New Zealand Trucking September 2020

TOP TRUCK – TRENCHMATE’S SLICK EURO

SEPTEMBER 2020

TRUCKING

NEW ZEALAND

SEPTEMBER 2020

COLIN PATCHELL

BULLISH

New Zealand Trucking

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MADE FOR NEW ZEALAND

CONTENTS

22

54

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

World first, first world – DAF double-up

Classics come out to play – blowing off the cobwebs

58

Strength in diversity – Bullish Colin Patchell

INTERNATIONAL TRUCK OF THE YEAR

Official Sponsor

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

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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

OFFICE

Long Haul Publications Ltd 511 Queen Street Thames 3500

THE REST

John Berkley DIGITAL IMAGING

Willie Coyle DIGITAL MANAGER/CONTENT

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

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

This magazine is subject to the New Zealand Press Council.

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

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

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06 Editorial

82 Moving Metrics

08 Road Noise – Industry news

86 About ITOY – Celebrating excellence

20

Letter to editor

40 Longman’s Motors – Where there’s a will 46

Just Truckin’ Around

48 Top Truck – Hay maker 52

Gallery – MH Macks

66 International Truck Stop – Long-haul legend part 2 70

New Rigs

72 New Bodies and Trailers 74 Mini Big Rigs – A lifetime of model building 78

Little Truckers’ Club

79

What’s On

88 Industry Comment – The right road 92 Business Update – Booth’s and Tomoana 94 Share the road – A cyclist loses his mirrors 96 Truckers’ Health 98 Health and Safety 100 Legal Lines 102 NZ Trucking Association 104 Road Transport Forum 106 The Last Mile B R OUG HT T O YO U B Y

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EDITORIAL

FINES AND TAX

I

had a bit of a chuckle when the news broke that police have ditched any tolerance for speed overruns and now exceeding any gazetted speed limit could, and would, likely incur a fine.

Of course, like so much of 21st century’s social engineering strategies, the police have the high ground on this and there’s absolutely no argument against the action whatsoever. Speed kills, in fact speed kills more than anything else, the law is the law, our job is to enforce the law, and if you disagree, you care not for human life. It’s this moral argument that’s been used so effectively across vast

swathes of the economy, and ankle-tapped so much robust consultation and discussion for fear of pariah-by-media on the part of those who dare say ‘but?’

What you have to remember is that a fine is a tax for being bad, and a tax is a fine for being good. Remember around the time of the Budget, the government was quizzed on whether they’d turn to austerity measures as a means to help the economic recovery, having just committed to $50 billion of borrowing. The answer was that wasn’t the intention, and then, all of a sudden, little things creep in. In itself,

against the gargantuan debt, monies gained by snipping the speed buffer seems of little consequence, and remember, it’s a decision based entirely on safety. But as our grandparents tried to teach us, take care of the pennies…

Remember, it’s a long path back economically from this shit-show, so tighten up on a couple of hundred compliance penalties and in 10 years you’ve banked half-a-bill, all without raising taxes. And hey, how easy is it to whip $60 off dad, mum and the kids in the Honda Odyssey for speeding inside the speedometer’s margin of error?

It’s a wakeup call for us,

Dave McCoid

not that we’ll wake up, but we need to be aware of any enforcement that falls under the umbrella of a rule rather than an act. One’s a whole lot easier to tweak than the other, so brace yourself for ‘tweaks’ and nasty surprises. This is just the beginning.

FIGHTING RUN-OFF – industries unfashionable and not in vogue, then all of a sudden essential. Following the decimation of the tourism and hospitality industries in recent months, there’s been a bit of a ‘whew, thank goodness we still have a primary industry’ moment.

Many commentators believe the front lines of defence in the fight against economic devastation will likely lie with our growers and farmers.

But then, just as we need to start cranking into it, the government sends a clear message via an increase in compliance costs, just to reinforce its underlying irritation of the benefit and effectiveness of ancient endeavours.

Likewise, trucking kept the food supply chains open in the first lockdown, and got slapped with a RUC increase

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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– the first industry off the rank to receive a tax increase.

It doesn’t matter if the increase was planned prior to lockdown – our industry suffered like others, but because we’re a soft touch, no delay, 1 July … ‘wham!’

If the farming sector wants our advice, they should agree to comply then attempt to protest in a way that will make Environment Minister David Parker comfortable ignoring them.

I’m keen to see where it goes, because we in trucking also have a potential runoff problem looming on account of the road state.

The fundamental difference between our plight and theirs is, of course, our plight is a failing of government, so impossible to clamp down on or prosecute on the grounds of worker safety or failed

compliance. Theirs has its roots in a perceived failing on the part of some industry practitioners, and in that case, the government gets the mallet out.

Where the situations are similar is they’re both Goliath versus Goliath. How will farmers react? What if they do just flip the bird at the government until the government agrees to have a rethink on terms and sit back around the table, coming up with a more practical, targeted, and staged approach?

In the event the farming lobby is successful, what message will that send us about dealing to our own runoff problem, and more to the point, what will we do?

Dave McCoid Editor

0920-10

I

t’s going to be a fascinating watch to see how the new rules around winter grazing practices play out. We might be able to take a lead on it.

A couple of standouts in it are prohibiting winter grazing on land that has a 10-degree gradient or more, pugging of no more than 20cm depth, and on paddocks where pugging has occurred, a requirement to resow by 1 November. The rules came into force on 2 September.

The farming community appears to be in full backlash mode, with calls for boycotting, and National saying it’ll all be ‘repealed by lunchtime’ in the event they take the seats of power – don’t hold your breath on that, just saying.

Our journey of recent seems remarkably parallel in trajectory to that of farmers

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A

HINO REVEALS NEW 300 SERIES The new Hino 300 Series has landed, bringing with it class-leading levels of safety, comfort and efficiency, while also delivering benchmark levels of on-road performance, says Hino NZ. The new 300 Series is being announced as New Zealand’s safest light-duty Japanese truck, featuring a comprehensive safety package with advanced driver-assist technology that takes an active focus in protecting the life of drivers, passengers and other road users. The new truck features pre-collision avoidance and lane departure warning, factory fitted by Hino Motors Japan utilising technology from Toyota.

Interior ergonomics have been designed to improve the driving experience, with an improved dash layout, ample storage, and new steering wheel controls to enhance driver comfort.

The new 300 Series trucks are powered by either 4- or 5-litre common rail turbodiesel engines that meet Euro 5 standards and which are tuned for a combination of power and efficiency.

Hino NZ general manager Darren Salt is excited to be introducing the new model and says it will make a significant impact in the lightduty truck market, giving a safer, more efficient and more comfortable option for New Zealand drivers and operators.

The new Hino 300 Series is available for test driving around New Zealand.

8 New Zealand Trucking

ugust was a busy month for Scania New Zealand. No sooner had the company announced it would end its long-standing relationship with approved service dealer CablePrice, than it had announced acquiring seven Trucks & Trailers service centres around New Zealand – expanding its dealer network with eight more workshops being set up across New Zealand in key locations. The eighth will be an additional Scania workshop established in Rotorua.

The relationship with CablePrice will officially cease in August 2022 due to a twoyear notice period as part of the termination, while the deal with Trucks & Trailers will become effective from November this year after it serves out a 90-day notice period with Daimler Truck and Bus. Regarding its parting with CablePrice, Scania New Zealand managing director Mattias Lundholm says Scania customers will experience a seamless transition to new servicing arrangements, and it will be ‘business as usual’ with CablePrice dealerships for the immediate future.

“We would like to thank CablePrice for the service it has provided to Scania’s New Zealand network and look forward to continuing this relationship through to August 2022.”

Scania’s acquisition of Trucks & Trailers is also the largest strategic play by Scania New Zealand since the Swedish brand established itself here nearly two years ago, and represents one of the international truck manufacturer’s largest investments in its global brand for 2020.

Lundholm says it is a massive vote of confidence for

From left: Shannon and Mark Wright, Trucks & Trailers owners; Mattias Lundholm, managing director of Scania New Zealand; and Don Wright, Trucks & Trailers founder and director. the growth and direction of the brand. “We have increased our market share by 100% in the past year, and now acquiring these centres significantly expands Scania’s footprint across the country.”

This expansion will lift Scania’s stable of nationwide dealerships to 30, and almost treble its current number of employees to a team of more than 190.

Lundholm says it was also important for Scania to align with a business that shared its values towards its people, customers and community, and Trucks & Trailers was an ideal fit. “Customers are very happy with Trucks & Trailers and the work they do. The industry sees them as a benchmark.”

Trucks & Trailers Ltd is a family-owned heavy and light commercial vehicle business with more than 33 years as one of New Zealand’s foremost heavy commercial vehicle service, parts and sales operations. Trucks & Trailers director Mark Wright sees this move as key to providing long-term stability and further opportunities for the company’s dedicated team.

“One of our key motivations for considering this opportunity was to build on what we’ve already proudly achieved in the past 33 years. It is clear our business philosophies, culture and aspirations are very well aligned and Scania New Zealand provides the scale and infrastructure to continue this on our behalf over the next 30 years and beyond,” says Wright.

In some ways the new partnership brings Trucks & Trailers full circle to when founder Don Wright first started the business in 1988, completing work on behalf of the Scania sales agent of the time.

“I personally believe that we now have the opportunity to put into place a platform that will allow us to achieve all the things we planned to do but in an accelerated, collaborative and supportive environment,” Wright says.

Going forward, Trucks & Trailers will continue to offer authorised sales, service and parts support for MercedesBenz Vans in key locations, with a stand-alone facility under way in Auckland.

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September 2020

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CAPRICORN LAUNCHES ONLINE RESOURCE TO NAVIGATE COVID-19

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apricorn is assisting its members to navigate through the challenging period brought about by the Covid-19 pandemic by launching an online resource that provides wideranging content for all stages of business.

CapHub is a content portal providing easy access to valuable expert business tips and advice, automotive workshop hacks, and important industry data to help develop and improve transport businesses.

This resource includes a variety of regularly updated automotive aftermarket business-relevant articles and information within the business section, while the customer section has been designed to assist businesses to attract, retain and engage with their valued clients.

An industry section provides instant access to a range of reports and event information to keep businesses connected to key support information and activities.

Some examples of the business support now available from CapHub include seven tips to improve cashflow, how creating a great culture can transform your business, and tough decisions – short-term pain for long-term gain. Using social media to enhance your customer service, what signals you may be giving to customers about your workshop, and customer experience being your optimum marketing tools are all current CapHub topics covered for the customers section. These are joined by industry highlight features such as ensuring that your workshop is futureproofed and protecting your business from cybercrime.

CapHub also includes a highly researched snapshot of the auto repair industry from the perspective of members. The Capricorn state of the nation report 2020 is the culmination of Capricorn’s most substantial research project ever undertaken and includes

proportionately equal Capricorn member feedback from all Australian states and New Zealand. The landmark report combines feedback from more than 1500 automotive workshop owners and operators located across Australia and New Zealand, to provide a range of insights on the industry, by the industry, for workshops.

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New Zealand Trucking

September 2020 9

11/02/20 2:22 PM

ROAD NOISE NEWS

Keith Andrews Trucks is now an approved parts and service dealer for Detroit in Hamilton, Auckland and Whangarei.

The appointment joins a list of recent additions to the Keith Andrews stable, including full sales and service of Mercedes-Benz and Freightliner trucks from all sites. CEO Aaron Smith says the business is now well positioned for growth.

“There have been a lot of changes to the business over the past 12 months – by far the biggest being the loss of its founder Keith Andrews. I think Keith would be pretty happy with the progress that’s been made. There is still a lot of work to do to achieve his aspirations – and that’s what drives us each and every day,” says Smith.

“Detroit is a cornerstone of the Daimler product and KAT’s inclusion in the manufacturer’s approved dealer network adds further weight to its position as a Daimler specialist. Now, across the top of the North Island, Keith Andrews Trucks is the one-stop shop if an operator is looking for a Daimler solution.”

10 New Zealand Trucking

T

eletrac Navman has released the next generation of its TN360 solution, which is powered by artificial intelligence and uses a scalable cloud ecosystem that connects data from sensors, cameras, mobile and third-party applications in real time and provides businesses with simplified, smart, predictive and actionable insights.

The TN360 solution marks the next phase of digital transformation in the mobile asset and fleet management market. It serves as a nexus for data collection across all integrated systems such as engine information, driver behaviour, camera sensors, and temperature sensors, as well as information connected via third-party systems.

TN360 constantly collects and processes this ever-changing landscape, predicting critical insights to make an immediate impact on safety, compliance and efficiency.

Traditional telematics systems rely mostly on GPS and motion sensors as they collect a narrow set of data points, centred on location, diagnostics and routing.

These systems process linear calculations and produce important but limited feedback. Teletrac Navman

September 2020

says the ability to capture, connect, and process robust amounts of data with immediacy will transform telematics from a twodimensional map application to a powerful real-time sensor network producing insights for a three-dimensional world.

“The digital transformation of the mobile asset and fleet management space has only just begun,” says Teletrac Navman president Jens Meggers. “Artificial intelligence, scalable cloud technology, real-time computer vision sensors and easy-to-use smart data analysis are completely changing the telematics market. We are at a pivotal step in the industry, digitising vertical industries unlike any time before.”

While previous generations of telematics platforms were aimed at eliminating paper-based reporting and processes, they required users to spend excessive amounts of time analysing digital reports to identify opportunities for improvement. Through AI, TN360 removes that analysis period for its users. The platform enables business operations to recognise patterns of efficiency in order to highlight opportunities in

areas like route planning, logistic workflows, maintenance, driver behaviour, compliance, and fuel management.

Users can quickly receive business intelligence metrics simply by asking a question of TN360’s smart AI engine with voice-command technology, eliminating the challenge of traditional data analytics.

“Our goal is – and always has been – to simplify mobile asset and fleet management for our customers,” said Teletrac Navman vice president of technology Andrew Rossington. “We built TN360 with an AI-first approach on the latest technology stack. We use this technology to process the masses of data collected and turn this into real answers.

The platform converts data into decisions.”

0920-12

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ROAD NOISE NEWS

GET READY FOR THE 2020 NZTA TRUCKING INDUSTRY SUMMIT It’s time to put the regulators in front of the operators again.

The New Zealand Trucking Association’s annual Trucking Industry Summit is planned for Saturday 21 November 2020, at Christchurch’s Riccarton Racecourse.

This is a one-day informative event to bring operators, regulators, and stakeholders together to discuss, question and build relationships.

“So far 2020 has been the year that has changed many lives and life as we knew it, so it’s important that transport gets together and remains focused on safety, technology, health and wellbeing, and be abreast of compliance changes or updates,” says David Boyce, CEO of the New Zealand Trucking Association.

Presenters on the day will include members from the NZTA, CVST, WorkSafe, and more still to be announced.

Among the various topics of discussion are the Covid-19 recovery and New Zealand’s political future.

Mix and mingle networking events will be held on the Friday evening before the summit as well as at the completion of the summit.

Trade partners will be welcome to attend, and trade stands and sponsorship options are available from $200.

Summit tickets are $60 ($50 for New Zealand Trucking Association members) and this includes morning tea, light lunch and access to the Friday evening networking event.

To register and for more information visit https:// www.nztruckingassn. co.nz/trucking-industrysummit-2020, or contact Rebecca Dinmore on 03 349 8070 or rebecca.dinmore@ nztruckingassn.co.nz.

12 New Zealand Trucking

SO SIMPLE, SO EFFECTIVE

M

any New Zealand trucking and heavy equipment companies are already familiar with the Zed One product – previously known as Astrea Oil Filters. Zed One filters are a bypass engine oil filter system that passes a small portion of the total oil flow through a very dense filter cartridge. The high density of the filter removes contaminants down to less than three microns compared to the 20 to 40 microns of a standard (or OEM) engine oil filter.

Operators report the benefits as a huge reduction in contamination – confirmed by oil sampling; a significant reduction in oil changes and oil costs; consistently cleaner oil, instead of the gradual degradation between oil changes; extended engine life; less time off the road and significantly reduced servicing costs.

The environment benefits

too by the mere fact that oil consumption may have been reduced by as much as 80 to 90%. Some operators are reported to have gone to annual oil changes. With constant filtering operators can expect an extra 30 to 40% engine life, says Zed One director Mike Pero.

“Instead of doing regular oil changes only the filter needs a change, and this is a now a five-minute job.

“I did my apprenticeship as a mechanic many years ago and I’ve always understood engines. I saw this product six years ago and watched from the side-line as more and more high-profile operators included the filters as part of their service and maintenance programme.”

Furthermore, the company offers assistance with a condition-based maintenance approach, so that maintenance can be proactively scheduled, and costs reduced.

Importantly, Zed One says the filters only remove dirt, contaminants, wear metal particles and water – and not the oil additives needed for optimum performance.

The Zed One filtration unit is made in England from cast aluminium with a galvanised steel mounting bracket. It is connected to the engine lubricating oil circulating system in a bypass loop using high pressure braided hoses and fittings to SAE standards.

Depending on types some are mounted under the bonnet and some behind the cab – access is made easy, either way.

Replacement filters cost $100+gst. “The cost to install the Zed One filter system is offset by the cost of not doing an oil change with the filter. I ask the question – if the installation is free and the filters come with all these benefits why wouldn’t you do it?” comments Pero.

September 2020

NZT 20

HEAVY DIESEL TESTING TIMES LIMITED

H

eavy Diesel Limited in Tokoroa has been operating for about 18 months and is a new Southpac dealer and CoF and WoF testing station that will serve local transport companies as a one-stop shop for repairs and inspections, as well as offering a 24/7 breakdown service.

To help it offer a high quality suite of services, Heavy Diesel Limited has installed some of the most advanced technology currently available in rising bed load simulation roller brake testing, with the fully optioned MAHA MBT7250 20-Tonne Rising Bed Roller Brake Tester.

MAHA has also installed its MGH-E 16.5t pit jack.

Mick Lauster, managing director of MAHA Australia, New Zealand and Pacific Islands, says that the MBT7250 Rising Bed Roller Brake Tester is highly accurate

and represents an amazingly low cost over its life. “The baked-ceramic roller surface is extremely durable, it outlasts the competition twofold, and it also offers superb traction with wet or dirty tyres. The system is combined with arguably the finest axle play detector available in the industry.”

Two key benefits of the system, says Lauster, are its high throughput and safety for inspectors.

Alex Limbrick of Heavy Diesel Ltd says MAHA was chosen for its reliability and backup service offered in New Zealand, which is factory direct with specialist technicians who only focus on MAHA equipment.

