driving returned, this time with Fulton Hogan

moving plant around the South. The last five years were with Southfuels, before heading over to the “good buggers� at Sinclair Transport in Winton. These days Whiskey plies the southern roads in a new 2020 G500 Scania carting all manner of bulk products.

On the day Craig Andrews caught him, he was loaded with grain out of Fairlight, heading to South Port. The Scania is rated at 54 tonne and able to cart a 36 tonne payload.

He believes he’s found the perfect retired man’s job at Sinclair Transport. “Tip on then tip off. Driving gets in your blood and its one of the most underrated industries,� he says. “It’s a profession that is well worth being in, and comes with plenty of reward.�

Nothing is offside with Whiskey in terms of the industry, and he adds it’s great to see more women getting behind the wheel.

TM

TOP TRUCK Story by Carl Kirkbeck photos as credited

BRUTE FORCE

Of all the tough trucks Kenworth Trucks Australia builds at its Bayswater plant in east Melbourne, the C5 series is the toughest. However even the mighty C5 will eventually succumb to the extreme elements it finds itself operating in; but never fear, all is not lost.

W

hen C & R Developments started looking for a tractor unit to front their new TRT multi-axle ESS float, they did not hesitate to look at the Kenworth stable to see what was on offer. The company’s T950, T908 and T909 had well and truly proven themselves, but now there was a need for a tractor with a 200 tonne rating to maximise the benefits of the new TRT trailer combination. A secondhand option was the preferred way forward, something that basically needed a sandblast, paint, signage, hook the trailers and go. A C501 Brute for sale in Australia presented itself, and according to the photographs it appeared to fit the bill so was purchased, shipped, and duly arrived at the company’s yard in

Hautapu. Upon arrival first impressions were good, but enter Hayden Hardgrave, resident heavy diesel mechanic/Kenworth guru extraordinaire at C & R Developments, and unfortunately all was not as it seemed.

Chatting to Hayden he recollects that on close inspection once the C501 was sitting in the workshop it became blatantly obvious that although the truck was all there, it certainly had earned its keep in some harsh Aussie outback mining operations.

“I remember when I found how bad the chassis heave was in the frame rails, it took me two days to build up the courage to go and tell the Ross brothers we were facing a ground-up rebuild literally starting with a new set of frame rails,” Hayden said

with a laugh. “But that’s the beauty of a Kenworth,” he said, “no matter the model, if you have got the part number, Kenworth has got the part.

The frame rails for example, we ordered a brand new set through Southpac direct from the Bayswater plant and we were told ‘yep no worries you will have them in seven weeks’. They arrived in just five.”

With a green light from C & R owners the Ross brothers the strip-down and rebuild began. Hayden said his right-hand man and apprentice on the project, Karl Pegg, was stressing out a little looking at all the parts and wondering how it was all going to go back together again. “I told him ‘it’s simple, just start at the beginning, and one bolt at a time’.”

The dismantling revealed

more and more as it progressed, from two new cross members to new king pins through to a blown intercooler, the list went on and on … and on. The cab, hood and sleeper were all sent over to Hamilton-based White Bros Panelworks Ltd where the team completed a total restoration including full corrosion removal, requiring the fabrication of many new panels. This behind the scenes groundwork paved the way for a picture-perfect paint finish that was then treated to the handiwork of Grumpy’s Sign Shop, who added a tidy twist on the classic Kenworth Seminole striping layout.

Although the reconstruction process was reasonably straightforward, there were a couple of major issues to also overcome during the rebuild.

For a start, the existing C16 SE E T H E VI D EO I N T HE D I GI TA L E D I TON

Looking resplendent and easily up to the task at hand.

1 2 Caterpillar did not meet the new emission regulations, nor did the existing braking system comply. The brakes were reasonably straightforward with the installation of an approved ABS system, however the engine swap proved a real headache. The way forward was to fit a freshened up secondhand C15. Installation and plumbing were all reasonably painless, but some in-house custom fabrication was required to resite the cooling fan assembly as well as fit serpentine drive belts as the C15 was originally in a K104 where it naturally sits a lot lower in the frame.

One interesting aspect of the rebuild is the painting of inner chassis rails and cab panels white. “If you’ve ever tried to identify leak or wiring issues against a backdrop of dark paint, especially at night, you’ll know it’s bloody hard,” said Hayden. “This makes my life a whole lot easier.”

Where Hayden found himself reaching for the medicine cabinet for a dose of Paracetamol was the paper war process to achieve compliance and certification from the NZTA. “Man, that was really doing my head in,” he said. Perseverance paid off and after three months of backwards and forwards with the NZTA, the C501 had a fresh set of number plates and a CoF. The restoration/rebuild and improvement process that Hayden has put this C501 through is a true credit to not only his abilities as a heavy diesel mechanic, but also his vision of what the end result needed to look like, what was going to be required of it, then with this in mind, delivering the necessary end result.

Full credit to Hayden and his right-hand man Karl on a job very well done. We cannot wait to see what they roll out of the workshop next.

1) Day 1 in the workshop fresh from the Aussie outback, and all was not quite what it seemed. 2) A new set of inner and outer rails, two new cross members; reassembly begins one nut and bolt at a time. 3) Front wheels on, and engine in place, note white chassis rails. 4) Cab on crane swinging into position. 5) Cab still on the gurney sitting in place. 6) Looking very close. 7) From stomping around the back of Uluru to now marching out to Taharoa, the C501 is ready for its new life as a Kiwi.

7

3

4

5

6 New Zealand Trucking

November 2020 47

The ‘A’ Team, Karl Pegg (left) and Hayden Hardgrave (right).

Doing something different – not really though

I

f we park for just a moment the incredibly relevant fact the Ross brothers are the sons of Jim and Shirley Ross, and focus only on their day-to-day world of mining and civil engineering, it’s entirely understandable why the C501 Brute project came about.

In their world of ‘ginormous’ earthmoving kit, uptime is everything, and machinery having first, second, third, and fourth lives is completely normal. Big earthmoving gear is a bit like hammers and axes: ‘It’s had three new heads and a couple of new handles, but it’s been a bloody great axe!’ Suffice to say, stripping a machine down to its component DNA and rebuilding it new again is about as left field for these guys as cutting your toenails.

Now, the Ross lineage thing. If you’re a dyed-in-thewool Kiwi truck fan, you’ll know what the names Jim Ross and Norm Todd mean.

If you don’t, think US trucks – mainly Internationals – from post-World War II through until the early 70s being reconfigured and repowered into something a young exploding Kiwi road transport

48 New Zealand Trucking

November 2020

industry could actually use to get ahead. It normally involved front-end chassis mods to accommodate a 671 GM, and increased cooling. Their legendary Ross Todd Motors formed by the two young ex WWII airmen in Leamington near Cambridge, was the scene of many such great mechanical events, and went on to contribute one third of what would become TRT. Now let’s try and bring then and now all together. Jim was always on the lookout for new opportunities, and son Mike Ross recalls what happened in 1960.

“The old man came home one night and said to Mum, ‘I want to get into earthmoving, but I want to do it differently.

I don’t want to do it with tractors and scoops and bulldozer blades, I want to use rubber tyred trucks and wheel loaders.’ Mum said ‘Far out! Okay.’ So, whether Dad knew or not I don’t know, but she was talking to the old Aunt who was AB’s [Arthur Baker OBE*] wife. He turned up and said, ‘If you want to do earthmoving you come and run earthmoving’. ‘But I want to do it differently,’ Dad said, and after he explained the

BRUTE

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

Kenworth C501 Brute 6x4 tractor GVM F/A assembly: 7300kg R/A assembly: 21,800kg GCM: 200,000kg Engine: Caterpillar C15 ACERT 410kW (550hp) Transmission: Fuller Roadranger RTLO22918B Fuller AT1202 auxiliary gearbox 2:1 Front axle: Meritor MFS73 front axle Front suspension: Parabolic springs – slipper mount plan, AB said ‘Righto, if that’s what you want to do, I’ll back you’.”

That’s exactly what happened, and it was the genesis of Baker Construction.

The famous signature International Pay Haulers started with the bonneted 95 model, and the first big job won was the Hutt motorway.

In the ensuing years the Baker brand put its stamp on large scale construction and mining projects all over New Zealand, including work at Twizel, the Cromwell Gorge realignment, Runanga Deviation on the Napier-Taupo Road, Huntly coalfields, Auckland Airport, as well as offshore in Australia, and even the Hong Kong airport development.

Tragically, Jim died in 1981 when the car in which he was a passenger was involved in an accident.

In 1994 when Baker Construction was bought out by Downer Mining Ltd (DML), Jim and Shirley’s four sons – Mike, Tim, Tony, and Simon – had been running the business for some time, with well-known civil engineer Mike Coleman involved from the early 90s.

“They’d had a gutsful of us

pinching their work around the place,” chuckles Mike.

The brothers explored a number of other successful business opportunities in the ensuing years, but the share market crash of 1994 and resultant lack of work saw difficult times for DML, and the firm largely quit the local scene for opportunities abroad. With a gaping hole in the mountainmoving market now apparent, the Ross’s phone started ringing.

“Originally, we thought we’d only grab a few trucks, a digger, a loader, and water cart,” said Mike, rolling his eyes. C & R Developments (Coleman and Ross) was incorporated in 1998 and today has more than 200 pieces of plant on the books.

The firm is active in quarrying, residential and commercial land development, civil construction, and mining.

Anyone who knows these affable brothers knows they have a deep-seated respect and passion for their own heritage, country, and what it is they were all born to do.

It’s a culture that pervades the entire entity. C & R is one of ‘those’ companies; working there means something.

Rear axle: Sisu FR2P-26 hub reduction diffs Ratio: 5.56 Hub ratio: 3.64 Crown wheel ratio: 1.53 Rear suspension: Kenworth KW6-60A rear suspension - 6-rod Tyres: 11R22.5

“We’ve got a great team,” said Mike. “From old schoolers with years of experience to young ones, keen and not put off by all the modern compliance.”

The brothers’ passion extends well beyond the dayto-day work – the muscle car and machinery museum, and the restored International truck collection (including the original 95 Pay Hauler) are becoming iconic in their own right, with people, clubs, and groups flocking to see them almost every weekend. In true, down-home, Kiwi bloke Ross brothers style, the welcome mat is invariably out.

And so, back to the Brute, and the answer to the question ‘why rebuild it’? It’s all right there above really. It’s genetics, it’s utility, and it’s passion.

“We could have said ‘bugger it’ and bought a brand-new truck,” said Tim. “But thinking about it, that’s not what we wanted to do. We decided to press on and do something different. It had the rating we needed, it had everything we wanted. It’s come up fantastic, and what a testament to Hayden and his skills.”

“He’s a clever, clever guy,” said Mike. “Nah, this was definitely the right thing, no question.”

‘Doing something different.’

It’s certainly worked well for the Ross family as an ethos, there’s no question about that. *Arthur Baker was a wellknown businessman of the time, whose interests included farming, land development, fertiliser, and agricultural aviation.