“We can test most vehicles on the road as well as cranes,” he says. “The lift-up bed really helps speed and efficiency when it comes to CoFs.”

According to Lauster, the rising bed load simulation means testing is fast because most of the axles don’t need to be tied down. Safety of the inspector is increased, as he has to lift chains and climb down into the pit less often.

The system is controlled by an Android tablet, making the operation a one-man job.

The axle play detector makes use of hydraulic flat

plates that fully load the suspension so it is tested in the operating position. This means that no jacking of the axle is required, and smooth, slow control of bi-directional movement can be achieved.

The machine also gives the option to test warped rotors or oval drums as well as load distribution testing (single wheel/axle or gross weight).

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ROAD NOISE NEWS

GOVERNMENT BACKS HIRINGA’S NATIONWIDE HYDROGEN FUELLING NETWORK

T

he Infrastructure Reference Group has provisionally approved $20 million for Hiringa Energy to establish New Zealand’s first nationwide network of hydrogen fuelling stations.

This contribution comes as a welcome boost for Hiringa Energy and its key partners such as Waitomo, TIL and TR Group, who are leading the transition to zero emission transport solutions.

The initiative will involve the installation of eight hydrogen refuelling stations located in Waikato, Bay of Plenty, Taranaki, Manawatu, Auckland, Taupo, Wellington and Christchurch. These stations will provide refuelling for zero-emissions heavy FCEVs (hydrogen-powered fuel cell electric vehicles).

This initial network will provide coverage for about 95% of heavy freight routes in the North Island and 82% of the South Island.

“This is an exciting development that can kickstart the use of hydrogen as a low-emissions transport fuel for New Zealand’s energy future,” said Energy and Resources Minister Megan Woods.

“This initiative will have a high impact on transport emissions,” said Hiringa Energy chairperson, Cathy Clennett.

“Replacing a single diesel line haul truck with a zero-emission fuel cell version powered by green hydrogen would be the equivalent reduction in emissions as replacing up to 150 average light passenger vehicles.

“This funding from the

government plays a critical role in stimulating private investment in infrastructure and gives operators the certainty to invest in fuel cell vehicles.

There will be a high multiplier effect from the government funds committed,” said Clennett.

Manawatu the first Hiringa Energy has selected Manawatu as the first of the initial eight sites for a green hydrogen fuelling facility.

“Hiringa’s decision to establish one of New Zealand’s first nationwide network of hydrogen fuelling stations in Manawatu is an exciting development that puts the region firmly at the heart of green freight logistics,” says Linda Stewart, chief executive of the Central Economic

Development Agency (CEDA).

Manawatu is uniquely blessed with what is needed to make green hydrogen fuel at scale; that is, water and renewable energy. The region has over 500MW of green wind energy in production, building or consented, a capacity greater than the South Island’s Clyde Dam. “The Manawatu has excellent locational and logistical advantages, being a distribution point for the lower North Island. It is set to become a nationally important logistics centre with KiwiRail’s regional freight hub, the Te Ahu a Turanga Manawatu Tararua Highway, and Palmerston North’s planned regional freight ring road,” Stewart added.

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ROAD NOISE NEWS

EIGHT DEATHS A NATIONAL DISGRACE

I

n the past 12 months, eight people have died on State Highway 5, or the NapierTaupo Road. A stark statistic and a national disgrace, says Nick Leggett, CEO, Road Transport Forum.

“This is a national issue, as that road connects the central North Island with the east coast and importantly, Napier Port. And it’s deadly dangerous,” Leggett says.

“With Hastings mayor Sandra Hazlehurst, deputy mayor Tania Kerr, and truck driver Antony Alexander, I drove some of the parts of the road where there have been fatal accidents. We stopped and observed how vehicles handled potholes and the

uneven surface.

“The Hastings District Council has been beating the drum locally to try and get the NZ Transport Agency to do something about this incredibly dangerous road.

Alexander drives it 12 times a week and he believes the cost of those eight lives could be spent on the Napier-Taupo Road to help prevent crashes.

According to the Social Cost of Road Crashes and Injuries report, a fatal crash costs $5,071,600. Eight times that could surely reseal the road completely.”

Leggett says the RTF has also tried to take the unsafe state of the road surface up with NZTA. “NZTA’s response

was so unsatisfactory, we wrote to the transport minister – a detailed letter that was very specific about our concerns. Unfortunately, that letter is dancing its way around politicians and officials like a hot potato.

“We are calling for NZTA, as a priority, to concentrate on resealing SH5 – and where required, redesigning dangerous parts of the road.

We believe they must provide a quality road surface that can tolerate the temperature variability in this region, as well as rehabilitating the road shoulders and shoulder gradients, and attending to the vegetation affecting the safety of this important section of the

state highway network.”

The RTF is collecting information on other dangerous routes so it can highlight the risks posed and the costs borne by the industry.

RTF WANTS ANSWERS AHEAD OF ELECTIONS

W

ith the general election coming up on 17 October, the RTF has released its election manifesto, which outlines what it believes are the current biggest concerns of the industry that need government attention.

“The RTF has gone to the five main political parties with our election manifesto and asked how they will ensure the road freight industry’s ongoing health, and subsequently, the health of our economy as a trading nation,” said RTF CEO Nick Leggett.

“We have picked four areas of greatest concern to road freight transport and asked the five main political parties to answer questions. These include plans for economic recovery from Covid19; what is planned to ensure truly fair conditions for employers

and workers that allow freedom of choice and flexibility; what the investment will be in green freight; and views on the Cannabis Legislation and Control Bill and how that will affect workplace health and safety for an industry that shares the road with the public.

“Legalising recreational cannabis is a big concern for people whose workplace is the public road. This concern is based in safety, and evidence that recreational cannabis and road safety don’t mix. We believe there are a lot of unintended consequences that have been given no consideration in this legislation.

“We want our industry well informed on political party policies that will affect them and their futures, so we have set up a website page dedicated to Election 2020,” Leggett said.

To find the most up-to-date information regarding the RTF election manifesto and responses from the political parties, scan the QR code.

The World’s Leading Provider of On-Road Load Handling Equipment 0800 518 006

www.trt.co.nz

hiab@trt.co.nz

ROAD NOISE NEWS

NEW ZEALAND TRUCKING MEDIA PARTNERS WITH WHEELS AT WANAKA

18 New Zealand Trucking

September 2020

vehicles strutting their stuff. There’s live commentary for the visitors as well as many activities on the side – fancy driving a digger or a tractor? Fill your boots.

There will be trade stalls, food and beverage stands, retail, and industry trade as well. About 40 of the 100 stands are booked already. On the Saturday night, registered enthusiasts and their supporters, trade exhibitors and volunteers will be invited to the Shakedown in the Shed event, where they’ll enjoy live bands, food trucks and the show awards ceremony.

Entry is a single $20 cost regardless of how many vehicles you want to enter.

Last year trucks came from as far away as Auckland.

“I’m super excited that we are associated with such an event as Wheels at Wanaka. Trucks and truck and machinery photography has been such a huge part of my life, and this event brings that all together in one beautiful place.

Spanning so much history, it’s a meeting place for so many people where fabulous stories will be shared. It’s going to be the weekend of weekends!” says New Zealand Trucking Media editor Dave McCoid.

“The partnership with New Zealand Trucking Media is such a coup for us,” says Roy. “The industry support that New Zealand Trucking has shown through

the magazine is wonderful and we’re so appreciative of the partnership and the relationship that we’ll be growing into the future.”

The 2021 show programme is soon to be finalised. For more information on Wheels at Wanaka and to buy tickets or enter a vehicle, visit www. wheelsatwanaka.co.nz, or like and follow Wheels at Wanaka on Facebook. New Zealand Trucking Media will also keep you updated in the lead-up to the 2021 show across all our platforms.

0920-11

N

ew Zealand Trucking Media has been confirmed as a platinum media partner of Wheels at Wanaka 2021, supporting the Southpac Trucks Ltd Truck Show.

Wheels at Wanaka is a biennial event, the first of which took place last year. This event really steps away from the traditional formula for a vehicle-centred show, catering to everything on wheels in one place, at one time.

“Wheels at Wanaka is a charitable trust set up by a group of likeminded vehicle enthusiasts,” says Annabel Roy, marketing and communications manager for Wheels at Wanaka. “The first show in 2019 was a bit of an unknown. We went into it with high hopes and enthusiasm, but we really didn’t know how it would go. But the industry support across all vehicle types was phenomenal.”

The show is held over Easter Weekend (Friday 2 to Sunday 4 April 2021). In all 12,000 people turned up to enjoy the 2019 show, with 129 trucks entered into the truck show. Next year, Roy says the organisers expect 20,000 visitors through the gates and at least 200 trucks on display.

The 50-acre showgrounds feature a full-time parade ground that will continuously have the different

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LETTER TO THE EDITOR

WRANGLING OVER ROADS

Y

our in-your-face Friday editorials are a mustread for me, even though they sometimes press my reaction button! ‘Road to Nowhere’ (Friday 14 August 2020) is a great example, where you staked out an all-encompassing position by saying there was “no association at all” between roads and fossil fuels.

We all know one of our greatest emissions challenges is slashing fossil fuel usage (which, together with dairy, is one of New Zealand’s biggest emitters, but far faster growing). In that light it’s worth trying to get our heads around the role roads may or may not play in affecting fossil fuel usage.

So, many thanks for setting the scene for such an important discussion.

One of my roles in life seems to be finding complexity in simplicity, and your comment that you are “pursuing what seems to be an incredibly simple subject” invites that engagement! So I’d like to shift the conversation a little because I think “no association at all”, taken at face value, is not only too sweeping, but also risks clouding some very good points that you do make.

Here are some of those good points: • Roads don’t in themselves cause us to use fossil fuel as a mode of propulsion (which is different from how much roads encourage us to drive).

• A road is “a carriageway that facilitates commerce in the first instance”.

• The quality of our roads

is closely connected to “people’s lives and economic wellbeing”.

• And, “What we need is the political will to build fantastic roads, and fund tomorrow’s propulsion technologies”.

I’m also right with your past editorials that highlight that the trucking sector receives scant recognition for its pivotal role in keeping society ticking along – especially in emergencies like pandemics and earthquakes.

However, roads do play a role – a whopping big one – in determining how often, how efficiently, and how far we drive. And as long as transport is powered by diesel or petrol, that means there is an association between roads and fossil fuels.

For example, a recurring and understandable theme of yours is that of the poor state of our highways, one consequence of which is lowered transport efficiency.

And lowered efficiency means more fossil fuel per tonne moved...

But even good roads, built for higher speeds, see engines pushing against dramatically increasing wind resistance. And then extra engine loads often release disproportionately greater emissions. So even ‘good’ roads can influence fossil fuel consumption the wrong way. (Translating the UK’s Trucklocator blog for New Zealand, it reports increasing speed just from 80 to 90kph can increase fuel consumption up to 28%).

But a much bigger influence of roads on fossil fuel usage is not by trucks at all – it’s by private cars, and the impact

is enormous. Whether it’s catering for our ridiculously inefficient commuter traffic, making it easier to take lengthy driving holidays, or servicing our can’t-do-withouta-car suburban sprawl, far too much of our roading system panders to private fossil-fuelled activities that are either crazily wasteful, or non-essential, or both – and often undermines the viability of public transport in the process.

During August’s Motu webinar on Covid and Climate, Wellington City Council’s sustainability manager Tom Pettit commented that up to 4% of the city’s entire emissions resulted from commuter congestion. It’s not hard to see why from the appalling low-speed fuel economy revealed in the graph he presented.

But in catering for such traffic, our roading system not only encourages the wastefulness of near-empty cars clogging key arterials, but compounds the problem: such arterial feeders then incentivise ever more wasteful city-fringe subdivisions, which brings back the congestion but on a grander scale. It seems urban arterials too have a real effect on fossil fuel usage.

So, if I had a dream for our main highway system, it would be: • build those “fantastic roads” to cater brilliantly for freight, • with policies that slash commuter traffic and strengthen public transport,

• t o help heavy road transport flow so well that lower speeds are acceptable.

Then we’d have a more efficient and happier industry, fossil fuel emissions would take a big hit, and government could heed your call to get on and “fund tomorrow’s propulsion technologies”.

All the best, Lindsay Wood Resilienz Ltd. Nelson Resilienz Ltd. provides information and advice to public and private organisations and individuals needing to deal with climate change issues.

(Being involved in the goods transport media, my slant is never concerned with the ability of a privileged society to go to their job using private mobility, on an extravagant corridor.

Yes, absolutely we need to get commuters who don’t need to be there off the roads, but lumping all corridors into the road resentment category is not the solution, even though, eventually, it will deliver the desired result. A lack of competitiveness, earnings, and prosperity will, without doubt, result in lower commuter numbers. – Ed)

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COVER FEATURE

S EE THE V IDEO I N THE D IGITA L EDITON S EE T HE GA LLE RY I N THE DIGITA L EDITON

WORLD

FIRST FIRST

WORLD In an ever more vanilla world, we’ve always had DAF, doing its thing, its own way. The XF 530 Euro 6 Super Space Cab is the latest dashing Dutchman, and we took a look at the first two here, hoping the DAF flame of independence still burns strong.

T

his month’s road test starts unlike any we’ve ever written before. It starts with a man sitting on a table. Odd as that may seem, it’s a metaphor for so much when you’re talking about the DAF product. The man in question was general sales manager for Southpac Richard Smart, and the table was the utility table that pulls out of the central dash console in the new XF 530 Euro 6.

“You can see how well they’re built,” he said as he pulled the table out, sat on it, and tucked his legs up. Fair to say Richard’s not the biggest unit at 85kg, and as he said, you probably wouldn’t want to push things much further, but this was still a fully-grown man sitting on a pullout table in a truck.

If you’ve read my DAF writings in

Story by Dave McCoid

the past, you’ll know I had a positive bonding experience driving an XF105.510 for a month some years back that’s always engendered a sense of enthusiasm when it comes to investigating the product further.

I’ve also made mention of my observation that the folks at DAF are their own people and have always done their own thing – they don’t necessarily hare off after the herd.

That line of thought originates in the writing of European journos in the 80s and early 90s, Pat Kennett and co, in mastheads like TRUCK magazine. DAF’s individuality has also played a huge part in the brand securing a foothold in Aotearoa (see sidebar). As with all of us, much has changed in DAF’s world over the past quarter of a century, but there’s still an underlying individuality that ‘fingerprints’ DAF’s latest Euro 6

Photos and video by Gavin Myers and Dave McCoid

range as most definitely DAF. They don’t have to be big: the location of the control wheel for the central diagnostics screen on the dash, a proper table, an engine that’s happy being just over half a thousand horsepower. Small things yes, but these days, even if you’re half a step from the madding crowd, you’ll stand out.

Still hip, less square, loved by many The previous XF105 was certainly a softening of the stark ‘squareness’ that was the original XF95, and the XF 530 Euro 6 is even a bigger jump into a more alluring and curvaceous aesthetic. There are few who would argue the 530 isn’t a pretty truck. The new grille takes a couple of minutes to adjust to: some might say the grille and the DAF badge pull the front down a tad too much, that’s probably more a CF thing than an XF. The XF seems well balanced in terms of appeal to man’s primal visual triggers. You see it, you like it, you want to drive it.

Descriptively you could go on forever about the visual cues, suffice to say it’s a whole new animal: grille, flanks, guards, quarters, and glass. Softer looking, slipperier through the air, but

still easily identifiable as a DAF. Launched at the Birmingham Show in 2017, ours is the latest and third evolution of the company’s Euro 6 platform that first appeared in Europe in 2013.

Like some other OEMs, props to Southpac for getting them here before any local mandating of Euro 6. It’s environmentally responsible and shows a genuine interest in their customers’ bottom line, for the one thing operators are quickly learning about Euro 6 is it’s rewriting the book on fuel

consumption, not just clean air. The DAF is no different, with new EAS (Exhaust Aftertreatment System), power and drivetrain improvements, a new climate control system, aerodynamics and electronic architecture all contributing to a potential 7% consumption improvement according to the company.

Oh, if you’re wondering why Birmingham was chosen as the V3 Euro 6’s launch site, it’s all about recognition of popularity. DAF in the UK is king! Tapping into our IToY connections, in the equal to or over 16 tonne market share,

Looking magnificent in Mokau.

24 New Zealand Trucking

September 2020

DAF secures a staggering 29.4% of the UK market. The only place they’re higher is of course The Netherlands at 31.8%, and the average across the EU-plus-three (England, Ireland, Wales) is 16.2%. Talking sales beyond the EU, in 2018 DAF sold one in every five trucks abroad to 77 different countries – outside Europe – a total of 9200 vehicles. So, DAF is big!

Here in New Zealand, there have been Euro 6 evaluation units on the ground since February 2019, sorting out specification fineries and things like optimal gearing and AMT tuning. While that was going on, five master service technicians were trained, dealer service training was sorted with the help of two training engines sourced specifically for that purpose, some flash-as diagnostic laptops were bought, and a $1.1 million parts stock amassed.

The real masterstroke though was the trainers’ partnership with TR Master Drive. Twenty-two trainers across 16 locations will facilitate a free 6- to 8-hour in-cab education for two drivers for every new Euro 6 sold, after which the

drivers will receive an NZTA qualification.

So, by the time New Zealand’s national Road Show for the truck’s launch set sail from Southpac’s Wiri HQ in February this year, all the ducks were well and truly

lined up … and then we all went batty.

Now, where were we?

When we talked to Richard at Wiri in early June, the good news was enquiry was high

and the order book strong.

We were there for a sneaky peek at a truck that was one of a pair we were itching to get our hands on.

Graham and Michelle Redington have purchased the first two XF 530 Euro

6 Super Space Cabs for a contract they have with Foodstuffs Ltd, serviced under their Northchill Ltd brand. One is a 6x4 tractor, and the other an 8x4, which incidently also holds the title of being the first XF 530 Euro

The DAF looks equally at home in the Ngahinapouri country side (top) or on the Waikato expressway.

New Zealand Trucking

September 2020 25

6 8x4 highway tractor with a Super Space Cab in the world. When the Redingtons asked if we’d be interested in featuring them, it was hard to contain our hysteria.

Jekyll and Hyde highway We met driver Kaine Wood in Otorohanga for the first of two nights in the 8x4 with a MaxiCUBE quad reefer on-hook, doing Auckland – Mokau swaps.

“Yeah, it’s a nice machine, easy place to spend a day,” said Kaine as the big Dutchman loafed away from the town, effortlessly collecting kilometres-per-hour without the occupants really being aware.