New Zealand Trucking

November 2020 49

SPECIAL THANKS

GURU W hen we asked Hayden where it all started for him, a very familiar theme came through, being strong influences from those he looked up to in his childhood. His Dad, Ray Hardgrave, who is a panelbeating magician and allround mechanical whizz, taught him an immense amount, as well as his Uncle Ron Hardgrave, who also has the family mechanical DNA. Hayden remembers at eight years of age he wanted to buy a car. His Dad said ‘no, you can start off with something more useful’, and with that they found an old International Cub tractor in need of love, sitting at a local scrap metal merchant’s yard. A discussion was had and a deal made with the merchant whereby Hayden would pay off the $250 purchase price for the tractor by collecting alloy cans for recycling. Hayden got to work and grabbed all the cans he could, especially the Steinie green and blue ones from his

50 New Zealand Trucking

In Hayden’s own collection awaiting its turn for restoration is one of the original pair of 848 Kenworths imported for NZ Forest Products that were the first of the marque to hit the road here in New Zealand.

Dad’s panelbeating workshop.

Hayden would always have a bag hanging from his bicycle’s handlebars so he could pick up the ones he saw on the side of the road; every can was another step closer to the tractor. Eventually the day arrived and Hayden, together with his Dad, delivered $190 worth of scrap alloy cans to the merchant, to which the merchant said, “that’s more than enough, the tractor’s yours!” The rebuild started immediately under the watchful guidance of his Dad, and a little over a year later it was complete.

“Dad has always told me ‘get into it boy, and rebuild it as if new or better’, and those words always guide me on what ever I am working on,” Hayden said. An example of this was at the age of 14 when he purchased a 1959 International AA120 4x4 truck to do up. The old cab was so rotten Hayden had to source a replacement. This proved impossible, so a new plan was hatched and a C series

November 2020

cab and bonnet was acquired.

A little creativity later and a restored AA120 rolled out of the workshop, resembling the later C1300 model, and near 30 years on this truck is still in Hayden’s care. In fact, it is about to have a freshly rebuilt Detroit Diesel installed into it.

After leaving school at 16 Hayden started a heavy diesel mechanic’s apprenticeship with Fairview Motors Ford heavy workshop. Unfortunately it was only six months later that Ford globally decided that the company was exiting all heavy vehicle production so Hayden was without a job.

Chatting to a family friend, he was given the contact details for Dave Asplet of Dave Asplet Machinery Services Ltd. A 10-minute interview with Dave led to an immediate job offer and the opportunity to continue his apprenticeship. “They were a fantastic outfit to work with, and being Paccar agents this is where my introduction to the Kenworth product came in. We worked on the likes of T600s, T650s and K104s and

I quickly formed a passion for the product – just how robust it was, but also how easy it was to work on,” said Hayden.

After nine years with DAMS, an opportunity to be semi self-employed arose within the film industry working on all manner of heavy equipment.

“One of the films we were on was The Lion, the Witch and the Wardrobe. For this film we were based on 20 acres of land on Flock Hill in the middle of the Porters Pass, and if something broke down you just had to make it go again, immediately, no stress. We had in our care 105 individual truck and trailer pieces, and a couple of CoFs per day as well as regular servicing was not unheard of; busy times but a lot of fun,” said Hayden.

In terms of the Brute project, the strong influences in Hayden’s formative years are clear in the quality of workmanship and minute attention to detail in this build. What he and Karl have achieved here is genuinely something extremely special.

CAL1100

HAYDEN HARDGRAVE KENWORTH

Hayden wanted to pass on his sincere thanks to Mike, Tony, Tim and Simon Ross for allowing him the opportunity to take on the project on their behalf, also the many hands that pitched in with the various stages of the project, including; White Bros Panelworks Ltd, Scotty of Leamington Auto Electric, Marc and Gully from United Sheetmetals in Hamilton, Grumpy’s Sign Shop, Gavin and Tony of Truck Centre BOP, and Southpac Hamilton branch parts department.

“Without everyone’s assistance it just would not have turned out the way it has, so a big thanks.”

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TIMARU SHOW

It doesn’t get much better for New Zealand truck enthusiasts than Phil Cassidy’s stunning Regan Carriers reincarnation of the original ‘Cool CAT’.

Power and the glory HORSEPOWER RALLY 2020 Story and photos by Dean and Benny Middleton

For two spring days in early October, the town of Timaru was on a power trip. A horsepower trip that is!

W

ith so many events being cancelled due to Covid-19, it was extremely pleasing to see the 2020 Horsepower Rally go ahead as planned on the weekend of 3 and 4 October at Levels Raceway near Timaru. This is the second such event, with the first being held at the nearby Phar Lap Raceway in 2018.

A committee predominantly made up of members of the South Canterbury Traction Engine and Transport Museum runs the event and proceeds raised will be used to help build a 70m x 20m building to house the museum’s classic trucks.

The existing truck museum building will be used to expand the present tractor and farm machinery museum.

There was something for everyone at this show, with

52 New Zealand Trucking

November 2020

motorbikes cars, tractors, traction engines, cranes, a huge array of stalls and exhibits, and the primary reason we were there of course – the trucks. There were more than 160 classic trucks on display, helped by the Classic Commercials Southern Circuit 2020 passing through. A large proportion of these trucks had made their way down from the North Island.

There were also more than 25 late model and new trucks joining in the festivities. The atmosphere was abuzz, with smoke billowing from traction engines that circled around their allocated area. There were also many of the other exhibits that made their way out onto racetrack during both days, with the highlight being the trucks, which did several laps of the track on both afternoons.

More than 6000 people came through the gates over the two days.

Horsepower Rally and Museum Club president Gordon Handy was so pleased with the 2020 event that another event in 2022 is already looking promising. Based on this year, it would certainly be one to put on the calendar when the dates are confirmed.

Is it a traction engine or a truck? Or both. Whatever you like to call it, it

Vic Draper’s outstanding, recently restored International Paystar

is super cool!

looked even more impressive with its loaded low-bed trailer.

A definite crowd pleaser was Graeme Skou’s stunning, virtually rebuilt W924 Kenworth with an extended hood.

Ray Reid’s immaculate LW Kenworth ‘blowing coal’

Jamieson Agriculture’s smart International T-Line with precious cargo on board.

down the Levels Raceway back straight.

Alister Nicholson brought along his superbly restored 1942 V8 powered Ford semi unit.

New Zealand Trucking

November 2020 53

Allan Harrington’s International S Line was restored back to its former glory just in time for the big event.

An impressive lineup of Kenworths kept in check by

TDM Construction’s W-model lined up beside

Dean Alderson’s Peterbilt, ‘Blue Lady’.

Kaituna Haulage’s Mk1 Mack Super Liner.

Rows and rows of classic trucks lined

Thankfully the trucks aren’t about to catch fire, it’s the

up alongside the raceway.

traction engines firing into life in the background.

54 New Zealand Trucking

November 2020

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CLASSICS LOCKER

SE E T H E GA L L E RY I N T H E D I GI TA L E D I TON

ACCO AT ITS BEST A chance comment led Robin Wildbore of Levin to undertake his stunning restoration of a 1977 International Acco 1830A. Story and photos by Faye Lougher

T

he Acco wasn’t a planned purchase; it was more the outcome of a chance comment from someone that got Robin thinking.

“I was an owner-driver for 18 years, for Lakeview in Levin. I owned Kenworths, I had a K100E, a K100G, and the last one I had was a T404S IT. [The first 404 IT in New Zealand.] A friend said to me ‘why aren’t you into the classic truck thing, because you’ve driven for years and years?’ I thought ‘I don’t know’ and it sort of sparked me to do something about it.”

Robin thought he’d quite

56 New Zealand Trucking

like a handy little truck because it would be useful on his large rural property.

“I looked around and I always quite liked the Internationals, they were really good trucks. This one had a hoist on it, and I thought I could make something of that, and that’s how it all started. And it just went from one thing to another to another to another.”

Robin bought the truck in July 2014 and says it had been in the South Island all its life.

“I know a couple of the previous owners, the chap who had it before, and one other guy I approached who November 2020

sent me a couple of photos of it.”

Robin says in one of the photos the Acco had a digger on the back and in the other a late thirties Chev or Ford.

“At that stage it had a lazy axle in it. It’s pretty short anyway, and it looked even worse. Some used to do that then, just a single axle in front of the drive axle, and the last outfit that had it, they took it out.”

Another owner of the truck was a consortium, Mt Milne Machinery Ltd in Kurow.

“There were about four owners, one was an uncle of Richie McCaw I think. I bought it off Barry Gard. He was the manager of one of the big deer stations down there and he’d been left with the truck when the company was dissolved.”

Robin says the Acco had spent a lot of time working off-road in Hakataramea Station. It had been deregistered for about 15 years and had no CoF, but luckily for Robin, it did have the original registration plates so he was able to apply to NZTA to have them approved to be reused.

“That is the original

registration plate on it now.

I hate seeing things with modern plates, it’s just not right. It’s got to be periodcorrect; it just looks so much better with an original plate.”

Robin says he found the Acco on Trade Me and thought it looked reasonably tidy.

“But it did have a rather large knock in the motor, which was a run bearing. It cost me as much to transfer it here to Levin as what I paid for it! And that’s when the work started.”

Surprisingly, the only rust the truck had was on the bottom of the doors.

“It had been working offroad and a bit of hay got into the bottom of the doors and rusted the bottoms out, but otherwise it was pretty good.

It was exceptional for one of these things, because they’re shockers for rust. That whole series, right through to the T Lines, is shocking for rust, so there are not a hell of a lot of them around actually.”

Although the truck had been stored in a shed for many years, for the 18 months before Robin bought it, it had been sitting outside.

“It was covered in lichen

Robin took the Acco on the Northern Classic Commercial club’s run in August.

and moss so I waterblasted it and cleaned it up. The next thing I had to do was fix the engine. It had a massively run bearing so I pulled that out and pulled it all to bits. My father-in-law, Ian McKay, is a semi-retired mechanic so that was his job, rebuilding that. It didn’t take that long, because technically, the engine in those things was a tractor engine! They were a D-358 Nuess, made in Germany.

“They were never renowned for being very powerful, but they were a beautiful running engine. They upped the revs to about 3000 to get more horsepower from them, and sometimes you just revved them into oblivion, and expected them to do twice as much as most people would!”

Being a basic tractor engine, Robin said all the aftermarket parts were still available.

“Liners, pistons, you can still buy them all, so we completely rebuilt it, but it wasn’t exactly cheap! Like most things, you start and then after you get so far you think, ‘I should have done this and that’. And then something else turns up which could have cost you a lot less. I’d

done about half of it and I thought a nice little turbo would just make it go a bit better, and I was trying to find out what was used, and what you can’t use, etc, and then I heard about that other truck, the one I’ve got down in the shed.”

Robin says that truck, a 1973 model, had a broken chassis, but it did have a turbo kit fitted on it.

“I went and bought that, so now I’ve got a spare engine.

I flogged a whole lot of parts off it – all the better bits – for mine, and put the turbo on my one, and it doesn’t actually go too bad now. It’s still not a rocket ship, but it’s not bad!

You’ve got to think, it’s more than 40 years old now. In the context of what year it was made, that’s what it was. You think, ‘jeez, those old things were crap’, but that’s what it was back then.”

Robin rebuilt or repurposed a number of bits and pieces on the truck.

“I rebuilt this, rebuilt that, rebuilt everything else! All the spring hangers have been done and I remade the sun visor. The stone guard came off a T Line that had to be shortened and reshaped. As

I went along I thought, ‘oh, I better change that’.”