Loaded with mixed grocery, Kaine said we were about 38 tonne all up, giving us a wonderful 10.3kW/tonne (13.8hp). Imagine an RFL driver of say 1971 having 13.8hp to the tonne?

“It’s typical grocery,” said Kaine. “There’s one leg where we have to keep an eye on weight, most of the rest of the time it’s room that’s the issue more than weight.”

Beyond the town limits and up to speed, we thought back to the test we did in an identically set up XF105 owned by Will Gundesen (New Zealand Trucking magazine July 2018). It was immediately apparent the Euro 6 seemed a markedly different beast in terms

of ride and feel. The fourpoint mechanical and shock absorber cab suspension felt livelier, maybe softer, and the influence of the second steer on the ride seemed more apparent. The conundrum in it all was the roads. I have no doubt whatsoever that in the two years since we rode in the 105, the regional state highway network has devolved further toward an aluminium-barriered highway to hell. Maybe it wasn’t the new truck’s dynamics, maybe it’s the playing surface that caused a slight second steer kick and bit of bobbling. Lateral stability too didn’t appear quite as firm, although it was no issue, and remember, there’s a lot of cab

north of the door’s top sill.

If there was ever a state highway with a Jekyll and Hyde persona it’s SH3.

The northern section from Hamilton to New Plymouth has some of the North Island’s crappiest and patched narrow bits, horrible corners, Mt Messenger, and the other odd nasty pull in amongst it all – definitely Mr Hyde. East from New Plymouth, and it’s the good Dr Jekyll: flowing, rolling country, corners with more accommodating radiuses, and a surface that’s better overall than much of the country can boast. East it’s big Euro, Ecoroll country.

So, the question was, had we got into a new truck for the first time on a shit

The DAF kicks up some spray, heading north at the entrance to the Awakino Gorge.

26 New Zealand Trucking

September 2020

road? If we had, it was doing exceedingly well considering the cab’s gargantuan size.

Our question would be answered later that night, and again in a few days’ time.

Back in the moment, Kaine was all over it though. If you read the sidebar you’ll see he restores one’s faith in the ability of talented youth to carry the industry forward.

He has an unhurried, considered, and cautious approach to the road.

From the ‘never let a chance go by’ department, the opportunity to jump behind the wheel came. A new-model XF 530 Euro 6 DAF. From the instant I was in place I was back six years to the 105, comfy-as, and happy

to deliver the load to Mataura instead of Mokau if needed.

It felt new and swanky, yet familiar, the mark of great design. It was effortless keeping the DAF in its lane and the steering was direct; obviously the 8x4 helps there.

Visibility was great, and that’s good news because it’s been achieved without the need for a huge ‘gorky’ looking windscreen. Thank goodness for that.

The disc brakes were progressive, balanced, and induced confidence, while the TraXon AMT was lightning fast on the changes, and oh my goodness, does this setup like living in the bottom end of the tacho’s green zone or what?

In A-Eco (Auto Economy),

the MX-13 engine will drop right back to 1000rpm or fewer before a downshift is contemplated in the cog swapping department. A couple of times the desire for impetus saw me slapping the shifter just to get things going again. In A-Power things stay a little more lively, and of course there’s ‘M’ as an option.

Dropping off the bottom of the Te Kuiti hill the combined engine and exhaust brake kept the combo well in check. It’s a three-stage setup delivering 30, 60, and 100% of engine braking, which equates to 1760Nm (1300lb/ft) at 1500rpm and 370kW (495hp) at 2100rpm in the top position. Graham

had Southpac’s Brent Morris, a man described as ‘an absolute DAF guru’, rewire the engine brake so it worked off the actuators on the clutch and throttle, ‘like a Jacobs’.

The DPA (Driver Performance Assistant) told me I’d done well, saving brakes, and gave me some ticks, something a person from my era needs to get used to. Obviously your primal reaction is defensive even though the news was good. The thing to get your head around is that the DPA and Seeing Machine bolted to the dash are there to preserve your life, and the truck’s life. The minute I thought about that, it became an incentive. The other thing

New Zealand Trucking

September 2020 27

The MX-13 nestled between the rails. is, if you learned to drive a truck prior to 2000, there’s a lot in your skillsets that are now obsolete, so letting the truck help teach you how get the most out of it is probably handy.

Quirky anecdote time.

Pedals in 2020 are a far cry from those of generations past. Where once there was a full-length brake pedal and a full-foot throttle plate to allow strategic heel-toe downshifts when needed, now they’re most commonly pendulums styled from a Toyota Corolla. ‘I’ve got this’, say today’s AMTs. Having said that, we still prefer an organ pedal layout in terms of biomechanical execution, and comfort.

Sensible over sensational Heading home the truck was

28 New Zealand Trucking

sitting at 41 tonne with a load of palletised product.

We’d swapped with Steve Gunning in the other new DAF. It was the swap truck that night. Steve’s usual ride is a K200 Kenworth, but he was impressed with the DAF’s comfort and improved performance in the short time since he’d done a run in it last.

Into the pitch black, and the LED lights on the LightFix cab bars overhead illuminated the world to a degree we’ve never witnessed. To say they turned night into day is completely inadequate really, as few days provide the brightness these do. If you were having a sneaky number two in the bush on the side of the road a kilometre ahead of the approaching DAF … well, it could be embarrassing. The top-lights on the cab proper

September 2020

enhance standard full-beam, the light bars obliterate all other contributions.

With the chance for the truck to flex some more muscle we found ourselves back thinking about DAFisms, one being their desire not to get tied up in global power races. The new trucks top out at 390kW (530hp), a modest number in 2020, but here we are, at 41 tonne and still with 9.5kW/tonne (12.7hp).

Burning less fuel is where low CO2 resides, and 13 litres displacement at sensible power settings is the perfect compromise between frugality, performance, and longevity.

Under the floor is the latest incarnation of PACCAR’s MX-13 engine, a motor that’s been a star for them throughout its life and guises.

A 12.9-litre common rail unit

with a revamped variable geometry turbo that deploys ERG, SCR, and DPF to deliver Euro 6 emissions, and a tail pipe you could probably lick the inside of.

In this latest, slightly less throaty sounding incarnation, there are improved pistons, nozzles, compression ratio, engine parasitics (bits that hang off it like pumps etc.), and an improved exhaust manifold. It’s a low-revving supremo, with maximum torque of 2600Nm (1920lb/ft) delivered between 1000 and 1460rpm, and peak power of 390kW (530hp) at 1675rpm.

At the point torque drops off the chart, power is at about 388kW (520hp).

Behind the engine in the 8x4 is the ZF TraXon 16-speed AMT and in the 6x4 it’s the 12-speed. It’s a beautifully smooth modular

DIVIDE AND

FORTIFY DAF scaled the market share mountain in New Zealand thanks to local understanding and great support.

D

AF’s presence in New Zealand became more than a quirky statistical outlier at the beginning of 1999 when the CF75 and 85 arrived as active models under the Trucks

by PACCAR brand revamp, following PACCAR’s purchase of DAF in 1996. The acquisition meant the famous European could spread its wings to markets in far-off places, like ours.

For a while they sat alongside the Foden Alpha in the lineup until Euro 4 signalled the Foden’s exit. Early on there was no big XF95 either; they didn’t turn up until 2000. Initially it was all about the rear end and sourcing double drive units that weren’t ‘severe duty’ tagged and so too heavy – remember 4x2 reigns in European line haul. But as an article at the time said, PACCAR’s parts bin fixed that, with Meritor and Kenworth’s AG suspension sliding right on in.

The first proper test in New Zealand Trucking magazine (April 1999) was a CF85 logger brought by Stokes Transport Ltd in Waimauku, (supplied through Continental Heavy Commercials incidentally, not Southpac). The first XF95 test was Mainfreight contractor Ned Kelly in the Hawke’s Bay in the April 2001 issue.

DAF’s story here has never been one of gradual acceptance. Speaking metaphorically, from the industry coalface at the time they turned up, it was a case of ‘Oh, there’s a DAF’ one day, and ‘there are DAFs everywhere’ the next.

The truck’s popularity is a three-pronged

thing from our observation. Firstly, the product offering at the time was bang-on.

Kiwis can take a ‘bit’ of something new, but being a country of tiny businesses we dry-retch at 100% unknown. When the CF85 turned up it had a 315kW (430hp) 12.6-litre DAF motor, void of electronics – itself still largely a scary new world for everyone – yet able to comply with all this new weird Euro II emissions ‘rubbish’. It had a ZF transmission, mechanical rear suspension, single trim level, but with everything we loved about Euros, meaning comfy-as. So, power, simplicity, comfort – and it was Euro, and at just over twohundred ‘Gs’ plus GST for an 8x4, it was pitched right between the Japanese OEMs and much of its European competition.

A clear case of ‘why pay that?’ on one side and ‘Just a few more pingas and you could be in Euro comfort’ on the other.

It was even better for the XF when it turned up because south of the gearbox names like Meritor and KW were clearly visible on some bits, that had also found their way into the CF, as did Eaton Roadranger gearboxes. DAF had pretty much grabbed the market once held by the Fodens, ERFs, and S26 Scammells of the 80s and 90s – ‘the Euro to go, with the bits you know’.

Prong two. Back-up. The key to ensuring the return of any chequebook is support. DAF wasn’t coming into a whole new world where agencies and dealers needed to be established. Understand you’re selling a fallible mechanical device,

fill the parts bin, and fix them the instant they turn up, that is the key to every dealer success.

And third, growth. Apart from the GFC, DAF arrived as New Zealand was growing; there were expansion sales, not just conquests. Instead of replacing something else, operators could put one alongside something else, and then watch how it went. Looking at post-GFC numbers, many of the OEMs have maintained market share in a growth economy, which in itself equates to greater numbers, but the holy grail in times of growth is increasing market share, and that’s what DAF did. Based on NZTA NC data (trucks over 12 tonne), DAF has more than doubled its stake, from 3.1% in 2009 to 7.3% in 2019, peaking in 2018 at 8.9%. If you were looking for a casualty of DAF’s more recent success you’d have to point to Scania, who lost ground through much of that decade, which may explain some of the recent manoeuvrings in terms of their local structure.

In an era where the lineup of trucks in the market is superb, and as we enter uncharted economic waters, it’s going to be a mouth-watering watch for the next five years at least.

Oh … and both original trucks tested, the CF at Stokes and the XF of Ned Kelly’s, received high honours in the trucks of 10 years past in New Zealand Trucking magazine. In fact, Ned still had the XF at the time.

New Zealand Trucking

September 2020 29

and highly configurable transmission, with lightning shifts attributed in part to a pneumatic clutch actuator (New Zealand Trucking magazine, June 2020, Tech Topics).

Kaine powered into the Mahoenui hill, a typical King Country pinch, and the DAF settled in 11th gear, 1500rpm, and 37kph, the place he says it really fights (right on the torque/power crossover).

He intervenes in the gear selection department, choosing to shift or kick

30 New Zealand Trucking

to keep momentum up.

There are no gradual rolling approaches to hills here – it’s flat, and then you’re into them. Predictive Cruise Control is probably in the wings and that may be the elixir to intervention. If the truck could know to get a charge on it might hold momentum as it gets into climbing gear.

“It loses too much ground, yeah. I just give it a tap and it tends to sit here.”

Obviously being a Euro 6 platform truck, don’t try and spec an XF 530 with a

September 2020

manual. Those crazy, hazy days of swapping your DAF’s sprockets yourself are gone.

Finishing off the spec basics, the front axles in the 8x4 are DAF 163N at 7.1 tonne each on parabolic springs, stabiliser and shocks. At the rear, DAF SR1360T single reduction axles at 3.40:1 with diff and cross lock sit on 8-bag ECAS with stabiliser and shocks again, rated at 18 tonne. In the 6x4 the front axle has an 8.0 tonne rating, and the rear runs 3.40:1 on

Blair climbs the hill heading out of New Plymouth. (Below) Cruising past Virginia Lake, Wanganui.

21-tonne bags also.

Brakes are disc, and the trucks run on 275/70 R22.5 rubber on Alcoa Dura-Bright wheels.

Rolling on up back through Otorohanga we turned onto SH39 and aimed the big girl north toward the ‘Tron’.

This road is a better surface for sure, narrow yes, but generally a more consistent surface. This was now the DAF ride we’d expected, and the cab sat as we remember

its predecessor did, with little pitch and roll.

Sensational and sensible A few days later we find ourselves with Blair Leslie in the 6x4 truck on his regular run from Palmerston North to New Plymouth and back. Oh, what different world. This is a run where everything the DAF has to give will be more accessible.

Like SH39 the carriageway

was not antagonistic to the cab’s desire to lavish us in luxury at a serene 66 to 67 decibels – about as rowdy as we could get either truck – and interestingly, it rode and cornered identical to the 8x4 on similar turf.

Aside from emissions, the big step forward for DAF is its arrival on the front lines of safety. The trucks have Adaptive Cruise Control, Forward Collision Warning, Advanced Emergency Braking,

Lane Departure, and Vehicle Stability Control. The great news in all this is there’s no option here either, meaning you can’t buy one without it all. Why? “We didn’t want safety to be an option,” said Richard. “If you sell a truck from stock you can’t retrofit these systems so we took the stance that every Euro 6 DAF would have every safety system available, including air bags, as standard across the range.”

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September 2020 31

Can’t argue with that.

Again, props to Southpac, and they appear to have forced the hand of others.

Blair’s less of an interventionist than Kaine in the gear selection department, although his run lends itself to the AMT world as we said.

“I tend to leave it in auto in town and pop it to manual out on the road sometimes, just to reduce the number of gears it’s changing.”

One thing we noticed was the audible tones of skipping gears was greater in the 6x4, obviously just fewer cogs to choose from. In the 16-speed there are gears for Africa and the skips when they occur are harder to detect.

Of the two, Blair’s truck is doing best on the economy front, at 2.34kpl out of the box only 8000km into a long and happy life, versus the 8x4 sitting at just on 2.0kpl. Three things we’d say to that. One, the 8x4 is on its second driver already, so has had a couple of different styles no doubt.

That was borne out further with Blair in his truck sitting on a 74% DPA score and the 8x4 registering 63%. Two, none of the drivers at the time of writing had received their training; that was booked in and coming soon after. Three, the 6x4’s run is often lighter, and it spends all its days on Dr Jekyll, not Mr Hyde (east SH3, not north). It’ll be well worth a check in about 10 months to see how things are going.

Blair tows a MaxiCUBE quad reefer also, and having had previous form with a previous employer in the Dutch OEM’s lower cab offering, he’s as happy as a sandboy in the new XF ride.

“Love it, just love it.”

Having unloaded at PAK’nSAVE New Plymouth, the DAF heads east for home and we turn our attention to the other spectacular aspect of these two machines, presentation. Another two Northchill units showing

32 New Zealand Trucking

1

2

BIG IS GOOD!

W

hen it comes to cabs, big is definitely good, and DAF’s Super Space Cab is about where it’s at in terms of big. You never get sick of entering jumbo cabs; they always invoke a ‘Bloody hell’ moment, and the near elimination of engine tunnels in big cabovers just exacerbates the impact of the void. These are minimotorhomes.

Standing on the 145mm ‘blip’ in the DAF’s floor, you’ve got 2105mm to the roof. The

September 2020

Northchill trucks have a single bunk, and they’ve come with fridge and microwave.

Starting under the bunk from the right is a bottle holder and pull-out caddy, fridge, and storage bin. There’s under-bunk storage, some of it accessible via external doors. Three big lockers adorn the front overhead, with the microwave in the middle one, and it also has a slot underneath. There are vertical slots along the side walls also. The pull-out table resides in the central

console, with swing-out cup holders beneath that and an oddments tray under that again. You might argue in the single bunk cab there’s potentially more locker space high up – Volvo FH style.

Staying with the sleeper, the mattress is 150mm thick pocket-sprung, and there’s a reading light.

Fit and finish is superb; possibly a little too much plastic high in the sleeper but then there’s a lot of wall to cover and it’s easy to clean. The cab is finished

3

4

5

1) Hercules the wonder table, cup holders are underneath. 2) The fridge and storage drawers. 3) The huge cab with oodles of headroom even for the tallest of occupants. 4 & 5) Typical Euro, the door is huge, and access easy. Opening into the side locker is weirdly small … hard to figure that one. Front flap reveals what you can fill, but there’s nothing to check. It’ll tell you what to fill. in ‘Exclusive’ trim, which is heavy wear plastics and brown vinyl, with silver accents. We think it looks great!

The Northchill trucks have the silver fascia against the brown. Overall it invokes our old chestnut usually reserved for big Euros – serviceable luxury.

Both driver and passenger get air-suspended, heated, ventilated, and doublestitched leather thrones. The driving position is fantastic, with pretty good vision left and right in terms of seeing past the mirrors. We’ve certainly seen far worse. No issues with what you can see in the mirrors either.

Back on the inside, there’s a binnacle/wrap combo where everything falls wonderfully to hand. Fascinating how the builder of some of the world’s ‘squarest’ trucks has always had curvy

dashes. The binnacle follows modern tradition, with two main gauges (odometer and tachometer) and two support gauges (temp and fuel) above.

The fuel gauge has a digital DEF silo beside it – neat.

Under the odometer is a readout related to speed controls and under the tachometer, gear selection stuff. Central in the binnacle is the trip, load, driver and truck diagnostics – and raise the roof in celebration, the control for this is via a handy knob on the dash, meaning it stays still even if the steering wheel does not.

Speaking of the wheel, its smarts control phone and volumes on the left, and all the cruise and speed management functions on the right. Moving down the steering column the left wand is assigned indicator, wipers, and dip, and the right is the manual shifter and auxiliary brake.

To the right of the binnacle are the lights, and to the left the park brake.

Around the wrap we go, and the Northchill trucks don’t have an infotainment unit, just a standard tuner. As usual there’s switchgear enginebrake switches as a result of Graham’s desire to have the system set up like a Jacob’s brake – you can still use them on the wand. There’s climate control, and DAF’s famous direction controller that looks like a wall heater control knob; they work great.

The switches are clustered in groups according to function, and interchangeable, meaning you can put them where you want.

Switches for the interior light and other bits and pieces are on the end of the central console, and there’s more switches overhead of the driver, things like the top lights etc.

The cab can be curtained off, and the sun visor is a huge one-piece blind across the entire windscreen.

Access is a cinch, with great grab handles, four easy steps in, with a bit of a cascade. The doors are typical Euro, meaning colossal, ‘hang on’ in a stiff breeze. As we said above, the lockers are accessible through a somewhat smallish hatch we’d have to say. Why that is we’re not too sure.

Around the front there are canny steps that pop out of the bumper and grille so you can get up and scrub the windscreen, and the one tie-over from its left-hand drive roots is the front flap release under the top step on the passenger side. Lift it up and all you can do is fill the coolant, oil, and washer; there’s no dipstick, it’ll let know.

A crystal clear binnacle and lovely functional wrap. It works beautifully.

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September 2020 33

DAF, right at home. “Poi ... taku poi e!”

immense thought and care in how they’ll look: both trucks with their LightFix bars, LED accessory lighting, colourcoded paint in Foodstuff’s yellow, towing brand-themed trailers. They’ve turned heads and lit up the interweb from the moment they were set free to earn a dollar.

“The setup on both trucks was done by Aaron Headington’s team at Southpac who always do an outstanding job,” said Graham. “Likewise, Fleet Unloading in New Plymouth.

34 New Zealand Trucking

September 2020

Image in Te Rapa. The 8x4 came to New Zealand in Jamacan Blue for the roadshow, and was painted into Foodstuffs yellow later.

You would swear it’s factory paint, it’s that good.”

The Redingtons have done the right thing by not attempting to apply Australian- or US-cultured bling to a Euro, but instead, harking back to the DAF’s origins, presenting two trucks that would hold their own at the annual Truckstar festival in Assen.

“We were particularly excited to work with Graham on these two new Euro 6 units,” said Richard. “They set up exceptionally high spec trucks which really suited the image and presence we wanted for these firsts for the New Zealand market.”

Of course the question has to be asked of Graham, ‘Why DAF?’ “We’re longtime Southpac customers and I can’t fault them, for product or support,” said Graham. “They’re so accessible; even if we want to go and talk with Maarten [Durent, Southpac CEO] he’s right there and available.

I deal with Steve Herring; we’ve had a long and great relationship with Steve and

Kaine Wood switched to trucking when farming was in the doldrums. Farming’s loss is very much our gain.

FIELD TO FREEZER!

T

here’s never been a tougher time to engender a sense of passion for our industry in younger people. For us in the north of 45 set, it was easy.

Riding around with your heroes was part of everyday life for us. People we wanted to emulate, who we wanted to please. Just by being involved they taught us respect, work ethic, to enjoy the journey of life itself, and above all else, the lesson that you’ll get nowhere without people.

Today however, it’s a tough row to hoe for the young ones. They have to find ways to do all of the above, pretty much on their own. So when you find a young driver, still to celebrate a quarter of a century on the planet, who’s polite, engaging, immaculately presented, understands the contribution worthwhile endeavour makes to society, well, you wish you could take a stem cell or 12 and clone them. Meet Kaine Wood, 24.

“Normally I’m the floater, covering what needs to be covered. I’ve driven this a few times already, in fact I did the first load on it. Yeah, it’s pretty nice all right, you don’t know you’ve done it really. Not like the old 104 [Kenworth K104], Graham’s original truck. He’s still got it, and you do a run in that and you know you’ve been at work.”

Kaine was raised in Papakura, his dad is a police officer and mum works at the physio clinic in Tuakau. He left Rosehill College at 16 and wanted to go farming.

“It was when the bottom fell out of the dairy payout that buggered me,” he said. “My boss couldn’t afford to keep me on, so that was that.”

Kaine thought a class 2 driver’s licence might be good to have in the job-seeking armoury, so he secured that first off. A friend driving at OTS Vehicle and Machinery Transport Specialists in Auckland suggested getting his licence and putting his name down there. “I’ve already got my licence,” said Kaine, so he did.

Leison Howell from OTS contacted Kaine and offered a day out as shotgun to see if their line of work was for him.

It was, and so he was taken on.

“OTS was great to me and I gained a lot of experience in that job. I got my wheels, tracks and rollers, and classes 4 and 5. The work variation was huge.

I remember one day blocking a whole street to retrieve a car that had rolled away when the driver had got out without putting the handbrake on,” he laughed. “It had gone through a fence, down a bank and ended up against a house.”

Eighteen months on and it was

to Craig Morris at Pukekohe Hiabs and his first foray into controlled temperature work.

“That was good too, it got me away on runs into the Bay of Plenty.”

More experience gained, and an opportunity at Northchill Ltd saw a move on to a permanent role in bigger gear.

Initially Kaine was on a set run into the Eastern Bay of Plenty, returning via Rotorua each day driving an FH Volvo. From there he progressed to a Taranaki daily return job, but that ended following a review of volumes by the customer. Since then he’s been on the floating work.

“I know all the ‘Foodies’ runs and can jump into any of them pretty much.

I’ve been here a little over a year and a half now and I love it, getting around and meeting people. I think I’ve found my thing.”

‘Found his thing’ he certainly appears to have done, and his approach to the work and his easygoing style in the truck speak volumes for this level-headed young operator.

“Kaine’s a great young bloke, we really rate him,” said Graham. “He’s got a great attitude and future in the industry.”

Suffice to say, farming’s loss is trucking’s gain.

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September 2020 35

we’ve had a great run from our existing DAFs. These two are perfect for the work they’re doing.”

Blair has a hand in glove look about his driving position already, and you’d think he was years into driving this truck, not weeks. The three hours home disappears and even outside watching the truck, the appearance of effortless accomplishment is apparent, too easy. Inside it’s a calm place in a crazy old world.

“I’m looking forward to the training and seeing what I can really get out of it, and know what it can do,” said Blair.

The comment from MAN’s Fredrick Zohm that modern trucks will soon have certified drivers (New Zealand Trucking magazine, June 20) echoed, and the NZTA certificate that comes with this truck’s training is a clear step in that direction. Blair’s got 2.34kpl on a 74% DPA score off his own bat. Again, what’s that going to look like in 10 months?

Summary These first two DAF XF 530 Euro 6s are DAFs in every way, shape and form. Power and performance in 2020 is largely a given, and at over 7.5kW/tonne (10.0hp) regardless of load, they’ll go just fine, and you’ll not find a nicer, more comfortable machine. The reason Europe’s Big Seven are just that is because each has a DNA that marks them. DAFs are just such likeable, honest trucks.

They’re not pretentious, like the exec who’s just ‘at home’ drinking with the boys.

But that’s only part of this story. This is also about cleanliness, efficiency, and safety. Buying trucks nowadays is a long way from securing a mechanical horse for a commercial transport task. Trucks today

36 New Zealand Trucking

Blair Leslie turned to trucks after panel beating and has found an industry that’s both challenging and enjoyable.

TRADING PLACES

I

“

’m a panel beater by trade, but after 16 years doing that I felt I wasn’t being challenged enough, so I went driving,” said Northchill’s Blair Leslie. “To people who reckon it’s easy and say dumb things like ‘just steering nowadays’, I say, ‘have a go! You won’t realise how skilled it is’.”

Now there’s a sentiment industry promoters should seek the use of. What other gems were there? That the Seeing Machine was there to help, not hinder. Likewise, EROAD, and that he couldn’t see anything to get worked up over with either of them. “They’re there to help you, to see if you’re getting drowsy, or a tad too fast, that’s got to be a good thing.

“Driving was always something I’d wanted to explore but never had the licences. That’s why I’ve told my son Lochie that once he’s got his car licence, start on your truck licences straight away. They’re such an asset to have.”

This man appears to be a walking billboard for everything the industry’s been trying to tell pretty much everyone.

Raised on a farm in Dannevirke, 39-year-old Blair has been full-time driving now for eight years. He‘s spent a lot of his working life in and around Palmerston North; the commute over the Saddle Road taking about 45 minutes.

Once he decided to have a change from panel beating, he set about gaining his licences. His first stint behind the wheel was

September 2020

Photo credit: Lochie Leslie.

with Stonecold Distributors in Wellington, and he stayed there for five years before moving to Central Wool Transport – AWE McNicol.

“That was a great job my brother and I did for a season. We serviced a contract for the True Honey Company transporting hives. The work took you everywhere, a fantastic job. We went to the tip of North Cape, Golden Bay, I really enjoyed that.”

From there it was to Gundy Transport Ltd in Palmerston North. Blair was there for seven months and gave it away on account of the six-day week roster, moving to Northchill’s operation in search of a bit better work/life balance. That was just under two years ago.

“Yep, really good.” said Blair. “I like the Tuesday to Saturday roster, it suits me having Mondays off to get things done. The Redingtons are great to work for, they trust you do the job and keep in touch to make sure we’re all good down this end.”

Son Lochie enjoys the trucks, but Blair said he’s just at an early crossroads of decisionmaking.

“He’s just got his first car, he’s on the Palmerston North Youth Council, and enjoys photography and filming. He loves coming in the trucks, but there are plenty of options.”

Now we know why Graham said Blair was great and positive bloke and that we’d enjoy our day out.

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

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

DAF XF 530 FTD 8x4 Tractor (T00TA)

DAF XF 530 FTD 6x4 Tractor (DAFTRK)

Tare: 10,580kg (load certificate)

Tare: 9270kg (load certificate)

GVM: 32,300kg

GVM: 29,500kg

GCM: 70,000kg

GCM: 70,000kg

Wheelbase: 5050mm

Wheelbase: 3900mm

Engine: PACCAR MX-13

Engine: PACCAR MX-13

Capacity: 12.9 litre

Capacity: 12.9 litre

Power: 390kW (530hp) at 1675rpm

Power: 390kW (530hp) at 1675rpm

Torque: 2600Nm (1920lb/ft) at 1000 – 1400rpm

Torque: 2600Nm (1920lb/ft) at 1000 – 1400rpm

Emissions: Euro 6

Emissions: Euro 6

Transmission: ZF TraXon 16TX2640 OD 16-speed (14.68 – 0.82)

Transmission: ZF TraXon 12TX2620 DD 12-speed (16.69 – 1.00)

Clutch: Sachs (ZF) with ZF ConAct pneumatic actuator

Clutch: Sachs (ZF) with ZF ConAct pneumatic actuator

Chassis: 310mm side member, 6mm thick with full length inner

Chassis: 310mm side member, 6mm thick with full length inner

Front axle: DAF163N

Front axle: DAF163N

Front axle rating: 2 x 7.1 tonne

Front axle rating: 8.0 tonne

Front suspension: Parabolic leaf with stabiliser bar and shocks

Front suspension: Parabolic leaf with stabiliser bar and shocks

Rear axle: DAF SR1360T single reduction 2 x 9.0 tonne – inter-axle and cross lock at 3.40:1

Rear axle: DAF SR1360T single reduction 2 x 10.5 tonne – inter-axle and cross lock at 3.40:1

Rear axle rating: 2 x 9.0 tonne

Rear axle rating: 8.0 tonne

Rear suspension: 8-bag electronically controlled with stabiliser bar and shocks – 18 tonne

Rear suspension: 8-bag electronically controlled with stabiliser bar and shocks – 21 tonne

Brakes: Disc brakes front and rear. Dual circuit. EBS

Brakes: Disc brakes front and rear. Dual circuit. EBS

Auxiliary braking: PACCAR exhaust/compression brake

Auxiliary braking: PACCAR exhaust/compression brake

Fuel: 330 litres

Fuel: 430 litres

DEF tank: 75 litre

DEF tank: 90 litre

Wheels: Alcoa Dura-Bright

Wheels: Alcoa Dura-Bright

Tyres: 275/70 R22.5

Tyres: 275/70 R22.5

Electrical: 24V

Electrical: 24V

BOTH TRUCKS Additional safety: Adaptive Cruise Control (ACC) including Forward Collision Warning (FCW) and Advanced Emergency Braking (AEBS); Lane Departure Warning; Vehicle Stability Control; Auto-Slip Regulation (ASR); Hill Start Assist; Reverse Warning.

Additional productivity: Driver Performance Assistant (DPA) – displayed; Eco-roll.

Cab exterior: Super Space Cab with skylight, electrically controlled and

heated mirrors. Four-point mechanical cab suspension. Galvanised steel bumper. LED headlights, daytime running lights and fog lights. Roofmounted air management with side skirts. Universal FMS connector.

Cab interior: ‘Exclusive’ trim (Tan).

Double-stitched high-backed leather heated and ventilated driver and passenger seat (driver arm rest).

Leather steering wheel. Fridge and microwave. Under-bunk storage.

Pocket sprung mattress (150mm

thick). Automatic Temperature Control (ATC), residual heat pump. Pollen filter. Accessory power to roof console (1x12v, 12x24v). Bluetooth, AM/FM 6-speaker sound with connections for GSM and GPS. Hands-free phone with multipoint pairing.

Option/Extras: LightFix roof and side skirt chrome light bars. Colour-coded diesel tanks, bumper, headlamp panel, lower cab step cover, air intake, door handle surrounds, mirror surrounds.

Chromium plated door handles.

New Zealand Trucking

September 2020 37

“D “ speak to so much: the values and professionalism of those doing the cartage, of whoever’s name is on the side, and of those selling the truck. These two trucks speak volumes about every party involved.

Like it or not, the time is coming where truck purchasing decisions based

on safety systems, or lack of them, is going to be tested in court. When that happens, it’ll change the face of the industry.

Southpac has absolutely done the right thing offering a no-compromise policy on safety tech, and in bringing Euro 6 to market prior to it being mandated.

Northchill has done the right thing buying the safest and cleanest trucks it can for its drivers, customers, and wider community, and making them look the way they do demonstrates passion for an industry.

And lastly, Foodstuffs, they’ll benefit from all of the above, the safety of the

DAFs, the cleanliness of the emissions, and presentation of the brand. Where they have done the right thing, however, is belief in Kiwis. That local suppliers and operators, passionate family businesses, can deliver world-class results.

They are the real stories here.

Z

N

Z B re s c re m s fi d

Acknowledgements

38 New Zealand Trucking

September 2020

0920-03

Huge thanks to Graham Redington for all his help putting this test together. Also Kaine Wood and Blair Leslie for letting us intrude on the day’s work. Everyone went out of their way to help.

To Richard Smart and Steve Herring at Southpac for technical information and unfailing help, as always.

Flowing all the way to Palmerston North.

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PIONEERS OF THE PAST

WHERE THERE’S A WILL

This month we’re looking at a South Canterbury company that was one of the pioneers of long-distance stock cartage. Following this story, in the next month or two, we’ll chase it with a modern fleet and compare notes.

Longman’s Motors of St Andrews – 1965 to 1979 Story by Craig Andrews

Photos from Hec Cox and John Tiffen

Longman’s Motors was an innovative South Canterbury Transport company that was one of the early players in long-distance livestock cartage.

Getting going In 1965, three men wanted the challenge of owning a transport company. Hector ‘Hec’ Cox, John Tiffen and Bryan Fowler bought Longman’s Motors in St Andrews, south of Timaru, from Sandy McLaren. Before

McLaren, Jack Slee from Bluff owned the company for three years after buying it from Wattie Longman, who had started the company in 1950.

Hec was a farm manager but had driven trucks for Rollinson Motors from Albury between Cave and Fairlie on

SH8. A claim to fame was driving the infamous ‘Queen Mary’, an R190 International owned by the company.

John was a mechanic/ engineer who worked at a local garage and had operated a D8 bully for the Waimate Lime Co (the same dozer that today resides beside SH1 between Herbert and Maheno, advertising books for sale).

Bryan was a carpenter on the Lyttelton Wharf, although his father ran Makikihi Transport at the time.

The first depot was in Thackeray Street, and the fleet consisted of five trucks, all British built. There were two 701 Morris trucks, an S Bedford, a Commer, and a WEK Austin 120. The Austin was a spreader “when the bonnet wasn’t up,” said Hec. The British trucks were not great, although like most operators of the time the men worked the light trucks well above their limits. John recalls repairing the Austin and then taking it for a test drive, only

Longman’s C1800 ACCO unloading livestock at the Port of Timaru. It was common to butt the unit up to a trailer already in place and run the stock through. Note the A-frame drawbars laying off the right – pre sliding drawbars.

for it to break its crankshaft.

Work for Longman’s was largely centred around the rural sector. There was a contract to Canterbury Frozen Meat carting salt, wool, and hides out of Timaru, plus delivering groceries to local stores. Hec did a bit of driving but was mostly in the office, John was mostly in the workshop, and Bryan drove fulltime.

Early on one of the Morris 701s gave way to a new petrol-powered Commer. It came to Longman’s in its factory brown paint and they decided to add a splash of ivory to the brown. Up until then the trucks were a green colour, but this was now Longman’s livery. The Commer went all right but received a transplanted motor in its life, as well as a transplanted cab following a rollover. John did all the work, and remembers pulling the motor out of it at Moonlight near Macraes in Central Otago and then taking it back home in his Vauxhall.

British trucks still being the preferred choice, another new Commer joined the fleet, as

Hec Cox. With business partners John Tiffen and Bryan Fowler, demonstrated innovation and a willingness to explore opportunity.

Something New Zealand needs in shovel-loads today.

The first ACCO International on the road in South Canterbury.

did an A5 Bedford, the latter a tipper, again petrol-powered with a 214 cubic inch (3.5 litre) motor. It would carry 14 tons (14.2 tonnes) on a 12-ton (12.2 tonne) sticker carting grain to the rail, and then backloading coal and fertiliser, also from the rail, and all loaded by hand using an Atlas #2 ‘shovel’ as John called it.

A petrol-powered ACCO International came onboard new in 1967 when a truck was needed in a hurry. They had sent a Commer A-train away to take a load of stock from the Holme Station sale near Timaru to Kaiapoi (194km). Its motor gave up and it limped

home in low gear. It was just worn out. Longman’s needed a new truck overnight and W.E. Gander in Timaru could supply one. This was the first ACCO to go on the road in South Canterbury. It was an artic, often an A-train also, and “it could fly”, Hec recalls. It wasn’t the end of Commers, though. A 4x2 equipped with a tag axle and powered by a Tilling-Stevens diesel engine joined the fleet, although it didn’t last long on account of a habit of blowing turbos.

Opportunity from adversity The drought of 1969 hit South

Canterbury hard. While it was a downside for the farmers, it had an upside for Longman’s Motors. Load upon load of livestock was carted out of the area to freezing works, or for grazing on greener pastures. At the same time, they were also taking crates off and carting hay back into the droughtstricken area. On one day, Longman’s organised 17 trucks to go down to Hawea Flat near Wanaka to bring hay back; 13 of theirs, plus four from other operators. Only one truck – and it wasn’t a Longman’s truck – lost the back tier of hay on the way home coming over the Lindis Pass. The

The WEK Austin spreader (rare pic with the bonnet down).