Robin left the transport industry in late 2005 and now owns industrial sweeping and scrubbing business, Sweep ‘n’ Scrub. All the vehicles he uses for his business are red, and he says that was a deciding factor in the colour scheme for the Acco. After originally intending to leave it in the standard International off-white with a green strip, he decided to get Chris Rankin to paint it a rich red, with black and white detailing.

“It was never going to be like it ended up – I was going to leave it as it was, the basic colour, but then I thought I’d get it painted, so I painted all the chassis, and all under the deck.”

Robin wasn’t going to paint the interior either, but changed his mind after talking to someone who told him you could buy cab lights new from the States.

“So, as mine were a bit yuck, I went online and bought some. And with that I had to take the headlining out, and if I’m taking the headlining out, I thought I may as well put some air horns on it, just to finish it off, and I may as well paint the interior!

So you see, one thing leads to another, but at the end of the day you end up with a better result, it just takes a bit longer and it costs more!”

The Acco originally had a 5-speed/2-speed but Robin changed the diff to make the truck more driveable.

“I put a high-speed diff in it so now you can crank along at 90ks an hour with the rest of the traffic; it goes a hell of a lot better. Before it only used to do about 75kph.

It was hopeless, and trying to drive it today would be useless. It was – I took it for a run, and thought ‘Jesus, this is no good!’”

The front bumper and diff came from Rotorua and were off a fire engine. Robin says it

“Everything was difficult,” said Robin, but that didn’t stop his outstanding attention to detail throughout this resto. took a bit of work to get the bumper cleaned up, as it had been covered in hi vis and safety stickers.

For its age, the Acco’s upholstery was in good condition – Robin only had to reupholster the driver’s seat and install new carpet in the cab.

“The passenger seat and everything was all original, and just about unmarked.

The upholstery is standard blue, exactly how they were new. The bottoms of the

New Zealand Trucking

November 2020 57

1 1) The Acco was a South Island truck all its life. 2) Step inside and take a trip back in time. 3) Simple wheel, simple dash, simple times. got it running right and then it had to be recomplied, and revinned. I had a paper trail and it hadn’t completely fallen out of the system, so it was reasonably straightforward at the end of the day.”

Now the Acco is finished, Robin has been taking the truck on classic truck runs with the Northern Classic Commercials club. He also has plans to restore two other classic trucks he owns.

“One I’ve imported from Australia, and another one’s sitting in the bottom shed.

The one from Australia is a Kenworth K100E, which I’ve just had complied. I want to restore that but that’s nowhere near as big a job.

That’s what I first had when I went owner-driver, a K100E. I want to make a replica of it. This is an 89 – the one I had was an 88. It’s the same spec, just about identical. My original truck was red and white, so this will be painted

moved was worn out.

“Trying to find stuff that’s not worn out ain’t getting any easier. I went through three steering boxes before finding one that was usable. I don’t know if it had done a lot of work or never seen a grease gun – probably the latter!

“It drives a bit more like a newer truck now with the new diff. I just upgraded the whole thing, and I also replumbed the whole truck. There was a lot of farting around, but we finally got it finished and

2

3

58 New Zealand Trucking

November 2020

exactly the same.

“The other truck is a 1966 International AB180, a bonneted one. I bought it with the other one down there, the donor truck. It’s got a run bearing too, so I’m going to repower that, do something that was done in the day because you couldn’t buy what you wanted. That’s the plan, but that won’t be for a while. I’ve got a 6V53 Detroit for that. Whether I ever get time to get it finished, we’ll see.”

Robin says the reaction to the restored Acco has been “pretty good”.

“I just did it how I wanted it to look; people reckon I’m a bit pedantic and fussy, but I’ve always had pretty good trucks – well, I thought so.”

In fact Robin is no stranger to the pages of New Zealand Trucking magazine, with his K100G Aerodyne featuring as Truck of the Month in the late 90s.

IT W M DR KI CO AN YO YO

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doors were not that flash, so I made up some nice fancy kick panels out of stainless steel and just covered up the damage, which actually looked bloody good. The gauges were all fine, I’ve just had to put another couple in because they never had a rev counter or an oil pressure gauge.”

When asked if there was anything particularly difficult about restoring the Acco, Robin says, “Everything!” because everything that

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Long way around

PART 3

SE E T H E G AL L E RY I N T H E D I G I TAL E D ITON

A WHOLE LOT OF

NOT MUCH Story and photos by Paul O’Callaghan

It’s been an absolute classic in terms of adventure and drama. What began as a rescue mission for stock from searing heat in the Northern Territory has so far turned into a rescue mission for farmers’ wallets, clearing cattle stranded in expensive central Queensland holding yards on account of relentless rain. But what happens in this last part takes the word ‘adventure’ to a whole new level…

DAY 14 My phone only seemed to ring once I’d left the yard!

“Yeah, where are ya? Got a load back to Darwin for ya, get here as quick as you can.”

Now I didn’t question this burst of commands, although as I drove the old Cruiser out of the town, the illuminated warning signs still said ‘Closed’ beside the

Landsborough Highway, the main route towards Cloncurry.

“The exporters want the cattle in Darwin, one way or another, so we’re sending you and Brownie around via Birdsville.”

I’d never been down quite as far as Birdsville before, but I knew it was going to be a long detour, heading southwest from Longreach to Stonehenge, Windorah, Birdsville, then north to Bedourie, Boulia and Mount Isa, a total distance of 1380km instead of the normal

650km directly northwest through Winton. [Imagine a detour equivalent to Auckland to Wanaka! Ed.] As the Western Star still languished in the muddy soil at Warbreccan, I was allocated a Mack Titan hooked up to three trailers that was being rolled over the pit for servicing by the mechanics.

By mid-afternoon, both Brownie (who was now in a Western Star) and I were loaded and on our way. As soon as I pull away from

the loading ramp, the truck begins to overheat. “Switch it on and off again, that usually solves it,” comes the reply from the office. Not feeling confident that this is the required remedy, I give it a try, only to be faced with the same problem as I leave Longreach.

In a matter of minutes, another Titan was whisked out to me and I was swapping my gear into yet another truck. The sun was getting low in the sky as I once again passed Stonehenge, and I noticed green shoots of grass already appearing in the table drains on each side of the road. The roads were narrow but straight, making for an uneventful drive until I reached the jump-up [a small sharp rise] at Jundah.

Despite being experienced in Volvo, Scania, and Eaton autos, which require a certain amount of knowledge in steep hills, I was a novice at the Mack mDRIVE. “Just leave it in auto and you’ll be right,” advised

Brownie on the two-way radio. Bracing myself for the short steep hill I had never driven up before, I began the ascent. The revs dropped precariously low as my heartbeat went in the opposite direction – it changes down, but the change was not low enough to match the incline and I was convinced the truck would stall as the revs dropped to a barely audible note yet again.

Suddenly, just as I was almost stationary, I breathed a sigh of relief as she grabbed the lowest gear possible and the revs began to climb. No sooner does this happen when it changed up again, and the revs drop, even though I tried to feather the throttle.

I’m a big fan of the autos but always say that they are only as good as the man behind the wheel. If I were driving an mDRIVE full time, I’d make it my business to find out exactly how to drive one in these conditions. That said, I’ve also always said that

autos still need a lever or a stalk, not just buttons on the dash, to give the driver more control in situations such as the one described here.

It’s fully dark as we drove through the remote town of Windorah, now heading west into the black night towards Birdsville. Not far out of town, the truck jolted as we departed the tarseal and dropped onto the gravel road, which lasted for the next 350km to Birdsville.

We were in South West Queensland now, running along the northern boundary of South Australia, a desolate landscape where the wind blows strong across the treeless landscape. I backed off the accelerator to leave a bigger gap so I wasn’t driving in the long plumes of dust Brownie was leaving in his wake. The gravel road was in acceptable condition, although the wind was so strong I could not top 70kph, even if I’d wanted to. At midnight we called it a day on a small gravel parking bay at

the crest of a desolate rise in the landscape.

DAY 15 To help sleep at night, I always wind down the landing legs, unhitch, drive forward just enough so that the trailer pin has cleared the jaws, then drop the airbags (or wind even further if the prime mover is on springs as in this case). It means I can get five hours of decent sleep rather than being woken regularly by the cattle moving and clattering over the skid plate.

Birdsville is described as being situated ‘deep within a wild isolated country’, with a hot, arid climate. A population of just 140 belies the town’s reputation for hosting the world-renowned Birdsville Races every September, when between 7000 and 9000 visitors throng the place.

Time for sightseeing and photographs was not a priority once we discovered by phone the road between Bedourie and Boulia had been officially shut due to flooding.

New Zealand Trucking

November 2020 61

Easing through the flooded Diamantina River.

There are no cattle yards and no feed out here, so we can only press on. Just before we drop down into the tiny settlement of Bedourie, I help Brownie change a wheel on his trailers.

“We’ll do it here so we don’t draw attention to ourselves in town,” he adds wisely.

“Unless the police stop you, just keep going,” is the directive from the office.

Trying to be as inconspicuous as possible in a double deck, 3-trailer cattle road train, we

held our breath as we drove though the town. Passing three or four parked freight trucks that were taking the same detour, I shook my head in dismay as one of the drivers broadcasts over channel 40: ‘Copy in the RTA trucks, you know that road ahead of you to Boulia is officially closed’.

The stupidity of people never ceases to amaze, broadcasting over the airwaves that we are flouting the restriction. ‘Yes we are

aware, but what do you suggest we do with our loads of cattle in this deadend town’ I think to myself, but refrain from answering. I cracked a grin to myself as Brownie also ignores him.

Onwards we pressed with bated breath as we wondered how deep the water would be in the Diamantina River on the south side of Boulia.

We crossed the first part of the river, which posed no problem. As we approached the main branch it looked

a lot deeper, but the metre sticks showed it at 0.4m and we crossed without any problems. We both breathed collective sighs of relief from the confines of our cabs.

After refuelling at Boulia (get diesel wherever it’s available when roads are being closed is the rule), it was only another 300km to Mount Isa, although the single-lane tarmac road was in a bad state, and constant attention was required to keep everything upright. The

Dawn after the overnight camp en route between Windorah and Birdsville.

Paul rates the Titan’s accommodation as among the best in the business.

“The Mack sleeper is one of my favourites.

It has none of those pointless windows that let in light, while the bed is set at the perfect height.”

Storm clouds at Renner Springs. snaking road train ducked and weaved on the uneven contours of the sunken tarmac, forcing you to look straight ahead, keep the power down, avoid any sudden movement of the wheel. Also avoid driving on to the soft shoulders at any cost.

The rocky outcrops and tree-lined scenery between Dajarra and the Isa was a welcome change from the barren wilderness we had traversed over the past few days. We unloaded the cattle at the spelling yards on the edge of town and head to the RTA yard.

DAY 16 The Mack sleeper is one of

my favourites. It has none of those pointless windows that let in light, while the bed is set at the perfect height.

Sliding into the driver’s seat from a restful night in La Maison Titan, I turned my head to see fleet number 96 parked alongside: the Western Star I abandoned in a muddy quagmire just days beforehand. The rescue mission obviously didn’t take as long as expected, the road was reopened, and I question to myself the point of the detour. Still, you can only make decisions based on the information you have at the time. The cattle will be very expensive indeed by the time they reach Darwin.

“We’ve a new driver in

Sign distances you’ll never see in Aotearoa.

Roadhouse at Dunmarra.