New Zealand Trucking

September 2020 41

drought made Longman’s a lot of money and it was all spent buying new trucks. An order was placed for four new ACCO Internationals with 510 V8 Perkins motors in them.

Three were put onto livestock cartage, and one was a spreader. Most of these C1800 Internationals would end up with owner-drivers.

It was the early 70s and Bryan had left to work elsewhere. Still reaping the rewards of drought work, an opportunity arose to buy Millers Transport from Timaru.

Hec wasn’t interested in the trucks as such; they’d been worked hard and were worn out with little maintenance, and again, were a lot of low-powered British trucks working well beyond their design brief. What Hec wanted were the distance licences and the depot, which Eric Miller retained, but Longman’s leased from him. The purchase came with Millers’ clients, so there was now plenty of work to keep Longman’s busy.

They now had 21 distance

Three of Longman’s Commers and the first ACCO International loaded with sheep, this time carting stock away from the drought.

licences that could see them cart right down to Bluff. A few trucks were actually based there, including a tilt-cab ACCO tractor unit with a Hiab crane, and a couple of TK Bedfords with petrol motors among them.

The trucks worked hard.

Motors were lasting around 100,000km before needing a rebuild or replacement and there was a spare engine in the workshop ready to go into

a truck when required. Taking pistons and compressors out of Commers was common, and although the Commers required a lot of work, John still loved the sound. When John wasn’t repairing engines, he was building crates and trailers for the fleet, the company buying Sutton units when he couldn’t keep up.

Having outgrown the Thackeray Street depot the workshop was now in a new

shed in a new yard beside SH1 in St Andrews. It was built by one of the drivers, a builder by trade who came onboard when Longman’s bought Millers.

Long haulin’ As the lead distances increased, the company also fitted additional fuel capacity.

The first was a petrol-powered ACCO with vacuum brakes running as an A-train on sheep cartage. At 28 ton (28.5 tonne)

Longman’s Motors Ltd Owner driver list at its peak •D ave Kelper started on a C1800 ACCO and ended with a Fuso.

• Brett Shand started on a Scania single drive and ended on an International 3070.

• Scotty McWilliams started on an International ACCO (tilt cab) and ended with an ERF tractor, carting deer under the Cox name.

• Mike Niven started with a KT Dodge and ended with a Fuso.

• Alistair Pearson owned a Bedford TM and digger, and worked in the bush.

Mike Niven with the KT Dodge he owned and drove for Longman’s. Originally a bulk truck, but set up for logs after the big blow in 1975.

He later replaced it with a T series Fuso.

An early shot of the line-up at the original Thackeray Street depot.

it carted as far south as the Ocean Beach freezing works in Bluff (415km one way). From St Andrews, it could get as far south as Clarkesville, just south of Milton (250km) to refuel, and then back to Gore for a refuel on its way home.

Its 282 cubic inch (4.6 litre) petrol motor was eventually replaced with a 345 cubic inch (5.6 litre) petrol out of an ex Burnett’s Transport International Loadstar, and it made the truck “very quick” said Hec. The second, another C1800, ran to Christchurch (163km) carting grain at 20 ton (20.3 tonne).

Interestingly Burnetts, where the replacement motor for the stock unit came from, were replacing petrol motors with Detroit Diesels. Longman’s was generally replacing petrol engines with bigger petrol engines, although a few Scania diesels had found their way into the business.

At one stage the fleet would boast 14 International ACCOs. Only one 2150 ACCO ever made it into the fleet and

it tested their loyalty to the brand with the dreaded 555 Cummins motor in it.

“It couldn’t go anywhere without breaking down,” Hec recalls. “It came home one Friday morning for a small fix, and it was still being fixed on Saturday afternoon. It would just shake itself to bits.” It was so bad that Hec had dealer W.E. Gander take it back.

Not all the trucks were bought new; secondhand units were purchased for the right application. A good example was a Mercedes-Benz 1418 with 700,000km on it, ideal for carting livestock to the works close by. The local MercedesBenz dealer had tried to sell Hec a new truck, but they were expensive at the time.

Not giving the brand a go is something Hec regrets.

“The Mercs weren’t cheap but were known for being comfortable and reliable.”

It was common on a Monday morning to see four fully loaded Longman’s trucks heading to the Burnside freezing works in Dunedin with

sheep. On one occasion one of the V8 Perkins-powered ACCOs met its fate at the bottom of Pine Hill on the city’s northern entrance after cooking its brakes. The sheep that survived ended up among the Botanical Gardens and Hec had to get the shepherds from the freezing works to help round them up. That said, Longman’s had very few accidents during its time.

With the trucks now carting into Southland, they were also carting out of Southland, and this “Didn’t impress the local carriers,” said Hec. “Tullochs and McDowall’s in particular.”

Thinking outside the square Regulations of the day meant Longman’s couldn’t cart lambs from the south into the Pukeuri Freezing works north of Oamaru. To get around this, Hec had the trucks carry on past the destination, across the Waitaki River bridge, and then turn around in Glenavy.

They would then head back south again, thus carting

sheep into Pukeuri from the north, which they could legally do. The things that were done to get around the regulations.

The good livestock business was put down to having good clients and a good sheep dealer, Robbie McPherson.

“He put a heap of work Longman’s way.” This was the mid-70s and sheep numbers were massive and sales were big. Hec recalled 30,000 ewes alone coming out of Southland in one season on his trucks.

The first live livestock shipments out of Port Timaru were also organised

by Longman’s. This was hard work and long days.

Longman’s were using their trucks plus units from other carriers to help. As well as carting in stock, they were also carting in hay for feed.

On the truck front, there was a swing back to British trucks, with a couple of new Leyland Super Buffalos joining the fleet, one on stock and one on bulk.

“These weren’t great trucks,” recalled Hec, and one ended up with a Scania transplant.

Nine trucks, mostly Longman’s, carting hay back towards drought-stricken South Canterbury. Picture looks to be taken heading east up the Otematata Saddle looking back towards Lake Benmore.

New Zealand Trucking

September 2020 43

Both of Longman’s Leyland Super Buffalos sitting on the wharf at Timaru loaded with hay for livestock shipments.

Ever opportunistic, a big wind blow in Canterbury in 1975 resulted in three log trucks in Longman’s Motors colours: one of the Leylands, owner-driver Mike Niven with a KT Dodge, and Alistair Pearson, another ownerdriver with a TM Bedford and digger. They carted out of the Darfield, Dunsandel, and Burnham areas in Canterbury, hauling trees from the many plantations that had been

flattened overnight.

Interestingly, Mike’s Dodge had been a bulk unit and he had been working a phosphate boat that day and late into the night before going to bed. He never heard a thing, but the winds where so strong they blew the phosphate boat off its moorings and it ran aground.

When the logs dried up, tip bodies and stock crates were fitted.

Changing times Never one to abide idle trucks, Hec sent three units up to Twizel to help with Eddie Seay, who was working on the topcoat of the hydro canal projects.

This was the height of Longman’s Motors. Twentynine vehicles in the fleet, 24 of them trucks and five owned by owner-drivers.

Interestingly there was no number 13 in the fleet.

In 1976, Hec decided to sell the Timaru operation. Five trucks and the town work went to South Canterbury Cool Stores, which started up a transport division and called it Timco.

John also decided to call it quits at this time, starting up his own engineering company.

That same year, Hec renamed his company Cox Transport (Hector Cox, remember).

Like so many wonderful stories in road transport, it was deregulation that signalled real change. The slow elimination of distance licences, lifted to 150km in 1977, was the beginning of the end for Hec as the market opened up to all-comers. As such, in 1979, Hec sold to Cosgroves Transport, also from St Andrews.

The big corrugated shed on the ground at St Andrews Transport is today the last reminder that Longman’s Motors once existed there.

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Just Truckin’

Around

Harry Otene

Faye Lougher first spotted Harry Otene’s immaculate 2018 Kenworth T900 in Levin prior to the first lockdown and it’s taken her until now to catch up with him again.

Harry and wife Tinka had travelled from Wellington and were stopped in Shannon on their way to Palmerston North and ultimately Auckland.

A truck driver for 30 years, Harry said he got into driving the same way many others did, by following his father’s path.

His work takes him all over the place and Harry obviously enjoys driving.

“It’s easy, it’s what I know,” he said.

www.trt.co.nz

Harry is contracted to STL Linehaul, and the T900 with an 18-speed manual was carrying a load of scrap metal this time.

When asked if he had any concerns with the industry today, Harry said “not really”.

“It is what it is. When they change the law you have got to abide by it. You just do your job, you can’t do anybody else’s.”

Caught without her list of vexing questions, Faye ran a few past Harry so he could make his choice.

“I’m a beer drinking, rugby loving, steak and cheese pie eater,” was his response.

Carl Jones and Neville Hammond

46 New Zealand Trucking

Neville (left) and Carl.

houses for 26 years. He’s personally done an estimated 400 moves with the 1982 4964F, which is slowly heading for 900,000km. Under the bonnet is a 500 Cummins ‘Redhead’.

(Interestingly, the company’s third Western Star runs a Series 60 Detroit.)

Neville says the most satisfying part of the job is getting from A to B

without scratching either the house or the truck. “Actually, it could be the beer at the end of the day,” he chuckled.

Both men chose the vexing question of whether they’d rather holiday on safari or visit one of the world’s major cities, and both said they’d rather go on safari than head for an urban jungle.

0519-15

After resting on stands for a couple of weeks, the day finally arrived when Bay of Plenty House Removals turned up to shift the house just a few doors away from where Gavin Myers lives in Tauranga. The company’s oldest and newest Western Star prime movers were entrusted with the job, and Gavin wasted no time tracking down their drivers for a quick chat during lunch.

Carl Jones, son of current owner Steve, was in the newer Western Star 4864FX. This 2004 550hp CAT C15powered unit was on only its second tow for the company. “It goes good, nice and smooth,” said Carl.

Carl started at Bay of Plenty House Removals at 15, about 15 years ago.

He’s been driving for six years now and says he loves that each house move is a different challenge and a different experience, as all houses are different.

Driving the Western Star 4964F was Neville Hammond, who’s been moving

September 2020

Roman, italic, bold, bold italic

Just Truckin’

Around

Adam Kilmurray

Adam Kilmurray had just finished servicing his Scania R560 when Paul O’Callaghan caught up with him for some photos in their native County Offaly in the Republic of Ireland. “I should have cleaned up for the photo,” quipped Adam. But then, why hide that fact he’d just spent his day off maintaining his own gear? Rather, it adds to the photo.

At the time of the photo, Adam was running three Scanias on Irish domestic work: his R560 plus an R500 Topline on powder tank work, along with an R500 Highline on precast concrete work. Interestingly, his R560 is tuned to 800hp through a special turbo imported from Greece, but that is another story in itself.

Adam’s father always ran at least one truck, so it was already in his DNA. “I worked for my father first, then worked for a few livestock haulage outfits. That’s my real love, hauling stock.

The dream is to have my own livestock trailer some day.”

When given a choice of our vexing questions, Adam chose secondhand over new. “I’ve just bought another secondhand Scania V8 to put on the precast work – it’s a drug! You’re never finished with them, there’s always something that will break or cause you hassle with running trucks, especially the older ones.”

But by his own admission, he loves what he does and wouldn’t change it for the world.

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TOP TRUCK

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HAY MAKER

This month’s Top Truck started life tramping its way through Europe delivering feed hay to farms from its base in the UK, now it is found locally ‘making hay’ for its proud Kiwi owners.

Story and photos by Carl Kirkbeck

little over four years ago business partners Mark Gover, Andrew Williams and Dean Stuart purchased established company Trenchmate. The core business for Trenchmate is the design, supply and hire of shoring and protection systems to the construction industry to keep staff safe while working in open trenches.

Speaking with Mark we learn that when they acquired the business the fleet consisted of two Fusos, that although hard-working, were struggling with the tasks asked of them.

“We were very aware that most of our clients never ventured to our factory.

Instead, the front door to our business was our trucks, arriving at customer worksites to deliver our product,” said

Lowest suspension setting results in a finished deck height of a whisker over 1m, this accommodates the largest of Trenchmate’s shoring structures.

Trenchmate partner Mark Gover (left) and driver Parneel Parkash, team members of a company that truly understands the need for efficient transport solutions as well as a clean and crisp-looking ride.

Mark. “Understanding this meant we knew we had to invest in this area and put our best foot forward.”

A call to an equipment dealer contact in the UK by Mark had the search under way for a suitable rig. It was not long before the dealer contacted the team with a possibility in the form of a 2014 Mercedes-Benz Actros 2545 6x2. The rig had been operated from new by an owner-driver throughout Europe on feed hay deliveries.

Because weight was not an issue and it was all about maximum cube, the Actros was specced from factory with fully adjustable air suspension on all axles to achieve the lowest possible ride height.

The same requirement was needed here, as the shoring systems Trenchmate delivers are also weight light and cube heavy. Mark’s only

concern was whether it was too low for access into some of the extreme sites they visit. A photo showing the Actros suspension at full inflation allayed any doubts by displaying a touch over 400mm between the road surface and the bottom of the front bumper.

The next conversation was “Get it on the boat to New Zealand,” Mark said with a laugh.

Upon arrival it was time to get it street legal and adorn it with the simple but dramatic Trenchmate fleet colours and livery. First step was down the road to Fruehauf to remove the flat deck so the cab and chassis could be delivered to Fleet Image in Te Awamutu, allowing them to work their magic. While this was happening Fruehauf modified and certified the flat deck, fitting new load anchorage

How low can you go? The big Merc’s party trick.

points, rope rails, and lighting.

“We also had Fruehauf fit the new trailer couplings and while in the workshop remove the European style plastic guards over the rear wheels and replace them with stainless steel drop guards with mud flaps to finish the low and sleek look,” said Mark.

Driver and caretaker of the Actros, Parneel Parkash, has earnt his place at the helm, working his way up through the ranks the right way.

Starting his driving career in light commercials on various courier runs was his first step, then migrating up to class 2 and through to 4 within the food distribution chain. It was then an opportunity with Trenchmate that has seen Parneel achieve full class 5, with his regular work requiring a 4-axle Roadmaster flat deck trailer being hooked up to the

Actros. Chatting to Parneel about the combination you quickly realise he is very proud of his charge.

“We took out best Merc early this year at the Bombay Truck Show,” he said with a grin. Parneel is also quick to describe to us just how well suited the setup is to their application. “When it first went on the road there were many people who doubted the truck’s traction ability with its 6x2 configuration, but I can tell you, so far I have had it stuck only once, and it was a difficult site that everyone got stuck on, including rigid 6x4 trucks, so you have to be pleased with that,” he said.

Mark gives full credit to Parneel for the rig’s appearance and the level of cleaning detail he applies. “It is a real credit to Parneel,” said Mark. “It is truly appreciated from the company’s

It is plain to see that the Mercedes-Benz truck designers drew upon the corporate family’s other automotive drawing boards for inspiration, as it is easy to imagine you are sitting in a modern S-Class sedan instead of an Actros.

New Zealand Trucking

September 2020 49

heater, amp ay that

Fresh off the boat and with nearly 500,000km of tramping on the clock, the Actros is seen here still sporting its European personality.

All lit up there is absolutely no missing the Actros at work, and the roof lights turn night into day on those early morning linehaul runs when the call comes in.

perspective, as again it goes hand-in-hand with exactly what we said earlier, that the trucks and our drivers are the client’s front door to Trenchmate.”

Who could have imagined that a UK owner-driver six years ago would be ticking the boxes on a spec sheet for his new European-tramping, hay-hauling dream lorry, a Mercedes-Benz Actros 2545 with all the trimmings, the sort of goodies that now make this sharp-looking English immigrant the pride and joy of a South Auckland-based

supply company to the construction industry. A company whose core business is in no way involved in providing transport solutions, however the very nature of the service they provide their clients brings about the need to solve their own transport requirements. In doing so, they display a well-educated aptitude for the transport industry and what makes up a well-balanced crisp-looking rig, the kind of rig worthy of New Zealand Trucking magazine’s Top Truck honour for this month.

Fruehauf is a name that has been asso ciated with quality, craftsmans hip and dedication to excellence since its establishme nt in the United Sta tes in the late 1800s.

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GALLERY

Back down the road a bit Last month we kicked off a new gallery series in which we’ll be tapping into the collections of some of New Zealand’s great truck photographers, passionate recorders of the industry’s history as it unfolds.

Over the years, Craig Andrews has amassed a fantastic collection from the South Island’s bottom half – he sent in photos of four magnificent MH Macks.

T

Clutha Valley Transport number 14 with another load out of Ravensdown in Dunedin.

he Mack Ultra Liner ruled the roads down south through the late 80s and most of the 90s, with fleets such as Clutha Valley Transport, Alexandra Transport/Fulton Hogan Central, Southern, Waipahi Transport, and of course the resplendent Tuapeka Transport to name the obvious ones. These days only a handful are scattered around the South, some just as pets, and a few still earning their keep. Here is a selection from the glory days of the Mack Ultra Liner down south of Godzone. 

Fulton Hogan Central number 56 parked at their Alexandra yard the early 90s.

Above: Tuapeka Transport’s first 500 V8 unloading at the now defunct lamb processing side of the Mataura Freezing works in the early 90s.

Right: Southern Transport’s first MH at the Invercargill Truck Show in 1994.

52 New Zealand Trucking

September 2020

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CLASSICS LOCKER

CLASSICS COME OUT TO PLAY In August the Northern Classic Commercials club organised a two-day run around the Manawatu and Horowhenua so members could blow the cobwebs off trucks that had been parked up during the pandemic.

Story and photos by Faye Lougher William Stephenson’s immaculate 1980 Kenworth K124 leaving Harrisville Speedway.

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

A lineup of Bryan Menefy’s stunning classic Macks at John and Karen Matangi’s yard in Levin. From left: 1990 R722RST, 1982 R797, 1983 A8FR788RS, 1988 MCE 388 RST, and 1986 WR 788 RST.

S

tarting in Sanson at Viv’s Kitchen (home of the famous cream horn!), the club travelled to Harrisville Speedway. Built alongside the air force base at Ohakea

by Brent Harris, the site features a speedway track as well as a small museum filled with a vast array of motoring treasures from days gone by.

Despite the weather forecast predicting rain the whole weekend, a brief shower on Saturday morning was followed by brilliant sunshine for the rest of the run. A visit to the Old Stag Deer Park was an eye-opener,

with an incredible display of dropped antlers and tame deer. William Stephenson took up owner Jeff Hansen’s invitation to hand-feed one of the stags with a huge set of antlers still in place, while others got up close and personal with a deer that liked to kiss the ladies!

Lunch was at Bryan Menefy’s home near Palmerston North. Well known for his highly specced working trucks as well as his immaculate collection of classic Macks, Bryan also has about a dozen classic Ford cars and motorcycles.

After gathering for dinner in

1 2

1) Neville Jamieson’s 1994 International T2700XT looked right at home on one of Horowhenua’s rural roads. 2) One of the more unusual trucks on the run was this 1975 Fiat 684J.

A 1995 Kenworth T650 alongside a 1981 Kenworth K144.

New Zealand Trucking

September 2020 55

Richard Webb’s vehicles are always beautifully presented. Here are his 1976 and 1974 Bedford KM6V71s and 1991 Kenworth T900.

Palmerston North on Saturday night, Sunday saw a convoy of classic trucks travel from organisers Ray and Fiona Reid’s yard at Rangiotu to JB’s Environmental, John (JB) and Karen Matangi’s operation in Levin, for morning tea. JB has a number of classic trucks himself, including ERFs and Macks, and is also storing some of Bryan’s.

Next stop was at Richard Webb’s well drilling business just off SH1 in Levin. In addition to two working Bedfords and a T900 Kenworth, Richard has a shed dedicated to his collection of classic tractors

and a Kenworth undergoing restoration.

The last stop of the weekend was to view Gordon O’Riley’s model trucks at Waitarere Beach. Gordon has a particular love of New Zealand trucks from the 1970s and 1980s and visitors marvelled at the familiar fleets replicated in miniature on his shelves. (See Mini Big Rigs p 74.)

About 35 trucks took part in the event, with most of the major makes represented, including small Chevy pickup trucks, 1980s ERFs, 1970s Internationals, several Macks and Kenworths and even a 1975 Fiat 684J.

Obscured behind Old Stag Deer Park owner Jeff Hansen is William Stephenson, the only person game enough to take up Jeff’s offer to handfeed this stag with a full set of antlers!

“It was great to see so many familiar faces and plenty of new ones as well.

Everyone was keen to dust off their trucks after lockdown and get them on the road

again. It’s fantastic that people are willing to open their collections and treasures to us, and it’s amazing what is in our own area to see,” said Fiona.

56 New Zealand Trucking

September 2020

0920-17

Mark Moody from Koputaroa’s 1999 Mack MH613 was looking sharp on the run.

0920-17

PERSON OF INTEREST

Brand-driven, Roadmaster’s new CEO Colin Patchell has a clear vision for the future of one of New Zealand’s best known trailer marques.

Story by Dave McCoid

Photos by Gavin Myers

STRENGTH IN DIVERSITY Trailers may be long and narrow, but his breadth of education and life experience means Colin Patchell’s vision for Roadmaster Trailers is anything but.

F

orty-six year old Colin Patchell is fiercely individual; raise a subject and you won’t get anything close to a wetfish response. That’s not to say he’s a shoot from the hip type. Given a varied line of questioning you start to realise his response is drawn from a wide, and at times deep, internal referencing.

The son of Ian Patchell, Colin was, not surprisingly, indoctrinated with a strong work ethic right from the getgo, spending his early years in and around the family business Patchell Industries “sweeping the floor after school”, to use his own words.

Following secondary school the desire was “anything but engineering”, and it was off to Otago University where he spent eight years completing a BSc in zoology and geology, with postgraduate diplomas in geology and management.

“Originally I wanted to be a marine biologist, but I hated the way data could be manipulated in order to get the result you want. Geology is geology, it is what it is.”

On the cusp of completing his Masters degree, Colin had been offered a job working in the North Sea oil exploration industry, when one of those stake in the ground life moments occurred.

“My father flew down and offered me a position back in the family firm, starting at ground level. I’m not

necessarily a big OE person, the North Sea thing wasn’t appealing on account of the travel or anything, it was the opportunity, and this was another opportunity.”

The Patchell offer was accepted, and so commenced an exciting 12 years at Patchell Industries that ended with Colin as general manager of Patchell Group from 2009 to 2011.

“We achieved a hell of a lot.

A highlight for me was starting the tanker business. We bought Simmons Engineering off the receivers as the base to start from and built it up from there. The end result being a strong, profitable business overall.”

As we all know, the only constant in life is change, and 2011 saw a restructure at Patchell’s that wasn’t part of Colin’s vision for the company.

So, once again, he was off, happy to seek out the next opportunity.

“Mike Donnelly, Roadmaster’s GM, had just passed away, which was really sad. Mike and I got on well. The loss opened up an opportunity for GM operations here, and I accepted that.”

Then in 2013 came ‘that’ word again: ‘restructure’.

The general manager roles in operations and administration were disestablished, but this time all was well, and Colin stayed on as sales manager.

In late 2018, the takeover of Roadmaster by Modern

Transport Group catapulted the combined entities to a clear first place in terms of industry output. The inevitable management and structural recalibration that goes with such shifts in the landscape saw Colin take on the role as CEO Roadmaster Trailers from previous owner and CEO Ross Bell in April this year.

“It’s a fantastic opportunity, a natural progression I’m really excited about. For me, running my own business, or a position like this, was the obvious next step. I’m a very brand-oriented person and I love the Roadmaster brand.

The thought of developing it to its full potential is exciting. I want it to be number one, no question.

“Michael, Zane, and Robin [Ratcliffe – Modern Transport Group] are great to work with. There’s a management meeting once a month, but beyond that they encourage you to pursue your vision.”

So, what will Roadmaster look like in five years time?

“I want it to be efficient, and driven by growth. A reinvigorated company though great practices and culture. I see an expanded portfolio, building products we used to build but haven’t of recent, and tapping into the group resource where the opportunity presents, things like our Ejector technology. If

it fits, and the numbers stack up, then why wouldn’t you?

If you’re not growing, you’re going backwards.

“I want it to be a place where people want to come and work, and do a good day’s work that they are rewarded for.”

Colin also sees huge opportunity in the service and repair business, and growing the customer base, with both new and returning clients.

“In terms of resource we’ve taken on some key roles in design, manufacturing, and sales positions, so the support structures needed to cope with growth are now in place.

“I want Roadmaster to be a great experience for all, both inside and out. Roadmaster is a strong brand, no one could argue that. My job is to make that brand market leader.”

What about the now? Strange times?

“Like everyone, Covid’s given us the unique opportunity to stop and take a look at the business. Day to day you get so involved in the business, getting that breather to question what we could do better was a moment not to be lost.

“It also meant some skilled staff were available as other manufacturers had to let people go; that in itself was an opportunity.

“Our level of enquiry and our order book is strong.

New Zealand Trucking

September 2020 59

There’s a lot of work yet to do making the road transport industry more efficient. Trucks towing 4-axle trailers with 9-metre decks are a thing of the past. Customers in the supply chain are demanding the utmost efficiency from their suppliers, and some of the big forwarders now have minimum capacity requirements and end of life clauses on the gear their contractors run. The postCovid recovery means the need for more efficient gear will be greater than ever, and that can only be good news for us.”

Colin Patchell’s tips for managing a busy life?

“You can’t bury yourself in the stresses of the job. You have to compartmentalise what you’re doing. Too many people die of stress-related diseases, cancer, heart attack; they’re unable to segment it. In this role you have to make the vision clear,

Well-educated and a formidable intellect complements a beginning that started on the workshop floor after school. delegate it, monitor progress, and most of all support staff in their jobs, reinforcing the underlying goal that if the business does well, everyone does well.

“Believe me, life is the best teacher. My own experiences have a fundamental impact on how I operate at a business level.”

The state of the nation (NZ)?

“Confidence is key. I’m excited about the future. The things to watch though, are minority groups with agendas to push, who impose that agenda, and use spin to create a sense of social exclusion for those who aren’t aligned. It’s a common strategy today and one that’s

really concerning.”

Outside of work?

“Hunting – mainly deer, fishing, diving, mountain and motorbiking.

“My wife Sarah runs her own bookkeeping business, which she’s started from nothing, and we have five kids between us, so it’s a busy life.”

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September 2020 61

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AUSSIE ANGLES Following on from the popularity of his Kimberley Crusaders piece (New Zealand Trucking magazine, June 2020), we’re going to run into Christmas with an epic three-parter from Paul O’Callaghan’s outback adventures driving cattle trains. If you think we have detours in New Zealand, read on…

LONG WAY

AROUND

PART 1: GETTING COMPLICATED Australia is well known as a land of extremes. Whether it’s floods, droughts, or bushfires, the continent’s climate is always making headlines.

Setting the scene The story I’m about to tell involves two weeks of Aussie outback trucking caused, and affected by, extreme weather. We’ll cover thousands of on and off-road kilometres in remote areas of the Northern Territory and Queensland. We’ll get stuck in mud, have to abandon the truck for days, break down, take massive detours, all the while taking photographs to share with New Zealand Trucking magazine readers.

After two weeks of housesitting in Broome, Western Australia during the oppressively humid wet season of 2019, I was keen to get back behind the wheel and ‘cart some cows’. All across the Top End (North Australia), cattle producers were getting nervous as they stared down the barrel of a second failed wet season. That meant slim pickings and similarly slim cattle.

I made a call to Alec ‘Large’ McInnes, chief planner for Road

Story and photos by Paul O’Callaghan

Arriving in Helen Springs just on sunset.

Trains of Australia (RTA) in Darwin.

“Get yourself on a plane,” he said.

“We’re flat out de-stocking the Barkly.

I’ll have a truck ready when you get here.”

Alec and I have a good working relationship and I’d been coming and going from Darwin for the past seven years. Arriving at the yard, he handed me the keys to fleet number 96, a 2017 Western Star 6900 Constellation FXC that would do just fine. The Western Stars, although not SE E T H E G AL L E RY I N T H E D I G I TAL E D I TON

Waiting in Winton. regarded by the die-hards as a true ‘bush truck’, have a big sleeper and the best air-conditioning of all the big-bonneted trucks, a highly desirable feature at this time of year.

Power cames from a Cummins ISXe5 433-448kW (580-600hp), backed up by Eaton Roadranger’s 18-speed manual gearbox.

“You’re loading at Helen Springs number six yards at daylight. There will be six other trucks there too.”

DAY 1 Helen Springs Station is about 700km south of Darwin, just off the Stuart Highway, a road I have travelled many times hauling export cattle back to Darwin from Queensland. Departing midmorning, I stopped off at the RTA depot in Katherine to top up the 2500-litre tanks on the big Star as well as the three 400-litre tanks on the trailers.

Late in the evening, I swung off the Stuart Highway onto the Barkly Stock Route, a 500km stretch of dirt running due east, and I began to see the effects of the bone-dry conditions. The temperature was up in the high thirties, but a substantial breeze blowing across the dusty plains took the oppressiveness out of the humidity. Opening and closing a few sets of gates on the way, I arrived to see

RTA trucks already there; Kenworths and Macks that had returned from a previous de-stocking job somewhere else on the vast, and now arid, Barkly Tablelands.

DAY 2 The Barkly Tablelands is a huge, virtually uninhabited area that stretches from the eastern end of the Northern Territory into North West Queensland, and features vast swathes of land perfectly suited for breeding cattle.

The animals are mustered the day before, rested in the yards overnight on hay and water, ready for trucking the following day. Beginning at daylight and working as a team, we had all of the road trains – three trailers each, referred to as six-decks – loaded by midday, a total of 1008 cows, 144 per unit.

The dry, dusty dirt tracks back through the station homestead were badly corrugated, and despite the slow speed, the interior of the Western Star shook alarmingly. Frantic rattles emanating from the heavy upright fridge and flimsy wooden drawers made me really look forward to the bitumen ahead.

It’s a long, boring slog across the Barkly Highway, uneventful until you hit Mount Isa and brace yourself for the last 120km to Cloncurry. That leg is a winding ribbon of road requiring full concentration. Having

covered more than 900km, the cows are unloaded and rested at the Cloncurry cattle yards overnight.

DAY 3 The humidity is so high that a decent night’s sleep is only possible if you have a secondary air-conditioning system independent of the main engine, generically called an Icepack, after the dominant brand, the brand fitted to the Western Star.

Pulling back the curtains in the morning, the sight of rain was not something we had been expecting. Although, you can legally travel for up to 30 hours with cattle, discretion is used and animals in poor condition are rested more often and for longer periods. As such a relaxing day is spent in Cloncurry and I appreciate the Star’s big sleeper to lounge around in.

DAY 4 An eventful start to the day: Ben, driving one of the Mack Titans, drove off the gravel and onto the dirt in an effort to leave more space for trucks to park behind him. Normally, this is not a problem, but the rain had made the ground soft and he became trapped in the mud. As a loader arrived to pull him free, a Scarcella Transport double B-double fridge outfit missed the road closed sign

From left: Ben, Charlie, and Paul at Winton.

A Queensland pub in Winton.

New Zealand Trucking

September 2020 63

Break time at the famous Threeways Roadhouse. on the bypass, and needed to turn around – in his defence, we had moved the sign to access the cattle yards. He had to unhook his trailers and get them each facing the other way. It was going to be an eventful day.

Throughout the reloading process the rain continued to bucket down, and

we were apprehensive leaving Cloncurry, heading east toward the next staging point at Longreach.

Turning right off the Flinders Highway onto the Landsborough Highway, the illuminated signs said the road was ‘open with caution’. Approaching the tiny settlement of Kynuna, there was water over the road in many places, requiring me to slow down. As I reached a particularly deep stretch, I noticed a police car on the other side with lights flashing. The officer called

me on channel 40 and instructed me to proceed, but to stop for a chat once I reach her. The flooded road is no real problem for the big truck, although getting water into the wheel bearings is best avoided.

“How deep is it mate?” she enquired, and informed me that legally, she had to close the road once water gets over 400mm in depth. The problem is, if people get stranded in the middle of nowhere they run out of food and water. Big fines are imposed, even on trucks, if you dare go through a road that has been closed, although sometimes you need to make big decisions when it comes to cattle welfare versus technical road rules! More on this later in the trip.

By the time I reached the town of Winton, and with no let-up in the rain, the RTA Longreach office was on the phone telling me I need to stop, that the road had been closed. By now, it was really lashing, with rivers of water running along the side of the road. At a remote parking bay, a handful of other trucks chatted on the CB about the conditions ahead. The decision was made to press on and face the consequences later. There wasn’t much use stopping in the middle of nowhere with cattle on, so we were best to take our chances. Luckily, the road was passable and by evening, I made it to Longreach and unloaded.

DAY 5 The plan was to head back west to the town of Winton where there were export cattle destined for the Darwin live export market. Given the road was closed after we scraped through by the skin of our teeth the day before, it was going to be interesting. Two-hundred kilometres back to Winton, we parked on the bypass street

64 New Zealand Trucking

September 2020

Loading in the heat at Helen Springs.

make present; old Macks, Atkinsons, a MAN, and an Autocar to name a few, but no Kenworths. There was indeed an era when Kenworth was not ‘King of the bush’.

DAY 7

around the town, among other road trains also held up by road closures.

A visit to a traditional Queensland bar was a must in these situations. They are like something from bygone days, with their horseshoe shaped bar and high ceilings.

We struck up a conversation with two uniformed lads who informed us they were dropping off a boat for the town, in the likely event the rain keeps coming. Charlie (a semi-retired farmer from Victoria driving a Kenworth T909 for RTA) and I could do no more than look dumbfoundedly at each other.

“Doesn’t look like we’ll be loading for Darwin tomorrow,” he quipped, and

suggested we had ample time for another schooner of Great Northern.

DAY 6 There was no panic getting up early, as we certainly weren’t going anywhere. The humidity was high so the Icepack was a must for comfortable sleeping and idle days. There were public toilets just around the corner, and we were allowed to use the pub’s showers, so we had no complaints.

A walk around town revealed the Winton Truck Museum. A donation box entry, we killed a few hours looking at the old gear, most donated by private collectors.

Interestingly, there was just about every

With no sign of the rain abating, and the cattle yards at Winton running low on feed, we decided to load the animals and bring them back to Longreach, the direction from which they’d initially come. The ship was already docked in Darwin, so the exporters would be getting nervous, as their profit margins were rapidly diminishing due to extra expenses now being incurred.

Charlie, Ben and I each loaded 180 Brahman steers and heifers, all of similar weight, destined for feedlots in Indonesia.

So, there we were, backtracking across the flat, featureless, plains to Longreach, battling a side wind that had the Western Star and six-decks struggling at 70kph in places. Once there we offloaded and joined the growing number of company trucks at the RTA yard.

As more rain fell, we trudged across the muddy yard toward the recreational area.

All we could do was wait.

See October 2020 for part 2

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LEGEND Having become hooked on big trucks during his days in the army, Gordon Pearce’s early career was like something out of truck driving folklore. In this second part of his incredible story, Gordon talks about life after Astran – which had no less excitement in store.

Story by Will Shiers

H

Sharing a meal with co-driver John Frost

Photos by Will Shiers and Gordon Pearce collection

aving left the road to the Middle East behind him in 1974 and with his feet firmly back in Blighty, Gordon’s next job saw him driving a rigid for CYB Fats, delivering supplies to fish and chip restaurants in Kent and South East

London. “It wasn’t a bad number that,” he remembered. “Although I missed the Middle East, it was nice to be home every night.”

Then followed some European work, driving ERFs with reefer trailers for Lowes (Paddock Wood). Gordon would do two

trips a week, often to Italy, Belgium or Germany, collecting produce like pate and margarine. “I enjoyed that job, and did it for three years,” he said.

Back to the East In May 1978 Gordon had itchy feet again,

Mercedes 6x6 on route to Sharawrah. Right: Working internally in Saudi Arabia for White Trux. The Mercedes 6x6 was Gordon’s.

.

and landed himself a year-long job in Saudi Arabia with Kent-based White Trux International.

Initially he was thrilled to discover that he had been given a 6x6 Mercedes-Benz, whereas his colleagues had 4x2 Volvos.

But it didn’t take him long to realise that he had drawn the short straw. “It had no sleeper, and hooking up to trailers was difficult. The chassis was so high, on account of the big tyres. It was a real bugger.”

On one occasion he found himself having to do three return trips to a Saudi airfield in Sharawrah, in the middle of nowhere, carrying military equipment. The last part of the journey took him through the ‘empty quarter’, which was 300km of pure, unforgiving soft-sand desert. He didn’t realise it at the time, but he had to travel through Yemen to get there. The going was incredibly tough and, not only did he have the worry of getting stuck, but getting lost was a real possibility too, even with his Bedouin guides. “There were no signs, and no tracks to follow.