Mount Isa who we’ll start in Darwin. Can you give him a lift to Katherine today please, he’ll get out there and stay at the yard. He has a truck licence and has driven a station truck, he can do a bit of the driving,” was the instruction issued.

The plan for the day was for both Brownie and I to get back into our original trucks, reload the cattle that had been fed, watered, and rested over the preceding 12 hours, and then head for Darwin.

Katherine, which is 1300km away, is a reasonable target for one day’s drive.

Out on the Barkly, I gave the new guy a shot behind the wheel. As boring as it can be from the driver’s

seat, it’s even worse from the passenger seat, so I headed for the bunk, not for sleep, but just to stretch out.

I had my head behind the passenger seat so I could keep an eye on the driving progress.

When I saw him holding his phone, I let it pass as I’ve allowed him to play his own music on the Bluetooth.

But I keep my eye on him.

Suddenly, I see him looking down at his phone, then looking up and tugging at the steering wheel to straighten his trajectory.

“HEY!!!” I roared at the top of my voice as I leapt from the bunk and gave him an earful.

I explained to him that this is exactly how guys turn over road trains, or roll trailers, simply not concentrating on the job.

At the iconic Threeways Roadhouse, I took back control as the 600km run from here to Katherine along the Stuart Highway has a few unexpected bends.

We rolled into the RTA depot in the dead of night where I deposit my passenger and press on towards Darwin.

DAY 16 The scenery grows ever more green as you head further and further north towards Darwin’s tropical climate. The road twists and turns as it makes its way through the rivers, rolling hills, and rocky outcrops.

Having unloaded the cattle, I cleared my gear out of the truck once more in preparation to fly back to Ireland where my mother’s battle with terminal cancer was finally drawing to a close.

She loved reading about my trucking adventures and often asked how the writing was going. It would be a year later before I had the opportunity to write about this trip while in mandatory quarantine in a Sydney hotel due to Covid19. I hope you all enjoyed reading it as much as she would have.

New Zealand Trucking

November 2020 63

INTERNATIONAL TRUCK STOP

The bonneted N2500 series was developed in 1973 for heavyduty work in export markets.

DAF AMERICAN

A WITH

D O O L B

Most modern day trucks benefit from some level of platform engineering and parts sharing between brands. DAF was doing this in the early 70s, when it partnered with the International Harvester Company.

Story and photos by Niels Jansen 64 New Zealand Trucking

November 2020

L

ong before DAF became an independent part of the Paccar company (builders of Kenworth and Peterbilt trucks) in 1996, the Dutch truck maker had a relationship with another large American commercial vehicle manufacturer. In 1973 a cooperation was set up between DAF Trucks and the International Harvester

Company. This led to the introduction of a few ‘bastard trucks’.

One was based on the International Paystar and went through life as the DAF N2500 series. This bonneted model was intended for heavy-duty work in export markets. In the 11 years the Dutch manufacturer was part of IHC, the DAF N2500 ‘conventional’, as well as an International-badged forward control chassis with DAF cab for the South African market, combined the best of both worlds. In Europe an International Paystar 5000 construction chassis was sold that proudly displayed the DAF name on the big bonnet.

Production of this hybrid on/off-road truck that went through life as the NAT2500, 2505 and 2506 lasted only two years. No more than 15 units were built and it is said that only two survive. One of these rare N2500 series trucks is owned by Dutch truck enthusiast Ad Verdel from Oudewater. The second wagon is in the hands of

1

2

Above: The DAF NAT2500 was a mix of European and American technology. Inserts: 1) The Paystar cab is rather utilitarian but does have a comfortable DAF driver’s seat. 2) The 250hp DKA1160 6-cylinder DAF diesel engine was reconditioned and now runs very smoothly. 3) The sleeper box comes from a 1960s Kenworth that Ad also owns. the factory-sponsored DAF Museum at Eindhoven.

Ad, who already owns a good number of classic DAFs, was looking for a rarer model to add to his collection.

“In 2005 I spotted one in an ad in a French oldtimer truck magazine,” he says.

“The seller was a construction company in Toulouse. When I finally got a chance to pay them a visit the vehicle turned out to be in such a poor state

The double-drive tandem and sliding fifth wheel are DAF.

that it was not really worth restoring. That was in 2005.

It took 10 more years before I discovered another one on a Dutch auction website. The owner was a showman in Limburg province.

“The 6x4 tractor dating from 1975 had originally been on the road as a tipper truck with a construction firm in Sainte Eulalie-en-Berg in France. Dutch DAF agent Allers in Venlo had imported

the NAT2500 in 1991 to turn it into a custom truck for promotional activities.

They transformed it in-house to a metallic blue 6-wheel tractor sporting a lot of bling.

Then in 2013 it was bought by showman Marel, who wanted to transport his funfair attraction around the country with it.”

The rare DAF, however, was not in as good a condition as Ad thought, or had hoped,

3 when he bought it in 2015.

“Mechanically there was a lot wrong and under the striking blue paint the body showed rust in many places.

Marel gave me a new fender and two new doors with it.

The truck was in running order, but only moved in first and second gear. Clearly something in the Fuller box was not okay. The 250hp DAF DKA1160 diesel engine appeared to be in reasonable condition. I think DAF dealer Allers had reconditioned it.

They had also shortened the tipper chassis and made a tractor with an adjustable DAF turntable of it.”

To patch up the cab Ad contacted truck restorer Theo Klaassen in Echteld.

“He replaced some body panels and fabricated a number of smaller parts that were missing or in too poor condition to reuse. Kees Verdouw and Ben Wouters, two mechanics I have known for more than 20 years, also

New Zealand Trucking

November 2020 65

helped me a lot. That is worth gold, because if you have to outsource every little thing it becomes a very expensive hobby.”

Under the typical American bonnet and cab of the 2500 is a DAF DKA1160 6-cylinder diesel engine, a Fuller RTOF9513 transmission, and a 26-ton DAF tandem axle setup at the rear. The fully flat chassis rails come from the International Paystar F5070. However, up front this is altered to accommodate the DAF engine. The steering mechanism is ZF and the dual circuit brake system is also European. The latter gave the men some hard thinking because a good part of it was missing.

“The problem was that we did not have a diagram of this type of DAF,” says Ad. “In the end we started from the installation in a DAF 2800 6x4 chassis which turned out more or less the same. The axles of the 2500 are also DAF sourced. The next problem that arose was the electrical installation that was for the greater part missing. Because this was American it took nearly a year before we found somebody who could sort it out!”

What the old-truck enthusiast cannot understand is how this NAT2500 ever came through the MOT test

when it was still in the hands of DAF agent Allers. “Maybe the last owner Marel has fumbled with the electrics,” Ad says. Under the belt the truck was also in a worse shape than expected.

“When we dismantled the tandem axles a spring pack was found to be broken.

But on the positive side, the pure American interior was still complete and only needed some patching up.

Remarkably, the Paystar cab is more spacious than a Kenworth or Peterbilt of the same age. The truck also rides more comfortably than a US tractor and the DAF engine runs much quieter than a Cummins or Detroit.”

The new owner did not add a lot of chrome or fancy paint.

“I wanted the truck to look utilitarian and not as a show truck.” Because the tractor had a rather long wheelbase, a typical American sleeper box was fitted behind the cab.

However, Ad says with a smile, “climbing into it, your body has to be pretty flexible!”

In conclusion, mixing the best of two worlds, the rare DAF ‘conventional’ was not a bad truck at all. Unfortunately, the story of this ‘bastard’ truck had long ended by the time IHC and DAF opted to split their operations for good in 1983.

1

2

3

1) In the late 90s DAF agent Allers transformed the originally French tipper into a show truck.

2 & 3) It took Ad Verdel five years to restore the International-DAF and make it into a very rare heavy-duty tractor. 4) Ad owns one of only two surviving N2500s in Europe.

C

P

4

H

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Dew’s Operator: Jewel P&C Hughes (Putaruru Diesel Services) Engine: Mack MP10 (685hp) Transmission: Mack mDRIVE 12-speed AMT Operator logistics46-160 Ltd, Mount Maunganui Rear axles: RoadexMeritor Driver Frank Rear suspension: Richards Hendrickson PRIMAAX air suspension Engine 0Xi11, 460hp Body/trailer: Kraft Transmission Optidriver Features/extras: Bigfoot CTI. Red Dot air con. Offset front Rear axles Renaultrims.

P2191 with hubdrop reduction Stainless visor, mirror panels, bug Truck body Flat deck with front mounted PK12000 deflector.

Custom light panels, 6” stacks, Palfinger cranepre-cleaners. King Bars Texan bumper. intake Features Disc brakes, Bluetooth, Interior – Malcolm Cab Solutions.

Dura-Bright wheels Paint: Sign alloy writing – Truck Signs Ltd Operation Carting roofing material around Operation: Log Cartage central North Island the Bay of Plenty area Driver: Peter Hughes Sales: Glen Keane Renault Lander 460.32 8x4

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

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New Zealand Trucking November 2020 69 11 November 2015 NZ TRUCKING

new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks. What’s more, there’s new technology and advanced design features showing up almost every month.

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

Two brands in a bubble A couple of Kiwi classics in the form of Mainfreight and Domett come together to keep the country fed and clothed. The bedazzling 6-axle B-train set built for big-blue contractor Black Dog Trucking is set up with ferry tie-downs, mezzanine floors – interchangeable

between the trailers – stainless rear light bar, chrome hubcaps and wheel-nut covers.

Features: High tensile chassis, SAF INTRADISC 19.5’ disc brake axles, WABCO SmartBoard on each trailer.

Domett

Not built to seek glory Every day will ‘Rock’ with this brand-spankingnew 7.7m 2-axle semi trailer built

by Transport and General Transport Trailers for West Roads in the South Island. Designed to deal with

double skin doubleswinging tail door.

Hella and Peterson LED lighting provide the necessary nighttime illumination.

the toughest times, the semi has a Hardox body with 10mm thick floor, 6mm sides, and a

Features: ROR 22.5” CS9 axles and air suspension.

Drum brakes. Steel wheels.

Transport and General

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 70 New Zealand Trucking

November 2020

KIWI 175

A classic red uncorked!

Heagney Brothers from Blenheim in the top of the South Island has just received its new Scania setup from Patchell Industries to cart wood. The truck sports a galvanised cab guard, fixed stanchion layover bolsters with restraint chains and twitches, trailer carriers, tank guards, weigh system and LED lighting.

The trailer continues the bolster theme as above, on an EV03 stepped chassis with bolster riser, LED lighting, and Alcoa alloy wheels.

Features (trailer): Hendrickson INTRAAX disc brake axles and air suspension. WABCO EBS braking.

Patchell Industries

All decked out, ready to go Hynds Pipe Systems has just commissioned this Domett flatdeck 4-axle trailer into its specialist transport operation. The deck is built to cope with the demands of point loading, and both head and tailboard are also heavy duty to cope with load demands. Completing the build are alloy tool and

bearer boxes, ferry tie-downs, and alloy wheels.

Features: SAF INTRADISC disc brake axles and air suspension. WABCO braking system.

Domett

Spec your trailer on KIWIs – the new tyre of choice for KIWIs KIWI 16

KIWI 17

KIWI 175

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

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Multi use tread pattern Urban/highway/off road Puncture resistant 17.5mm extra deep tread

265/70R19.5

215/75R17.5 265/70R19.5

265/70R19.5

New Zealand Trucking

November 2020 71

MINI BIG RIGS

LIKE GRANDFATHER, LIKE GRANDSON

Hugh MacLennan and his grandson, Levi Kingi (13), have taken on a new hobby that transcends generations – hand-building models.

Story by Gavin Myers

L

evi Kingi must be one of the most enthusiastic youngsters to have contacted us in recent times. Following our Lego

72 New Zealand Trucking

Photos by Hugh MacLennan and Levi Kingi lockdown competition, Levi sent us some pictures of the models in his collection – models made by him and his granddad. Levi’s passion was palpable, and so we got in

November 2020

contact with granddad Hugh to find out more.

Hugh’s a retired truckie and was most recently an ownerdriver for Neville Brothers (operating as Tarewa Haulage

based out of Kaukapakapa), having sold off the rest of his own fleet bit by bit. Hugh says his time at Neville Brothers kept his interest in trucks going, but once he eventually sold his truck and retired he turned to model building to express his passion for trucking.

“Now I’m retired I thought I’d quite enjoy doing them, just pottering around and keeping the mind busy,” Hugh says.

Like his granddad, Levi’s interest in model building stems from a passion for trucks entrenched by Hugh

II

E E lo lo T T a a N N S S

Proud model builders, Hugh (left) and Levi. taking him on jobs when he was still driving. “He’s always been mad keen on trucks – really truck-mad and farmmad,” says Hugh.

Hugh tinkers away on the models in his shed in Te Kowhai, with help from Levi

on the weekends and during school holidays. They’ve made nine so far. “The first couple I built I made out of wood. They were stock trucks and trailers fashioned on the Neville Brothers fleet,” Hugh says.

It’s fair to say the models have become technically more advanced over time.

They’re now mostly made from aluminium, which Hugh folds and rolls by hand. They all have steering and some have suspension springs.

More impressive is Hugh’s technique. “I get a picture of the truck and scale it to what I think is balanced, all with the eye. Some of them are not totally uniform because of the aluminium being hand-rolled, but that’s all part of it,” he says.

The build process takes a week to 11 days, depending on how complicated the individual model is. The latest is an 8-wheel milk tanker with independent suspension.

Echoing the sentiment of veteran truck model builder Gordon O’Riley in the story ‘A lifetime of model building’ published in the September issue, it’s great to see model builder hobbyists sharing their passion and enthusiasm for the vocation we call trucking, and the hobby of model truck building. Hugh and Levi’s story proves that, young or old, that passion and enthusiasm is best shared.

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LITTLE TRUCKERS’ CLUB

JUST FOR FUN These two grids each contain a 9-letter word that relates to the trucking industry in New Zealand. Can you figure out what the words are? How many other words can you find with three or more letters? Have fun kids!

N

T

A

P

R

HI LITTLE TRUCKERS!

R

O

S

T

I

E

C

R

Y

M

N

A

H

First up I would like to thank all of you who entered our Spring Colouring Competition. Congratulations to Kobe Mack and Xander Horrell! Also, congratulations to Oakley Thompson who found our LTC Logo on page 10 of the October issue.

All of you keep a look out for your mail; a cool prize is heading your way!

Next month we have our last magazine issue for the year and that also means school holidays are coming and I am going to quiz you all on the Fun Facts we have learned this year. Grab all the copies of New Zealand Trucking magazine you can get your hands on because if you get all the answers correct, you go in the draw to win an awesome prize pack.

Meanwhile if any of you have any fun facts or jokes of your own you would like share right here, please send them in to me at rochelle@ nztrucking.co.nz and they might just get printed. How fantastic would that be?

Just for fun answers: transport, machinery.

Xander Horrell

SPOT THE 5 DIFFERENCES

Kobe Mack

Fun Fact How Kenworth got its name

FIND THE LITTLE TRUCKERS’ CLUB LOGO JOKE OFNTH: THE MO

stuck I dreamt I wk’ass tail pipe uc inside a tr night… last ted!

I woke up exhaus

In 1923 Harry Kent and Edgar Worthington took over an American company called Gersix Manufacturing Co., which built a range of trucks first released in 1915.

They renamed the company Kenworth Trucks Co. The name is a combination of both partners’ last names, ‘Ken’t and ‘Worth’ington.

Spot the difference answers: bin light, truck mirror, rock, bottom grille, truck light.

74 New Zealand Trucking

The Little Truckers’ Club logo is hidden somewhere in this issue – find it and let me know where it is and you never know your luck, you may just win a wee prize! You can email me at rochelle@nztrucking.co.nz.

November 2020

NZT 19

GO

NZ Owned, NZ Operated, OEM Approved

www.nzblue.co.nz | 0800 ADBLUE ® = registered trademark of the Ver-band der Automobilindustrie e.V. (VDA)

NZT 1922 AdBlue Ad A4 V2.indd 1

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BOOK REVIEW

EXPLORING NEW ZEALAND’S

TOY TRUCK

HISTORY

TOYS OF ROAD VEHICLES MADE IN NEW ZEALAND Review by Christopher Moor

76 New Zealand Trucking

catalogue pages, and dynamic black and white and colour photos make for a good read. However, you may discover the book is a tad heavy for reading in bed.

When finding out about the toys made in the bad old days of rigid import controls, you may be amazed at how many toy manufacturers this country once had.

Import deregulation contributed to the demise of Fun Ho! in 1982 after more

than 45 years of toy-making.

A challenge for collectors would be to find the lead trucks made during the company’s Wellington years,

TOYS OF ROAD VEHICLES MADE IN NEW ZEALAND Book by Carville Stewart, published 2020 260 pages, 96 in colour Price $55 plus postage To order: contact author, carvillestewart@gmail.com

November 2020 1120-10

W

as your favourite toy truck a Buddy-L or a Tonka? Maybe one by Fun Ho!, Lincoln, Tri-ang or Micro Models? Whether the toy was plastic, wooden, diecast, or pressed metal, you’ll probably find the model in Toys of road vehicles made in New Zealand.

In-depth research, company profiles, vintage advertisements, classic

circa 1935 to 1945.

In 1953 a boy could build himself a truck from the Meccano set he’d saved up for, but he could not buy the latest Dinky Toys truck at the same shop. The reason was Meccano was classed as an educational toy and Dinky Toys weren’t. To fill the demand for Dinky-type diecasts, Lincoln Industries leased the dies for Micro Models from Australia and cast them in New Zealand.

Lincoln made two Commer articulated truck variations that were not produced in Australia, and issued some Micros as kitsets.

New Zealand toy truck manufacture in the 1950s would not be complete without mentioning the popularity of friction drive and clockwork lorries by Tri-ang.

No model values are included in the book. Author Carville Stewart says toy trucks made in New Zealand are now rare, especially if mint and boxed. He makes no connection between value and rarity. “Value is always in the eye of the beholder!”

Carville is an enthusiastic collector of New Zealandmade toys. He is the organiser of the Christchurch Toy & Hobby Fairs and a foundation member of the New Zealand Model Vehicle Club. His Toys of road vehicles made in New Zealand earns a place in any model vehicle collector’s library.

Daimler

The ultimate truck range is here We are excited to announce the arrival of the latest products out of Daimler factories in Europe and the United States, with the new Actros and all-new Freightliner Cascadia available in New Zealand.

With exceptional levels of safety, fuel efficiency and a number of industry first features, we have an extensive range of heavy-duty prime movers to suit a variety of applications.

For more information, contact an authorised Dealer near you.

Authorised North Island Dealers

Authorised South Island Dealers

KEITH ANDREWS TRUCKS LTD Ph: 0800 487 825 www.keithandrews.co.nz

CABLEPRICE LTD Ph: 0800 555 456 www.cableprice.co.nz

TRUCKS AND TRAILERS LTD Ph: 0800 327 777 www.trucksandtrailers.co.nz

1120-10

Mercedes-Benz is a registered trademark of Daimler AG. Freightliner is a registered trademark of Daimler Trucks North America LLC. Published by Daimler Truck and Bus Australia Pacific Pty Ltd ACN 86 618 413 282.

Daimler_NZ_PressAd_V12.indd 3

10/6/20 8:31 pm

WHAT’S ON NZ Trucking Association 2020 Trucking Industry Summit

Wheels at Wanaka

21 November 2020, 9am to 4pm

Three Parks, Ballantyne Road, Wanaka

Riccarton Racecourse, Christchurch Free to attend

Contact: Colleen Nisbet 021 780 674, www.wheelsatwanaka.co.nz

Contact: Rebecca Dinmore 03 349 8070, rebecca.dinmore@nztruckingassn.co.nz

Brisbane Truck Show

www.nztruckingassn.co.nz/trucking-industrysummit-2020

Truck drivers’ Christmas day out 13 December 2020

3 and 4 April 2021

13 to 16 May 2021 Brisbane Convention Centre Contact: 0061 7 3376 6266, or email admin@brisbanetruckshow.com.au www.brisbanetruckshow.com

Assemble at J Swap Contractors, Pepper street, Matamata Registration essential – 50 places only Contact: Dave 027 477 8775

Wings and Wheels Thames 30 January 2021 Contact: Mary Thompson 027 200 3433, 07 868 5699

78 New Zealand Trucking

November 2020

All scheduled events may be subject to change depending on weather conditions etc. It is suggested you check the websites above before setting out.

Show organisers – please send your event details at least eight weeks in advance to editor@nztrucking.co.nz for a free listing on this page.

80 Moving Metrics 82 Market Comment 84 Incoming Cargo – Toyota Hino JVs 86 IRTENZ – Electric axles 88 Truckers’ Health 90 Health and Safety 92 Legal Lines 94 NZ Trucking Association 96 Road Transport Forum 98 The Last Mile B R OUG HT T O YO U B Y

MOVING METRICS

THE SALES NUMBERS New Zealand Trucking shows you 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.