I had no compass, so I used the stars. I was in the boy scouts, so I knew which way was north, south, east and west.”

On the final journey back Gordon decided to go it alone, which proved to be a mistake. The truck broke down, and he found himself stranded, all alone in the middle of the desert, with temperatures in excess of 120°F (48°C). Fortunately he managed to get himself going again. “You can do a lot with bits of hoses and jubilee clips,” he said. You can read the full story in his own excellent book, Where’s Sharawrah?, which was published months before his death.

In 1979, “to satisfy my wife”, Gordon got himself a job with Reed Paper Mills, but he didn’t like it. He was working indoors, driving a forklift, and craved being out on the road again. “I like being a lorry driver because you’re your own boss. You can decide when to stop, you

10 MORE QUESTIONS 1. What is the best truck you ever drove?

“Well, Scanias certainly take some beating,” he said, without any hesitation.

One Scania in particular that’s worthy of praise was the Vabis he swapped the AEC for. “It was like getting out of an Austin and into a Rolls Royce. It had a synchromesh box, and not only did it have a radio, but you could also hear it.

In the old AEC you had to shout three times to make yourself heard. It gave me tinnitus.”

2. What is the worst truck you ever drove?

“My National Benzole Foden. It had a 4-speed box, could only do 30mph (48kph), and didn’t have any suspension.

But it was built to last.”

3. What sort of bribes did you use to ease your passage through borders?

He used to pick up ‘dirty books’ in Holland and bottles of Ballantines in the Bulgarian duty free, both of which he said were good for getting out of trouble.

4. What was your most memorable meal on the road?

Gordon says he ate well, and a typical three-course meal would consist of tinned soup to start, tinned stewing steak, tinned peas and tinned potatoes for the main, and tinned peaches to finish. But his most memorable noshup was one Christmas Day in Tahir.

Because of the extreme temperatures all the labels had fallen off the cans, “and you didn’t know if you were going to get meat or peaches”.

5. What is your favourite driving song?

“Wichita Lineman by Glen Campbell.”

Gordon in 2014 with an old Astran Scania 141.

6. What was the friendliest nationality you encountered?

“Yugoslavs and Bulgarians were very friendly, but overall I’d say the Turks were the nicest.” But he said drivers from all nationalities were equally as friendly, and he had fond memories of sharing a meal on top of a load with some Iraqi drivers.

7. What is your favourite road?

Although he liked any mountain roads, in particular the St Bernard Pass, his favourite was an asphalt road in Iran with a 180-degree banked curve. He said you could drive flat-out, let the trailer step-out, and give it a bit of opposite lock. “I remember passing an Iranian coach coming the other way with opposite lock on too,” he said. He also had fond memories of the Tahir Pass.

8. Who are the most dangerous drivers you ever encountered?

“Turkish bus drivers.”

9. Would you like to go back to the Middle East?

“Yes, but as a tourist. And not on a Turkish bus!”

10. Do you have any regrets?

“I have two fabulous daughters and four wonderful grandchildren, and the only regret is that I didn’t spend more time with my family. The trouble with being away is you tend to go through wives!

“I suppose in hindsight it was selfish of me because I put the love of the job first.”

New Zealand Trucking

September 2020 67

National Benzoline Lorry Driver of the Year finals, Gordon on the right.

can eat when you’re hungry and sleep when you’re tired,” he explained.

Needless to say, he was soon behind the wheel again – this time working for Loughton-based Expo Freight, driving Scanias to Eastern Europe and Italy. Although he enjoyed the job, his treatment by the boss forced him to leave. One of their trucks had rolled over in Greece in the middle of winter, and Gordon travelled down there empty to

help out. When he arrived, he checked himself into a hotel as it was -20°C and he didn’t have a night heater. He managed to recover the truck and get it going again, saving the company a fortune. But when he gave his boss the hotel bill, he refused to pay it. “So I told him to sling the job,” he said.

He spent three years working “on the trade plates”, delivering Volkswagen cars and DAF trucks, then in a complete

Driving for Swiss haulier Kentrag was a tough gig, so Gordon only stuck around for three years.

Gordon recounts some memories of his days with White Trux. Right: Signing autographs in 2014, a year before his death.

change of career he had a few months working in a Canadian sawmill.

But it was only a matter of time before he was truck driving again, this time with Swiss haulier Kentrag, and then Zurichbased Aslantrans.

“I was getting 25 grand ($50,000) a year, but losing two or three nights’ kip a week,” he said. “I’d be loading in Birmingham and Manchester, toppingup in London, going down to Dover and clearing customs at midnight. I’d drive through the night to Switzerland, and all I’d have had was two or three hours’ kip on the boat.” After three years he’d had enough. “I’m not a machine, I’m a human being, so I handed in my notice,” he said.

But he missed the DAF 3300 he’d been driving.

After a year at Kent-based G&H Transport, Gordon found a job with KB Davies International. He was driving artics and drawbars on the Continent, mostly to Austria. This would be his last international job.

Retiring twice In 1989 he did some agency work with supermarkets Asda and Safeway, until he finally found another job that got him back behind the wheel of a beloved drawbar. But this one was a bit different from his previous roadtrains. The truck was a Ford Cargo mobile bank, which he took to county shows.

In 1991 he found a job with Tuffnells Parcel Express, which saw him driving his beloved drawbars again. He did this all the way through to his retirement in May 2005. But Gordon being Gordon, he soon got itchy feet again, and less than a year after retiring managed to get his old job back with Tuffnells. “They were long days,” he said, “but I do like drawbars.”

He did this for another five years, until finally retiring for good at the age of 72.

Over the years Gordon saw a lot of changes, and not all for the better. He believed the job changed for the worse, ruined by automatic gearboxes, rules and regulations, and increasing health and safety legislation. “At Tuffnells I even had a sticker in the cab telling me what gear to set off in,” he said with disgust.

It probably comes as little surprise to learn that of his 20-plus driving jobs, his favourite one was Astran. So why then was he never tempted to return to it?

“Because it got spoilt,” he says.

“As the roads got better, so it took the challenge out of it. I’m told it’s dual carriageways all the way there now, and you don’t even go over Tahir. I feel like I did it in the good days.”

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new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks. 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

Rising in the East Intent on keeping the cargo happy, Harvest Matawhero Transport has invested in a Total Transport Engineers 10.52m monocoque livestock trailer. The stainless steel deck is a standard feature on these trailers, and with the undercarriage the trailer runs, a pen 1 deck height of 975mm, and pens 2, 3, and 4 deck height of 815mm is achieved, assisting in animal welfare.

Total Transport Engineers worked in conjunction with Nationwide Stock Crates in the design and assembly of the monocoque stock crate system.

Features: IMT 17.5” disc brake axles, and SAF air suspension. WABCO EBS with SmartBoard, eTASC and COLAS variable height control.

Total Transport Engineers LP

Build for graft Muggeridge Transport Ltd from the Central Hawke’s Bay has added this new TMC 3-axle transporter semi-trailer to the business. With its 2800mm-wide lower deck and electric hydraulic power pack for rear ramp operation, it not only looks the business, it is the business.

Features: FUWA 17.5” drum brake axles and air suspension, steel wheels.

TMC

KIWI 16/17

KIWI 175

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 72 New Zealand Trucking

September 2020

Roman, italic, bold, bold italic

d italic

We told you it was impossible to miss!

The winner of the inaugural Real Steel ‘Show off your Hardox body’ competition is Mills-Tui Ltd Rotorua.

company’s celebration this year of New Zealand’s 4000th Hardox truck.

“They don’t get much bigger and tougher than this!” says Mills-Tui managing director Dean Purves of the winning unit. The billet unit built for Rob Dahm Limited in Tokoroa was folded by Real Steel and built by Mills-Tui Ltd.

“A huge milestone for Real Steel, which will take place in the next few months,” says Real Steel managing director Luke Mathieson.

Hardox has seen significant success since it first entered the New Zealand market in 2012, and over the past seven years almost 4000 Hardox truck and trailers have been built to cart heavy and sharp rocks, steel scrap, demolition materials, and other abrasives.

Real Steel was started in 2002 by the Mathieson family, who still own it today. Based in Wellington, Real Steel imports Hardox plate from Sweden and processes it in their factory before sending it on to truck builders and engineers around the country.

Produced at Mills-Tui, the winning unit is made from Hardox steel. The bins have a one-piece top combing rail, heavy-duty tail doors, and one-piece folded rear posts with stainless steel guard pole, and customer logo on the back door.

Real Steel

Features: Hendrickson disc brake axles, WABCO EBS, Mills-Tui alloy wheels.

Mills-Tui and Real Steel Ltd

‘Show off your Hardox body’ is part of the

Mills-Tui

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

The KIWI 16’s tougher twin Super heavy duty case Puncture resistant 17mm extra deep tread

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

September 2020 73

MINI BIG RIGS

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

A LIFETIME OF

MODEL

BUILDING Self-confessed ‘truck nut’ Gordon O’Riley has a dedicated model workshop at his home in Waitarere Beach where he recreates classic trucks from New Zealand’s past. “I drive trucks, I build model trucks, I take photos of trucks, I’ve got every single New Zealand Trucking magazine. I’m just a truck nut,” he says.

Story and photos by Faye Lougher

G

ordon first joined a model truck club when he was 15, and for the past 12 years or so has been president of the New Zealand Model Truck Association.

“I started building models when I was seven and at first I just built them out of the box and painted them up in all sorts of different colours.

Then, when I was about 10, I wanted to make New Zealand trucks.

“When New Zealand Trucking magazine first came out I used to look at the

trucks in there because there were quite a few New Zealand spec trucks and I was like, ‘this is the bomb, this is what I want to get into’. And so I tried to convert them to New Zealand trucks – with a whole lot of disasters over the years!”

Gordon obviously moved on from those days as the truck models he builds today are anything but disasters.

“When you join a club, you get to meet guys who are into the same thing and you’d bounce ideas off each other and learn different ways of doing things. Ever since I became a member of the club, my models have just improved so much. There are some outstanding model builders in the club.”

One of Gordon’s favourite builds is of a Groundworks Mercedes-Benz tractor unit with a motor scraper on a trailer. Although he doesn’t build his models with the aim of winning at shows, he is proud of the fact he’s won Best New Zealand Rig for this combination.

Gordon with his 1977 Kenworth W924.

Thankfully, the ‘accountant’ said yes!

“That truck was an old Wellington truck that I used to remember as a kid, and the model is probably my favourite because that motor scraper was totally scratchbuilt. I made the truck and trailer about 15 years ago, and the motor scraper took me four years to build. It’s one of Vic Draper’s TS-18 Terex motor scrapers that he called Lulu. The thing that I liked is that Terexes are usually green, but his was yellow. I didn’t want to paint it green because with the green trailer and that it would have been just too much.”

Gordon developed his love of trucks from his father, Bernard, who was a truck driver and machine operator.

“Ever since I could walk basically, every chance I got I went to work with Dad and just loved trucks. When I started going with him he was working for Heretaunga Transport in Lower Hutt. They had a big fleet of old Nissans.

And then he got into logging for Peter O’Flaherty where he ended up driving about three different Leyland Crusaders.

He also did a few years at Dry Creek Quarry in Lower Hutt, and that is how I learnt to operate machines and drive trucks as a youngster.”

At one point Gordon owned a Crusader and says he sometimes regrets selling it. At present he’s building a model of a Crusader based on one that Stan Williamson owned.

“This is based on fleet number 21. That would have been a ‘KM’ registration, so it would have been the same as the one I had, and it was one of the last Crusaders that Stan bought in the early 80s.

“Stan Williamson’s is a fleet that I’ve admired for years.

He is just an absolute legend in the logging game, and had the largest fleet of Scammell Crusaders in the Southern Hemisphere. He was saying that he had more Crusaders than the British Army, which is pretty impressive. The hardest thing was to try to pick which one of his to do because he had so many that I liked. This is going to be one of three, because I want to do Stan’s, Forest Freighters, and Oregon Hauling, to get the three fleets together.”

To make the model Gordon began with the cab from a Crusader KFS kit from the UK. “They came over as the military spec cab which is like a sleeper cab version. I had to cut the cab and make it into a day cab. I’ve also

Gordon’s wife, Michelle, is into painting and helps him create the colours he needs for his models.

“You’ve just got to do your homework, figure out what sort of motor it’s got, what sort of suspension it’s got, and all that sort of stuff,” says Gordon.

scratch-built the A-train jinker dolly for it.”

Like most modellers, Gordon prefers to make the models he wants to make rather than taking on commissions.

“I have done about four commissions, but you don’t

make any money. A lot of people don’t understand that all of these are probably 50 to 80% scratch-built. It’s not a matter of just building it out of the box – scratchbuilding takes a lot of time and you have to do a lot of investigating. You have to

New Zealand Trucking

September 2020 75

Gordon working on his latest creation, an early 80s Scammell Crusader based on Stan Williamson’s fleet number 21.

scratch-build a lot of stuff because you can’t buy the parts, especially if you’re making New Zealand trucks.”

Gordon has about 40 or 50 trucks that he still wants to build, all around the 70s/80s era when trucking was at its height in New Zealand. He says he will never run out of models he wants to make, just time to make them. While a basic tractor unit could be made in his spare time over six or seven weeks, if it’s a scratch-built log truck or something with a trailer, that could take up to 100 hours.

“Basically, if you’ve got an idea of what you want to build, you’ve just got to do your homework, figure out what sort of motor it’s got, what sort of suspension it’s got, and all that sort of stuff.

And then look around your spare parts and make it up the best you can. I’ve got about 70,000 truck photos upstairs and as I go through photos, all of a sudden something will just pop out and I’ll think ‘that looks cool’.”

Gordon says building model trucks is more than just a hobby.

“The way I see it is it’s another way of keeping classic trucking alive. That’s why I’ve gone to all-New Zealand. I’ve done a couple of Aussie trucks, but 95% of them are old New Zealand trucks.

76 New Zealand Trucking

“The biggest enjoyment I get is watching people come around and have a look and then they go, ‘hey, that’s my dad’s old truck’ or ‘my granddad used to drive that’ or the owners come around.

That’s cool.”

Gordon wants to encourage the younger generation to have a go at building truck models.

“There are a lot of closet model builders out there but they often think their models aren’t good enough. It’s not about whether it’s good enough; if you’re happy with what you’re doing, that’s all that matters.

“It’s like everything, when you first start building models your first three or four are going to be pretty disastrous.

A lot of people don’t get the result that they want the first time and think it’s a waste of time, but you slowly get better and better.”

Gordon says one barrier is the price of the model kits today.

“When I was a kid, I was doing five lawns a week and I could just about buy one.

They were only about $30 back then, which was a little bit of money, but that’s what I wanted. So I mowed lawns, saved my pocket money, boom – another model, got some paint, away you go. But now, they’re up around the $100 mark. And then by the time you buy the paint…”

September 2020

1 2

1) Some scratch-built models could take up to 100 hours to create… 100, 200, 300, 400…2) The Groundworks Mercedes-Benz tractor unit with a motor scraper on a trailer is one of Gordon’s favourites. He’s won Best New Zealand Rig for this combination.

Gordon says he’s lucky because wife Michelle is into painting, so she’s able to help him create the colours he needs for his models.

“Plus, since I’ve been president of the club, she’s been an absolutely amazing support, and the work that she’s done for the club, helping organise shows and that, was just unbelievable.”

As well as models of classic New Zealand trucks, Gordon also has a full-size classic rig of his own, a 1977 Kenworth W924.

“Russell Walker owned it from new and when I was seven years old it used to cart

out of River Sand and Shingle in Melling, Lower Hutt, where the old man was working, and I used to go for rides in that as a kid. It’s a truck that I’ve just really kept an eye on, to see where it’s gone over the years.”

Gordon began working for Ray and Fiona Reid about two and a half years ago and at the time the Reids owned the truck.

“One day they offered it to me, because they could see that I had that passion about it. So I came home, talked to the ‘accountant’, and she said yes, so we bought it.”

LITTLE TRUCKERS’ CLUB

HI LITTLE TRUCKERS! Spring is here! I love this time of year, all the beautiful blossoms, baby animals, and most of all, the warmer days and daylight savings means more time to play!

This month we are introducing a Findthe-Truck competition.

The Little Truckers’ Club logo (the little blue truck in the top left corner) will be hidden somewhere in the 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.

SPRING COLOURING-IN COMPETITION! Here’s your next colouring-in challenge kids! Send your entries to rochelle@nztrucking.co.nz by 10 October 2020 to stand a chance of winning a New Zealand Trucking prize pack!

FATHER’S DAY COMPETITION Righto kids, get the camera out, this month it’s time to celebrate Dad!

JOKE OFNTH: THE MO n t do you get whe

Send us your best picture of Dad and his truck (and, let’s face it, the picture would probably be way better if you were in it too), and while you’re at it why not tell us why he’s just the best Dad going!

Wha hes its a dinosaur crk?as uc tr Wrecks Tyrannosaurus

We’ll all have a look here at New Zealand Trucking and pick out the best three entries for a prize.

Send your photos to: rochelle@nztrucking.co.nz.

The competition starts the moment you get this magazine, and ends at midnight on 30 September 2020.

Please be aware the entries will be going up on our Facebook page during the month of September 2020, and the three winners will be in the October 2020 issue of New Zealand Trucking magazine.

We love celebrating Dads, family and trucks!

78 New Zealand Trucking

August 2020

S C A N I A I C

Fun Fact Ripley’s Believe It or Not In 1966 a truck smashed into Christine Cort’s home in Salvador, Brazil. She was still living in the same house 23 years later when another truck crashed through her wall – driven by the same man!

A

S A

I

In the 6x6 grid the letters that spell SCANIA should appear in any order. You need to be able to spell SCANIA with the letters in each individual row and column.

Enjoy the challenge!

WHAT’S ON Mobil Delvac 1 New Zealand Road Transport Hall of Fame 2 October Bill Richardson Transport World Tickets $225 each, banquet seating 10 per table $2250.

Contact: Adam Reinsfield ph 0800 151-252 ext 5, or email adamr@twevents.nz

Horse Power Rally 3 and 4 October 2020 Levels Raceway Timaru Contact: 027 433 3814, or email gordon@ghe.co.nz http://www.sctetm.co.nz

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

Wheels at Wanaka 3 and 4 April 2021 Contact: Colleen Nisbet 021 780-674, www.wheelsatwanaka.co.nz

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

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.