3000

NC (heavy goods vehicle) Number of units

2002

TD (heavy trailer)2000 1500

1135

892

1000

A table of all vehicle classes can be found in Table A of the Land 500 First registration off NB and NC class vehicles for Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 September byand manufacturer First registration off NB NC class vehicles for https://www.nzta.govt.nz/assets/resources/rules/docs/vehicle0 September by manufacturer 70 63 dimensions-and-mass-2016-as-at-1-june-2019.pdf YTD 2019 YTD 2020 70 60

Number Number of units of units Number of units Number of units DA DA F F

60 50

30 20 20 350 20 10 2000 300 10 0 250 0 1500 200

200 126

125

150 100

1000 150

50 0

NB

NC

100 500 50

TD

Heavy vehicle class

0 0

First registration off NB and NC class vehicles for September by manufacturer 63

Number of units

60

50

50 40

46

32

30

34

23

20

20

35

31

16 11

10

24 20

17 6

18

15

8

AN

Be nz Sc an ia UD Tr uc ks Vo lvo Ot he rs

M

ed es

M

er c

Hi no

Isu zu Ive Ke c o nw or th

DA F

Fu so

0

NB

80 New Zealand Trucking

s

60 50

NC

53 44

6 1826 6 243

20

18

8

15

8 1135

125 892126

NB

NC

NB

NC

NC YTD 2019 YTD 2020 Heavy vehicle class

50 60

50 40 350 30 40 300 16 30 20 250 9 16 10 20 200 9 10 0 150 0 100 50 0

274 13 11 12 226 10 13 11 12 10

TD

NB

294

14 14 14 14

9 7 9 7

243

3 3

6 6

NC Sep-19 Sep-20 Heavy vehicle class Sep-19 Sep-20 Sep-19

November 2020

First registration of TD class heavy trailers for September year on year by manufacturer

1627 226

17 294

First registration of TD class heavy trailers for Sep-19 Sep-20 September yearofon manufacturer First registration TDyear classbyheavy trailers for 53 September year on year by manufacturer First registration of NB, NC and TD class vehicles for 53 44 September year on year 44

60

70

11 16 11

NB

Sep-20

Number Number of units of units Number of units

Sep-19

23

2002 274

Fu Fu so so

243

226

250

12 12

9 9

Sep-20

5 5 5 5 126 125 Ot Ot he he rs rs

40 30

Do Do m m et et t t

Number of units

50 40

294

274

300

46

Fr Fr ue ue ha ha uf uf

350

63

50

First 50 registration of NB, NC and TD classes year on year 4635 34 to date 32 31 3000 35 First registration of NB, NC and TD class 34 vehicles for 24 32 3123 20 20 2462 18 17 September year on year 16 15 2500 24

TM TM C C

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

1826 A trailer that has a gross vehicle mass exceeding 10 tonnes

1627

Tr Tr TE TE an an S S sp sp or or tT tT ra ra ile ile rs rs

1500

A goods vehicle that has a gross vehicle 2462 mass exceeding 12 tonnes

2500

1627

1135 A goods vehicle is a motor vehicle that: 892 1000 (a) is constructed primarily for the carriage of goods; and (b) 500 either: (i) has at least four wheels; or 0 (ii) has three wheels and a gross vehicle mass exceeding YTD 2019 YTD 2020 one tonne.

A goods vehicle that has a gross vehicle

3.5 tonnes not First registrationmass of NB,exceeding NC and TD classes year onbut year to date exceeding 12 tonnes

2462

This summary includes data from two heavy truck classes 2002 2000 1826 and one heavy trailer class.

Number of units

NB (medium goods vehicle)

Pa Pa tc tc he he l ll Ro Ro l ad ad m m as as te te r r

Vehicle type 2500

Description

Isu Isu zu zu Ive Ive Ke Kceo co nw nw or or th th M M M M er er A A ce ce N N de de sB sB en en z z Sc Sc an an UD UDia ia Tr Tr uc uc ks ks Vo Vo lvo lvo Ot Ot he he rs rs

to date

3000

Vehicle class

M M .T .T .E .E . .

This information is put together from information provided by the NZ Transport Agency statistical analysis team and First registration of NB, Portal.

NC and TD classes year on year through the Open Data

Note: vehicle classes are not the same as RUC vehicle types or driver licence classes.

Hi Hi no no

Summary of heavy trucks and trailers first registered in September

TD

First registration of new and used NC class vehicles by year to September 3000

Number of units

2500 45

2000

1

9

27

0

21

1500 1000 500 0

1932

1744

2172

2368

2463

1824

2015

2016

2017

2018

2019

2020

New

Used

2018

2019

rs

Ot he

vo Vo l

M M er AN ce de sB en z Sc an UD ia Tr uc ks

Ke n

Ive co w or th

o

zu Isu

Hi n

Fu s

o

500 450 400 350 300 250 200 150 100 50 0

DA F

Number of units

First registration for NC class vehicles year to date 2018 - 2020 by manufacturer

2020

First registration for TD class heavy trailers year to date 2018 - 2020 by manufacturer Number of units

600 500 400 300 200 100

2018

2019

rs Ot he

TM C

ra ile rs

TE S

po rt T Tr an s

l Ro ad m as te r

Pa tc he l

M .T .E .

ha uf

Fr ue

Do m et

t

0

2020

Due to unforeseen circumstances we do not have September’s RUC numbers to share with you this month.

MARKET COMMENTS

ommentary by Morgan Strong, general C manager commercial at UDC Finance Limited.

NEGATIVE

INTEREST RATES

What are they and what will it mean?

S

ince the onset of Covid-19, the Reserve Bank of New Zealand (RBNZ) has expressed a willingness to do what is required to support the economy – and with the loss of the tourism sector it means the RBNZ needs to

engineer a massive lift in other sectors. To achieve this, the RBNZ is expanding its tool kit to deliver a Funding for Lending Programme (FLP) for banks coupled with a negative OCR, with the aim of driving interest rates lower.

The FLP will deliver funding to banks at levels close or equal to the OCR, so essentially, the FLP would provide cheap funding to the banks in order to provide the headroom for them to lower lending rates further. What impact the FLP will have on lending rates is hard to

quantify at present – it will depend on how large the FLP is, how the interest rate is set, and what conditions the RBNZ attaches to it.

Banks also have other costs that are effectively increasing – retail deposit rates can’t go much lower and increased capital requirements will start from July 2021. It is also worth noting that markets have now anticipated the introduction of an FLP and so some of the decline in wholesale rates has already happened. What we can have some certainty on is that the FLP and negative

OCR will keep interest rates very low for a prolonged period.

UDC is seeing an increase in businesses taking advantage of reduced interest rates by upgrading and investing in new technology and equipment that will not only set them up for a more efficient and sustainable future, but will also allow them to roll with the punches brought by Covid-19. * The information in this article is an opinion of the author and does not constitue financial advice.

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INCOMING CARGO

HINO’S NEW

HORIZON

October was a busy month for Hino Trucks and parent company Toyota, who have released more details of various electric and hydrogen development projects currently on the boil.

Hino XL Series FCEV.

B

ack in March 2020 news broke that Toyota Motor Corporation and Hino Motors Ltd. agreed to jointly develop a heavyduty fuel cell truck, and to proceed with initiatives toward its practical use through verification tests and other means.

The two companies declared ambitious goals to reduce CO2 emissions by 2050 and are developing electric vehicle technologies for widespread use. The Hino Environmental Challenge 2050 was established in 2017, of which one part is the New Vehicle Zero CO2 Emissions Challenge, through which Hino aims to cut its average carbon dioxide emissions from new vehicles by 90% (compared with 2013 levels).

The heavy-duty fuel cell truck in this joint development project is based on the Hino Profia (700 Series), and is being developed taking maximum advantage of the

technologies both Toyota and Hino have cultivated over the years. The chassis is specially designed with the optimum packaging for a fuel cell vehicle, and steps are being taken through comprehensive weight reduction to ensure a sufficient load capacity.

The powertrain is equipped with two Toyota fuel cell stacks that have been newly developed for Toyota’s next Mirai hydrogen fuell cell car, and includes vehicle driving control that applies heavy-duty hybrid vehicle technologies developed by Hino. Cruising range will be set at approximately 600km.

Toyota and Hino have now confirmed that real-world verification testing of the heavy-duty fuel cell electric trucks will begin in 2022 with a variety of Japanese operators in their logistics operations. This includes Toyota, which will use the vehicle to transport parts between the Toyota plants in Aichi Prefecture and Toyota Tobishima Logistics

Center at Nagoya Port.

North American development On the opposite side of the Pacific, Hino USA has announced ‘Project Z’, the company’s development path to zero emissions vehicles (ZEV) across America’s class 4 to class 8. Hino USA has partnered with technology leaders in advanced electrification drive systems.

The ZEV products range from a class 5 SEA Electric SEA-Drive 120a on a Hino M5 (300 Series) chassis, up to a Hino XL Series class 8 tractor powered by Toyota’s Fuel Cell system, as well as a battery electric class 7 tractor with Hexagon Purus’s full electric drive system, and a Hino XL Series class 8 box truck powered by Xos Trucks’ X-Pack battery and electric drive system.

For the battery electric vehicles, Hino will look at both central drive motors and e-axles. The companies will leverage the newly developed Hino XL Series chassis with

Toyota’s proven fuel cell technology. This collaboration expands upon the existing effort to develop the 25-tonne Profia heavy-duty fuel cell truck for the Japanese market.

Hino USA will unveil more details about the technologies and vehicles to come out of Project Z over the coming months. The first demonstration vehicle is expected to arrive in the first half of 2021.

“A fuel cell powered version of the Hino XL Series is a win-win for both customers and the community. It will be quiet, smooth and powerful while emitting nothing but water,” says Tak Yokoo, senior executive engineer, Toyota Research and Development.

“Toyota’s 20-plus years of fuel cell technology combined with Hino’s heavy-duty truck experience will create an innovative and capable product.”

A joint venture with Traton Traton and Hino have signed a joint venture agreement for e-mobility to shorten lead times for future e-mobility products with battery and fuel cell technology.

Back in 2018, Hino and Traton signed an agreement aiming for a mutually

Hino Profia heavy-duty fuel cell truck.

beneficial strategic long-term partnership, established a procurement joint venture in 2019, and have now solidified their collaboration in e-mobility.

Under the joint venture agreement, the two companies will combine their unique strengths to consequently develop electric vehicles including battery electric vehicles, fuel cell vehicles, and relevant components, as well as creating common EV platforms including software and interfaces. Traton and Hino will form a team of advanced specialists from both companies and launch activities in Södertälje (Sweden) and in a second step in Tokyo (Japan).

Traton Group CEO Matthias Gründler said Traton’s mission is to carefully balance the interests of People, Planet and Performance. “This new joint venture with our strong partner Hino is our next important step in electrification, pushing our mission further ahead.”

BYD battery development Following the March announcement, Hino and BYD Company Ltd – a Chinese developer of electric vehicles and electric vehicle componentry – announced in April a strategic business alliance agreement with a focus on collaborating in commercial battery electric vehicle development as well

as in retail and other related business that will promote the adoption of BEVs. Now, the companies have announced a joint venture agreement to set up a new company for commercial battery electric vehicles development. This new venture is scheduled to be established within China in 2021, with BYD and Hino each making a 50% capital investment. It will combine the strengths of both companies to develop battery electric vehicles and electric units, aiming to quickly implement the ideal products for customer needs, primarily in the Asian market. The venture plans to initially launch vehicles under the Hino brand in the first half of the 2020s.

Hino USA’s Project Z will cover all the country’s heavy truck classes.

New Zealand Trucking

November 2020 85

INFORMI NG DECI SI ON-MAKI NG I N TH E ROAD TRANSPORT I NDUSTRY h t t p : // i r t e n z . o r g . n z /a b o u t - i r t e n z

The SAF-Holland TRAKe electric drive trailer axle.

Bosch eAxle for light commercial vehicles.

ELECTRIC TRAILER AXLES MAKING THE MOST OUT OF WASTED ENERGY Electric and hybrid trucks are set to increase in number for sure, but they’re only half the story.

Contribution

for IRTENZ by Russel Walsh (Life Member IRTENZ)

B

roadly speaking, electric vehicles fall into three main categories: • Battery electric vehicles: Powered by electricity stored in a battery pack and recharged externally.

They also recover energy to recharge the batteries when the vehicle is in use.

• Plug-in hybrids: Combine a petrol or diesel engine with an electric motor and large rechargeable battery.

Some of these also have an external charging facility.

86 New Zealand Trucking

•F uel cell vehicles: Convert the energy in oxygen and hydrogen into electrons that power an electric drive motor and charge a high voltage battery.

Advances in technology plus increasing environmental awareness means that electric trucks will become more and more popular. Many suppliers into the New Zealand market are now offering hybrids in their lighter truck range as offthe-shelf options.

One thing that has not been commonly discussed though,

is the fitting of electric axles to trailers.

At the 2018 IAA Commercial Vehicle exhibition in Hannover, Bosch launched an electrified trailer axle for semi-trailers. Other major axle manufacturers have similar products available.

How do electric trailer axles work?

The principle behind these is quite simple; they capture the energy that is created when a trailer is rolling freely along the road and use this to generate electric energy to charge an onboard lithium-ion battery or high storage capacitor (typical storage voltage is 400 volts). Because the drive to the axle is not required all the time, generally only when starting and ascending hills,

this surplus electrical energy can then be used to power trailer-mounted electrical equipment such as fridge units and hydraulics – thereby reducing the carbon footprint created when this equipment is used. Energy can also be captured when braking to further enhance the storage of electrical energy.

It is the generator that captures this energy which can also be used as the motor to drive a trailer axle. It is worth recalling that a generator converts mechanical energy into electrical power; it can also be the same device that converts electrical power into mechanical energy. A generator should not be confused with an alternator; although they do the same

November 2020

New Zealand Trucking

July 2020

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Hella NZ

direction yet. Some manufacturers prefer to have a generator/motor driving each wheel while others have a single motor delivering power through a centrally mounted differential. Both designs provide for each wheel to be driven independently when required, such as when going around a corner.

Ultimately it may come down to cost and consumer choice.

Downside

The Bosch Electrified Semitrailer Axle is estimated to save approximately 9000 litres of fuel per year. thing – convert mechanical energy into electrical energy – an alternator cannot become a motor without extensive rework.

The benefits Tests conducted by Bosch suggest that a fridge unit operated by electricity generated by recovering wasted energy can save 9000 litres of fuel each year.

That’s about 24,000kg of CO2 emissions, (burning one litre of diesel produces 2.68kg of CO2).

A report in the February 2020 edition of Transport Engineer suggests that a trailer equipped with a 22kwh lithium-ion battery charged by recovery energy from the last axle in a tri-axle set could deliver 200Nm of torque to drive the axle. It is

Technology with Vision

claimed that this could result in fuel savings of between 4% and 18%.

A further benefit claimed for fitting motor-driven trailer axles is that it enables the trailer to be moved around a yard or storage facility without the need to couple it to a prime mover.

Design There is no clear design

Electric trailer axles and their associated equipment will increase the tare of the unit, reducing payload.

Summary Innovation will be the key as the industry comes under greater pressure to reduce its carbon footprint. Capturing and using the wasted energy generated as a trailer moves along the road could be one of the innovations.

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alic

TRUCKERS’ HEALTH

Staying healthy in summer

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hen you think about summer, it’s a safe bet the first thing that comes into your head isn’t ‘health’. But there are so many ways we can enjoy our summer while feeling healthy and fit.

Here are some simple ways to feel like a well-oiled machine this summer:

Fire up the barbecue

Fill up the gas bottle and get out your favourite apron and tongs! Barbecues are an easy way to socialise, show off your barbecuing finesse, feed the masses, and it can also be really healthy. Obviously barbecue meat can be fairly high in saturated fat, but if you balance it out with lots of nice salads, then you can have a well-balanced meal and still get in your greens. Plus, nothing beats the smell of a barbie on a warm summer’s evening.

Have fewer bevvies

This doesn’t mean you have to be a teetotaller all summer, it just means reining in your drinking so it’s not the focal point of your summer. For example, take a 6-pack instead of a 12-pack to a social gathering. When you are drinking, have a glass of water between each of your alcoholic drinks. That way you’re staying hydrated and reducing the overall amount that you’re drinking. You can also choose cleaner options, either zero sugar and/or zero carbs – there are plenty out there now!

Stack some z’s

The holidays are a great time to catch up on sleep! During the year, we often get busy and sleep-deprived. With most of us having time off, it’s a great chance to get more sleep. If you don’t enjoy early nights or sleep-ins, it can be a matter of just taking it slow and having more rest. Even if you’re an active relaxer, you could go for a gentle walk, read a book, or relax in the sun.

Mingle

fact one day and not three months. It is easy to let heavy eating spiral on for months and months until well after the Christmas period is over. On Christmas Day, I often choose my one big meal and then eat my other two meals as normal. Let’s face it, everybody loves food. Food, glorious food. But try to eat as many ‘normal’ meals as you can and not have too many triflefor-breakfast scenarios.

Reflect on your year

I know this might sound a bit airy-fairy, but it is important that when we get a chance to slow down and smell the roses, that we take the time to reflect on the year. Looking at what you have achieved over the year can really boost your sense of satisfaction and accomplishment. Reflecting on good memories can boost your mood and help you to look forward to the year ahead. It’s also important to look at the aspects of your life that may not have gone so well or not 100% to plan. Acknowledging what you would like to improve on and focus on in the coming year is a great way to recentre and set goals for your future self.

Keep it positive; it’s not about being critical of yourself. For example, I had originally planned to do an Ironman event this year. Thanks to old mate Covid-19, this was not possible, so I am already brainstorming new events that I would like to tackle in 2021. Be positive and motivating. 

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Seeing friends and family is a great way to ‘fill your cup’ and boost your happiness levels. Your mental health is just as important as your physical health. Reach out to people you may have been too busy to see throughout the year and make an effort to touch base. It’s as simple as meeting for coffee or a meal.

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Slow down on the Christmas calories

As we all know, Christmas Day is a time for family and food, and some more food. Enjoy yourself – eat that Christmas pudding! But it is important to remember that Christmas is in

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Laura Peacock Personal trainer TCA Fitness Club

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NZT 20

McNeill Distribution – Tony Thompson

McNeill Distribution is just one arm of a diverse business that includes timber, property and transport.

there are three key arms to the business – McNeill Distribution, Tulloch Transport (rural transport specialists) and logging trucks.

“It’s a very diverse business. The company as a whole has invested in timber, property and transport. We have over 350 employees and there are always job opportunities in the company, not just as

A family-owned company, McNeill Distribution operates in excess of 70 trucks and specialises in providing transport services throughout the South Island. The extensive fleet includes bulk cartage, crane truck, container transport, bulks transporter and log cartage trucks.

Based at Kennington, near Invercargill, Tony Thompson is distribution fleet manager for McNeill Distribution. He explains

truck drivers.”

His responsibility covers 20 trucks in the distribution fleet, with core business being wood chips and general cartage. “The company owns a big sawmill so a lot of the business is timber out of the sawmill, and wood chips.”

Tony’s role involves keeping an eye on what the dispatchers are doing, ensuring jobs are invoiced correctly and face-to-face visits with clients.

Looking for an easier, smarter way to streamline business and move away from mountains of paper, Tony started using MyTrucking 18 months ago. Speeding up the end of month accounting process was a big driver for the move.

“We were looking for ways to get rid of paperwork and wanted an easier, smarter system. With MyTrucking it’s easy to bring up and find a job straight away. It’s also good for customers who like to be emailed once a job is complete.” said Tony.

Favourite truck?

Macks. They’re just a good truck, the old ones particularly.

Favourite place to get a pie?

The Woodlands Butchery is pretty good!

during the day, meaning the end of month accounting process is far more efficient.

Because MyTrucking is being used in other areas of the business too it gives inter-company transparency as to what’s going on

Favourite MyTrucking feature?

company-wide.

Mobility. Just being able to be out and about and the ability to enter jobs on your phone to your drivers straight away.

Tony appreciates the service provided by the MyTrucking team, and

Favourite trucking route?

of coming to see us. They’re very easy to get hold of and great to

To be honest, up through the Mackenzie Country, it’s nice and easy.

deal with.”

Favourite gearbox?

It’s got to be the Maxitorque Mack 10 speed gearbox.

Favourite way to acknowledge a truckie?

1120-09

It has made invoicing quicker, Tony is able to take care of invoices

Just the good old wave.

NZT 2057 MY Trucking Case Study - McNeill Distribution V2.indd 1

the new features regularly being rolled out. “They also make a point

my trucking www.mytrucking.com

21/10/20 7:42 AM

HEALTH AND SAFETY

Making training count

R

External trainers are normally approved by an external body ecently, I was talking to a man, Dave, who had sat a relevant to the type of training they are undertaking. Hopefully training course that he needed to successfully complete this is a good indication that they are capable, but that’s not to be able to do his job. Doing the training wasn’t always true. Ask your business contacts a problem for him and who they use, check the Google paying for it wasn’t a problem for reviews or Facebook posts. Check with his employer. Dave was looking your workers; ask if they enjoyed the forward to learning something course and what they learned. new, which he was going to be The cost of training is high, so it using in his everyday work life.

We work with should be valuable to your organisation Unfortunately, the training and to your workers. Remember that was not great. Dave passed the organisations that need just passing a course doesn’t guarantee course but didn’t feel that he more health and safety competency. Real learning only starts learned very much. The training knowledge, or more time, when the training is put into practice. was predominately completed than they have in-house.

Continue to support your workers and with a video. This limited the For more information, their development.  opportunity for feedback and review. Dave didn’t feel like he check the website could ask questions when he was www.safewise.co.nz confused or not sure how to use the information in his particular situation.

Tracey Murphy is the owner and director of Safewise Limited, a Training is vital if we want our workers to do the job safely, health and safety consultancy. She efficiently and the way we want it done. Sometimes, training has more than 12 years’ experience is done in-house and other times we have to pay for an expert. working with organisations from It is not cheap, although it’s cheaper than having the job done many different industries. Tracey badly, which may result in injury, damage or rework. holds a Diploma in Health and How can we ensure that training is done well? In-house Safety Management and a Graduate trainers should be people who are experienced in the field.

Diploma in Occupational Safety They may also hold qualifications. It’s not necessary for them and Health. She is a Graduate to have training qualifications, but they do need to be patient Member of New Zealand Institute of and able to communicate well with others. The best person at Safety Management and is on the the task is not always the best trainer.

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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

90 New Zealand Trucking

November 2020

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alic

LEGAL LINES

Drink driving cases could be reviewable

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s many of you may now be aware, there have been several District Court decisions where driving with excess breath alcohol charges have been dismissed on the basis of the wrong advice being provided by police to motorists. However, there have also been District Court decisions going the other way where this defence has been unsuccessful.

The solicitor-general has now applied to the Court of Appeal under section 313 of the Criminal Procedure Act 2011 to have a solicitor-general’s reference in relation to this issue in order to settle the matter once and for all. The Court of Appeal has accepted that there is a question of law and has instructed that the hearing be set down as a matter of urgency.

Prosecution vs conviction

the offence does attract a fine and demerit points. A positive test over 400 micrograms of alcohol per litre of breath is an imprisonable offence which can lead to a conviction and disqualification from driving.

Judges who have been dismissing drink-driving charges have reasoned that there is a material difference in the meaning of the words ‘prosecution’ and ‘conviction’ in light of the new two-tier regime. While the police have chosen not to appeal against any adverse decisions, it is interesting to note that they have now changed the wording in section J of the form to include the word ‘conviction’.

While the police have chosen not to appeal against any adverse decisions, it is interesting to note that they have now changed the wording in section J of the form to include the word ‘conviction’.

When a motorist fails a roadside breath-screening test they are required to accompany the police to undergo an evidential breath test. While conducting testing procedures the police use a form which prompts them to give people their rights. These rights include being given the opportunity to speak to a lawyer and to elect to give a blood specimen. This form is called the ‘Breath and Blood Alcohol Procedure Sheet’ and has 16 sections labelled from A through to P. What has been happening is that after returning a positive evidential breath test, the advice provided to motorists by the police has been inconsistent with s77(3) and (3A) of the Land Transport Act 1998 (‘the LTA’). The advice motorists have been receiving was that if they did not within 10 minutes request a blood test, the evidential breath test they had just undergone could, of itself, be conclusive evidence in a prosecution against them. We know this was the advice being given by the police because this was wording used in section J of the Breath and Blood Alcohol Procedure Sheet.

By contrast, s77(3A) of the LTA requires that a motorist is advised that the evidential breath test they have just undergone could of itself be conclusive evidence that could lead to their conviction. The argument is that the failure to provide the appropriate advice is fatal to a prosecution for drink-driving.

The error in section J of the form could potentially lead to six-years’ worth of similar convictions being appealed because the old form has been used for roughly that length of time. It is estimated that this could affect up to 85,000 drink-driving convictions. So not only does it affect people who currently have active charges before the court, but also people who have drink-driving convictions within the past six years who were unaware that they had a potential defence to the charge at the time they entered their guilty plea.

The courts have been taking a pragmatic approach to the problem by adjourning active cases before the court to a call-over hearing to await the result of the solicitor-general’s reference. For people who have convictions for drink-driving during the relevant period, they can file a notice of appeal against conviction to preserve their position in the event that the solicitor-general’s reference upholds the defence. That means that if the decision is favourable, then it may apply retrospectively to all appeals that were filed prior to the release of the decision. However, there is no guarantee that even if the court finds in favour of the defence, it will rule that the decision applies to earlier cases, but you have to be in to win! 

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

Drink-driving infringement notices

Since December 2014 there has been a two-tier drink-driving offence regime under the LTA. An adult with a positive breath test between 250 micrograms and 400 micrograms of alcohol per litre of breath commits an infringement offence where there is no conviction and no disqualification from driving, but Danielle Beston

92 New Zealand Trucking

November 2020

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NZ TRUCKING ASSOCIATION

Trucking mentoring programme launched

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idden in the industry are passionate, successful transport operators who have done the hard yards to develop and run their businesses. Developing and growing a successful trucking business is not a walk in the park; it takes years of hard work, long hours, and sacrifices.

It can be an isolated business due to location and the fact that long hours mean there is not much time for social interaction.

Low margins and being a highly regulated industry can make it challenging at times. The long licensing process makes it difficult to employ truck drivers when you want to scale up a business quickly, and the hours required for the job can make it difficult to retain truck drivers.

People who run trucking businesses now or have done in the past have lots of knowledge that is rarely shared. Making mistakes is how they have learned. Mostly if you are lucky enough to connect with a business owner, they are generally happy to share knowledge and experiences.

Many industries have mentoring programmes, but transport has not until now.

The New Zealand Trucking Association has launched a formal mentoring programme. The purpose is to tap into existing knowledge, skills and experience, and transfer that to other people in the industry.

For a mentee, it can be a sounding board when they need to discuss a sensitive issue or want verification that they are doing the right thing. A mentor can motivate and empower the mentee to resolve difficult situations or understand a new industry; it’s not about expecting them to do it the way that they did.

Mentoring is a source of guidance whereby one person shares their knowledge, skills, and experience to assist others to learn, develop and progress. Mentoring is more than ‘giving advice’.

Mentoring can be about meeting different needs for different positions, organisations, or individuals. It can range from motivating and empowering the other person to identify their own issues and goals, helping them to find ways of resolving difficult situations, or understanding a new industry. Most importantly, it is not about expecting a mentee to ‘do it the way I did it’, but by understanding and respecting different ways of working or looking at situations.

Mentors can choose to be profiled on the association’s website or have a private profile that only the mentee is shown.

It is all totally confidential for both parties unless they want to publish their experience. This new programme could be a game changer for the industry.

This is just one service that the New Zealand Trucking Association offers to transport operators. The association is also getting ready to launch its transport operators business pack.

After many years of work this is now coming together and will soon be available for members. It will include everything from the things you need to do to start a trucking business to how to make the business profitable and sustainable, as well as ideas on how to improve the back office. It is all about offering modules that members can use to make things easier. It will include downloadable PDF templates and will include details of who to go to for information or help.

The association cost models will be upgraded to include full working cash flows and budgets. It will be a one-stop shop. As things change it will be updated. Membership starts from $33 per month, which grants full use of all the assistance the association provides.

The association recently rebranded and will soon be launching a new website, so watch out for that. To join, go to www.nztruckingassn.co.nz or email Rebecca Dinmore at rebecca.dinmore@nztruckingassn.co.nz. 

A mentor can motivate and empower the mentee to resolve difficult situations or understand a new industry; it’s not about expecting them to do it the way that they did.

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To register to become a mentor or mentee, contact carol.mcgeady@nztruckingassn.co.nz.

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

By Carol McGeady, executive officer NZ Trucking Association

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ROAD TRANSPORT FORUM

Reducing speed limits no substitute for road maintenance

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he Road Transport Forum and its associations have long been concerned with the state of New Zealand’s road surfaces and the impact this is having on safety for those in our industry.

I have, over the past few months, made a real effort to highlight the issue and even invited media to come with me, Hastings mayor Sandra Hazlehurst, deputy mayor Tania Kerr, and local truck driver Antony Alexander, to take a look at the condition of State Highway 5 Napier to Taupo.

What we saw was a complete mess. The road surface is a patchwork of potholes and patches and in places there is so much loose chip and gravel that it moves under your feet as you walk on it.

The side of the road also leaves a lot to be desired. For heavy vehicles the result of dropping a wheel over the white line isn’t really worth thinking about, while very few run-off areas and steep shoulder gradients provide little margin for error. It is unsurprising that over the last year or so eight people have died on this stretch of road.

The problem is, rather than investing in improving road surfaces, the government continually chooses to take the cheap option and simply imposes greater speed reductions.

Just recently the NZ Transport Agency reduced speed limits on SH1 from Taupo Airport to Turangi.

Unfortunately, reducing speeds inevitably increases costs, especially for the freight sector. Those costs ultimately need to be passed on down through the economy, and with trucks transporting 93% of New Zealand’s total freight, the economic impact is likely to be significant.

A journey increased by an hour might not be a big deal to private motorists, but to the transport industry it can substantially alter the freight task. The longer it takes for trucks to get somewhere, the more expensive the journey becomes, the more drivers you need or the more overnight halts are required, and the harder it hits the pockets of New Zealand businesses and consumers.

In some places speed limit changes may be necessary and the transport industry can accept that. But wholesale reductions in speed limits are not a viable long-term substitute for road maintenance and certainly do not come without consequences for our economy.

On another infrastructure-related issue, I was pretty disturbed to see some people in the media seek to blame the driver whose truck was blown onto a load-bearing strut on

the Auckland Harbour Bridge. While I can understand the frustration with the disruption caused by the incident, there is no suggestion that the driver had any control over what happened. The reality is that the driver actually deserves public sympathy for what must have been an extremely scary experience, and we should be grateful that he and other motorists weren’t seriously injured.

I do, however, believe it is important that as a country we take lessons from the incident and the weeks of disruptions it has caused to Auckland’s already congested transport system. I don’t consider it acceptable that our largest city, and contributor of nearly 40% of our GDP, was effectively split in half by a gust of wind.

I have gone on the public record stating that I believe the impact of the incident, the ongoing lane closures and the economic disruption they have caused, deserve a formal inquiry.

A first-world, 21st century city should have far better infrastructure resilience, and when your geography includes a harbour that cuts right across the city, that means it is critical to have a second crossing point.

A second harbour crossing has been mooted for years, yet disputes over what form it should take, what transport infrastructure it should include and how much should be invested, have meant the whole concept has, up until now, been put in the too hard basket.

The ongoing closure of lanes on the Auckland Harbour Bridge will inevitably cost the economy tens, if not hundreds, of millions of dollars. In reality, however, the lack of an alternative crossing results in an economic loss to our country every day. Even when the bridge is running at full capacity commuter congestion results in a major productivity loss and slower freight movements.

It is important that we learn our lessons from the bridge debacle and use it as motivation to invest in the infrastructure that will improve Auckland’s resilience and increase our nation’s productivity. A second Nick Leggett harbour crossing should be back on the table. Chief executive The longer we delay, the more it’s going to officer cost us. 

The problem is, rather than investing in improving road surfaces, the government continually chooses to take the cheap option and simply imposes greater speed reductions.

96 New Zealand Trucking

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THE LAST MILE

And the money tree bears fruit

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ny right-thinking person will have concluded by now that eventually the government is going to have to look at ways of repaying the money it has been splashing around recently. That same person will also realise that there are two main ways any government gets its money: taxes and fees for its services (fees also include penalty payments and fines). Perhaps then, the police’s no-tolerance approach to vehicles exceeding the speed limit signals the start of the government’s approach to repaying debt.

Of course, the spin around this was that there was never a tolerance anyway, and this approach, together with research showing that reducing the mean average road speed results in a corresponding reduction in road crashes and their severity, is the right move. I wonder how many meetings and PowerPoint presentations it took the spin doctors to come up with this? The same thinking people who have worked out the government is going to have to take action to repay its debt will also have worked out that to reduce the instances of speeding on the road you need to ramp up on-road enforcement, but I have not seen any mention of that happening yet.

What I have read so far about this policy change suggests it

will only apply to offences detected by the police on the road; nothing suggests it will apply to fixed or mobile speed cameras.

But surely this will happen, that is if we are to accept for one minute the spin about lowering the overall speed on our roads.

Looking beyond the spin for a bit, we know that the operation of speed cameras, currently done by the police, is to be transferred to the NZ Transport Agency. We also know that provision exists for the NZTA to contract these services to outside organisations/contractors, so it would be pure speculation on my part to suggest a link between the changed approach to speed enforcement and the potential for private contractors to be employed in a detection role. On top of this we cannot forget the absolutely irrational approach to reducing the speed limit by local bodies in some CBDs to make the streets more pedestrian- and cyclist-friendly, even at times of the day when there are few, if any, of these ‘vulnerable’ road users about.

Stick a fixed or mobile speed camera operated by a private contractor on the side of the road at 3am and watch the dollars arrive in the government’s coffers. Then of course there is the potential for an increased revenue stream from the rural roads that because of their condition are unfit to be called a road, let alone a state highway, and have had their speed limit reduced accordingly.

Transmission Gully

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I could not let the opportunity go by without comment on the shambles that is Transmission Gully. Of course the government line is that it is not their fault and they inherited the problem, but wait, who has been in power for the past three years? Why have the issues been allowed to get to the stage they are at, and which will now add another $208 million to the cost? Where has the management oversight of the project been during the past three years? Where is the accountability?

A story I read linked to the completion of Transmission Gully is that NZTA has apparently told a local council that there will be a cut to its road funding over next three years despite the council taking over more roads linked to the project. The reason cited for this cut by NZTA is the need to ‘recognise the limited funding available’ to meet government spending priorities. The spending cuts proposed would see the NZTA’s contribution to road works such as maintenance reduced to 52% from the current 56% (page A10, The Dominion Post, 29 August 2020).

I suggest there is a pattern building here, but then we have been told time and time again to trust the government, so who am I to suggest otherwise? Perhaps somebody needs to remind the government that you cannot command somebody to trust you, you have to earn their trust.  The accidental trucker

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