New Zealand Trucking

September 2020 79

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82 Moving Metrics 86 About ITOY – Celebrating excellence 88 Industry Comment – The right road 92 Business Update – Booth’s and Tomoana 94 Share the road – A cyclist loses his mirrors 96 Truckers’ Health 98 Health and Safety 100 Legal Lines 102 NZ Trucking Association 104 Road Transport Forum 106 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.

Summary of heavy trucks and trailers first registered in July

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

This information is put together from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

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

Number of units

50

80

NB

NC

NC

s

First registration of TD class heavy trailers for July 2020 by major suppliers 67 64

rs

vo

w or th

Ive co

o

zu

Jul-19

TD

2019 YTD 2020 82 New Zealand YTD Trucking September 2020

80 70

Jul-20

6 3

11

7

rs

11

Ot he

5

TM C

rs

vo

Ot he

Vo l

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

zu

Ive co Ke nw or th

o

NB

Isu

Hi n

Fu s

o

658

14

5 l

897

TD

YTD 2020

Ro ad m as t

9 10

Pa tc he l

2

7 10

M .T .E .

10

NC

23

20

17 7

ha uf

4

15

13

12

NC

67 64

Fr ue

191199

1351

20

80 70 60 50 40 30 20 10 0

t

34

30

NB

658

First registration of TD class heavy trailers for July 2020 by major suppliers

Do m et

36

1496

2325

Number of units

71

1877

DA F

Number of units

Number of units

First registration of NB, NC and TD classes 71 year to date

15

13

12

9

897

YTD 2019

First registration off NB and NC classes for July 2020 by major manufacturer

25

Isu

Jul-20

1351 10

2

TE S

0

10

34

er

50

60 2000 50 1800 40 1600 30 1400 20 1200 10 1000 0 800 600 400 200 0

1877

Ke n

100

o

131

Hi n

146

Fu s

213

DA F

216

71

Ot he

2000 36 30 1800 25 30 2325 149619 20 1600 20 1400 1199 4 10 1200 0 1000 800 600 400 200 0 NB

Vo l

50

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

60 40

150

70

71

First registration of NB, NC and TD classes year to date

70

200

80

146 A trailer that has a gross vehicle mass 131 exceeding 10 tonnes

A table of all vehicle classes can be found in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 0 https://www.nzta.govt.nz/assets/resources/rules/docs/vehicleJul-19 First registration off NB andJul-20 NC classes for July dimensions-and-mass-2016-as-at-1-june-2019.pdf 2020 by major manufacturer

256

Jul-19

goods vehicle that 216 has a gross vehicle mass exceeding 12 tonnes

100

Number of units Number of units

Number of units

250

213 A

200

TD (heavy trailer) 150

First registration of NB and NC classes for July 2020 year on year 251

Description First registration of NB and NC classes for NB (medium goods vehicle) A goods vehicle that has a gross vehicle July 2020 year on year mass exceeding 3.5 tonnes but not 300 exceeding 12 256 tonnes 251 250 NC (heavy goods vehicle)

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

300

Vehicle class

First registration in New Zealand for TD class heavy trailers year to date 2018 - 2020 Number of units

500 400 300 200 100

2018

2019

rs Ot he

TM C

TE S

er

l

Ro ad m as t

Pa tc he l

M .T .E .

Fr ue

Do m et

t

ha uf

0

2020

2018

2019

vo Ot he rs

Vo l

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

Ive co Ke nw or th

zu Isu

o Hi n

Fu s

o

400 350 300 250 200 150 100 50 0 DA F

Number of units

First registration in New Zealand for NC class vehicles year to date 2018 – 2020

2020

First registration of new and used NC class trucks by year to July

Number of units

2000 1500

32

7

22

1 0

14

1000 500 0

1479

1325

1629

1808

1877

1351

2015

2016

2017

2018

2019

2020

New

Used

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

ROAD USER CHARGES

RUC purchase for July 2020, all RUC types A description of RUC vehicle types is available at https://www.nzta.govt.nz/ vehicles/licensing-rego/road-user-charges/ruc-rates-and-transaction-fees/ Please note data may differ from that reported for the same period previously due to adjustments made to the base data supplied to us.

Total value and distance of all road user charges purchased between 1 January 2018 and 30 July 2020 Purchase Period

Distance Purchased (km)

Value of Purchases

Monthly Average (km)

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1,311,379,872

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1,094,452,842

1 Jan 2020 – 31 Jul 2020

8,666,106,494

$1,130,577,462

1,238,015,213

RUC distance purchased for RUC Type 1 vehicles RUC Type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles.

Type 299 are mobile cranes). Cars, vans, and light trucks that use fuel not taxed at source, i.e. diesel fuel, are generally in this RUC type.

Purchase Period

Distance Purchased (km)

Monthly Average (km)

1 Jan 2019 – 31 Jul 2019

6,708,706,447

958,386,635

1 Jan 2020 – 31 Jul 2020

6,194,636,363

884,948,502

Rolling trend month-on-month purchase of RUC during 2019 – 2020

Rolling trend month-on-month purchase of RUC during 2019 – 2020

$200,000,000 $150,000,000 $100,000,000 $50,000,000

RUC Distance Purchased (km) 84 New Zealand Trucking

September 2020

RUC purchases for the top eight RUC types

Jul-20

Jun-20

May-20

Apr-20

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

$0

RUC Value ($)

Purchase value ($)

$250,000,000

2,000,000,000 1,800,000,000 1,600,000,000 1,400,000,000 1,200,000,000 1,000,000,000 800,000,000 600,000,000 400,000,000 200,000,000 Jul-19

Distance purchased (km)

RUC purchases all RUC types

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

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

6

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

43

Unpowered vehicles with four axles

14

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

951

Unpowered vehicles with five or more axles

H94

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

33

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

408

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

RUC purchases year to date (end of July 2020) for selected RUC types

RUC class

RUC Value ($)

RUC Distance (km)

2

$95,821,808

650,045,739

6

$147,511,085

365,326,108

43

$63,152,454

283,609,247

RUC selected types 14 purchases July 2020 for$109,482,758 $38,964,291

H94

$50,111,604

120,000,000

$21,617,041 $25,414,870

$20,000,000

Total Year to Date 80,000,000

$552,075,911

$15,000,000

69,529,233 2,111,027,779

RUC purchases June 2020 for selected types

$10,000,000 $25,000,000 purchases July 2020140,000,000 for selected types

$25,000,000

40,000,000 20,000,000 6

Total RUC distance (Km)

Total RUC Value ($) Total RUC distance (Km)

Purchase value ($)

60,000,000

Distance Purchased (km)

Purchase Value ($)

80,000,000

Total RUC distance (Km) Total RUC Value ($)

Purchase Value ($)

RUC 40,000,000

Distance purchased (km)

100,000,000

2

122,871,881

33

100,000,000 408

123,254,270

The red dots represent $5,000,000 120,000,000 the cost of RUC 20,000,000 140,000,000 $30,000,000 $20,000,000 $20,000,000 purchased for that RUC 100,000,000 120,000,000 0 $0 $25,000,000 type for the year to date $15,000,000 2 6 $15,000,000 43 14 951 80,000,000 H94 33 408 July 2020 only, thus for 100,000,000 $20,000,000 RUC type 6 vehicles, 60,000,000 80,000,000 Total RUC$10,000,000 $10,000,000 distance (Km) Total RUC Value ($) powered vehicles with $15,000,000 40,000,000 60,000,000 three axles, (except type $5,000,000 $5,000,000 $10,000,000 308, 309, 311, 399 or 413 20,000,000 40,000,000 The red dots represent the cost of RUC purchased for that RUC type for the year to vehicles), date Julythe 2020 higher value $0 0 $0 only, thus20,000,000 for RUC type 6 vehicles, powered vehicles with three$5,000,000 axles, (except type 308, 309, 311, results from the high cost 43 14 951 H94 33 408 2 6 43 14 951 H94 33 408 399 or 413 vehicles), the higher value results from the high cost$0of RUC for these type vehicles above 0 RUC type RUC type of RUC for these type vehicles above 12 tonne.

12 tonne.

2 6 43 14 951 H94 33 408

120,000,000

0

229,251,218

$25,000,000

RUC purchases June 2020 for selected types 60,000,000 140,000,000

$30,000,000

Purchase value ($)

Distance purchased (km)

951 140,000,000

267,140,083

Total RUC Value ($)

Distance purchased (km)

ed dots represent the cost of RUC purchased for that RUC type for the year The red to date dotsJune represent 2020 the cost of RUC purchased for that RUC type for the year to date June 2020 thus for RUC type 6 vehicles, powered vehicles with three axles, (exceptonly, type thus 308,to for 309, RUC 311, type 6 vehicles, powered vehicles with three axles, (except type 308, 309, 311, RUC distance purchased year date (January red from dots represent theof cost offor RUC purchased for thatabove RUC type forvalue the year to date or 413 vehicles), the higher valueThe results the high cost RUC these 399 or type 413 vehicles vehicles), the higher results fromJuly the2020 high cost of RUC for these type vehicles abov to July) for selected RUC with types only, thus for RUC type 6 vehicles, powered vehicles three axles, (except type 308, 309, 311, nne.

12 tonne.

800,000,000 399 or 413 vehicles), the higher value results from the high cost of RUC for these type vehicles above 700,000,000 By comparing 12 tonne.

600,000,000

distance purchased date withtothe RUC distance purchased year to date (January to June) RUC distance purchased year to year dateto(January June) 400,000,000 same period for the for selected RUC types for selected RUC types previous year, any 300,000,000 RUC distance purchased year to date (January 700,000,000 700,000,000 trends in changes to 200,000,000 to July) for selected600,000,000 RUC types 600,000,000 activity will become 100,000,000 800,000,000 500,000,000 500,000,000 clear.

700,000,000 -

200,000,000 100,000,000 -

2

6

600,000,000

2

6

43

500,000,000 400,000,000

YTD 2019

300,000,000 200,000,000

Distance Purchased (km)

300,000,000

Distance purchased (km)

400,000,000

500,000,000

14 400,000,000 951 H94

33

408

300,000,000

YTD 200,000,000 2020 100,000,000

September 2020 85 14100,000,000 951 H94 33 408 2 6 43 New 14 Zealand 951 Trucking H94 33 408 RUC type RUCprevious type By comparing distance purchased year to date with the same period for the year, any 2 6 become 43 14 951 H94 33 408 in changes to activity will clear.

YTD trends 2019 YTD 2020 YTD 2019 YTD 2020 43

YTD 2019

YTD 2020

INTERNAITONAL TRUCK OF THE YEAR

The new Mercedes-Benz Actros perfectly filled the brief required of an ITOY recipient.

Mercedes-Benz built on what was already a technically strong truck (the 2012 ITOY winner) and delivered substantial improvements.

Among its outstanding features were MirrorCam, Active Brake Assist 5, Predictive Powertrain Control and the Digital multimedia cockpit. (See New Zealand Trucking magazine December 2019-January 2020.)

CELEBRATING

Story by Gavin Myers

Photos by Daimler Truck & Bus

EXCELLENCE You’ve seen the ITOY brand appear in the pages of New Zealand Trucking over the past year and a bit, but what exactly is the International Truck of the Year and what does it mean for you, as a reader?

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he International Truck of the Year award has grown to encompass the top commercial vehicle publications from 32 countries, at least one from (almost) each continent on the planet. Winning the award has come to be seen as a huge achievement in the world of

86 New Zealand Trucking

commercial vehicles, as the criteria for these awards are exacting and extensive, with hands-on vehicle assessment and consultation with operators a necessity.

Since its inception in 1976

by British commercial vehicle journalist Pat Kennett, the first editor of TRUCK magazine, it has grown to reach more than September 2020

1 million people across its jury and associate members’ publications today.

The story goes that Pat was testing the then new Seddon Atkinson SA200, which he found to be highly innovative and ahead of its competitors when it came to comfort and safety. (Indeed, the SA200 was the first recipient of the award in 1977.) The idea was born to create an award that recognised the latest technical developments in new commercial vehicle design and truck technology, especially with regard to what benefits they offer to operators and drivers.

Today, those same tenets

remain. Several important criteria are taken into account when judging a winner, including technical innovation, comfort, safety, drivability, fuel economy, environmental footprint, and total cost of ownership.

By mid-1977 the heart of the very first ‘international jury group’ was created.

Each juror was a highly professional truck journalist, with wide experience in testing and evaluating heavy trucks within their own countries. This requirement hasn’t changed, with membership limited to one experienced representative of one premier publication from

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197 For a truck to be eligible, it needs to have a gross vehicle weight of more than 3.5 tonnes and be introduced to the market in the previous 12 months. Given the pace of heavy truck development and model replacement is generally slower than that of other vehicles, eligible trucks must contain considerable technological improvements.

INTERNATIONAL TRUCK OF THE YEAR

each country represented.

The jury meets several times a year to discuss the current nominees, as well as gathering for various functions including new product launches. It also meets with legislators and industry representative bodies to promote road transport.

As well as a forum for cooperation on international truck testing, the ITOY network became truly ‘international’ in the exchange of information on road transport with the instituting of ITOY associate members a few years ago. This means we as New Zealand Trucking Media are privy to articles and events exclusive to ITOY members. Regular readers would have seen some exclusive ITOY stories appearing in New Zealand Trucking from time to time.

Excitingly, as the associate publication in New Zealand,

we too share relevant stories and news from Aotearoa with our ITOY counterparts.

This global cooperation is one of the factors that lifts ITOY members and their publications in the eyes of global truck OEMs.

How does the award work?

As the award has gained more publicity and prestige, the competition amongst manufacturers to win it has naturally increased. However, each jury member is required to remain strictly neutral.

The awards voting needs to be based on professional knowledge, personal test experience, and the sound on-road evaluation of each candidate truck.

The process for each year’s voting starts early in the European summer, when the jury meets to select a shortlist

of potential candidates. Each jury member can nominate the trucks they consider worthy, before the jury deliberates on which trucks should be on the list of finalists. In the European autumn/winter, all the jury members individually and secretly cast their votes on their preferred choice.

An independent adjudicator working for Dekra collects all the votes, so that no member knows how the votes have been cast until the winning manufacturer is presented with the award.

There are, of course, certain criteria to be met when it comes to voting.

Most importantly, each jury member must have tested the eligible trucks, if possible and if applicable, on their own test route. They also must have had close contact, if possible, with operators using the eligible trucks.

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Future-proofed awards

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In 2019 the ITOY jury awarded the first ever Truck Innovation Award. This award was created to acknowledge the enormous technological changes and the energy transition seen among heavy commercial vehicle OEMs in the past few years.

According to ITOY rules, a Truck Innovation Award nominee must be an advanced-technology vehicle with a gross vehicle weight over 3.5-tonnes, either fitted with an alternative driveline or an alternative fuel system.

Otherwise, it must feature specific high-tech solutions with regard to connectivity (whether semi- or fullyautonomous driving systems), a ‘platooning’ capability, or advanced support services such as remote diagnostics.

Four years ago ITOY introduced the Chinese Truck of the Year award. This was followed last year by the Truck of the Year Latin America award.

Both of these awards recognise new trucks launched into two of the world’s most prominent emerging markets.

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And one for LCVs The International Van of the Year (IVOTY) awards started in 1992 as a spin-off of the ITOY awards for light commercial vehicles up to 3.5 tonnes GVW. In 2009 the International Pick-Up Award (IPUA) was formed as an affiliate prize to the IVOTY.

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INDUSTRY COMMENT This month two authors look at New Zealand’s roading issues from varied perspectives. One, the user of a lethal section in a deteriorating network shares first-hand experience, the other suggesting how the waters of the network’s stewardship have become so mruky.

No end in sight

By Antony Alexander

Antony Alexander was an Air Force Police NCO, NZ Police dispatcher, and qualified in crash analysis in 1997 with the NZ Police.

He is now driving trucks as a passion.

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ack in November of 2018, I wrote an opinion piece for Stuff.co.nz in which I made the comment, as truck drivers, one of the biggest fears most of us have is coming around the corner and being faced with something we can’t avoid. Or coming across a crash where there is nothing we can do.

For three or four of us who travel the Napier-Taupo leg of SH5 regularly, that fear came to fruition earlier this year just north of Te Haroto. I’m not going to go into details, as later I found the two degrees of separation in New Zealand was certainly true that night. Two of the students my wife looks after in her student representative role were related to the dead driver of the accident we happened upon.

What made it sad for me that night was the fact the person trying to help the deceased driver thought that she was still alive. With my experience in a previous career path where I attended hundreds of fatals, I just knew that wasn’t going to be an option. You just don’t survive an impact like the one that had happened. And then, within 24 hours, a second crash happened at exactly the same spot, thankfully not resulting in a death.

There would have been many people affected by the fatal crash we were present at. The family of the deceased first and foremost, the people in the other car, the bystanders, the first responders, and me.

The official crash report hasn’t come out and probably won’t for quite some time. I’m pretty sure that I know what one of the factors in the crash will be, and that is the surface of the road. For the past year or so I have spent time talking to NZTA, roading contractors, and other professional drivers regarding the state of the road In places it is absolute garbage. Patches upon patches, undulating surfaces, low-grade chip seal that has been worn away to a slippery bare surface which gives absolutely no grip for a car – let alone a truck – if something goes wrong.

NZTA seems to be aware of these areas though, as the number of temporary ‘slippery when wet’ signs that have appeared over the past six months is phenomenal.

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Coincidentally, four days before the latest fatal near Te Pohue, a van had slid off the road at pretty much the exact same spot, and the signs went up not long after. About 15 minutes before the crash, I had travelled through the area and had thought at the time that there was going to be a crash. Little did I know.

As professionals travelling this road regularly, we know these spots but we sit back and wonder how some people make it home at night with the way they drive. The night before the fatal, I watched someone overtake me on a blind corner, in the wet. I even activated my camera, sure that I was going to watch them head off into the bushes. They didn’t. How they didn’t was pure luck I guess. And what was the point? About two kilometres up the road were passing lanes. Instead, he or she made a decision that would have affected many lives if it had all gone wrong.

I’ve been trying to get someone from the local NZTA office to come for a ride for more than a year. One of the systems managers said that he would, but to date it still hasn’t happened. In June 2019 one of the network managers from one of the two contractors that work on the road took the time. To his credit, a couple of places that were pointed out were either resealed or ‘scrubbed’ to make the road less slippery. In my opinion, this is just a way to save money, pure and simple. The corner where the fatal happened in March was pointed out to the contractor as “being lethal in the wet”. Those were my exact words. Prophetic words, which absolutely guts me. Other than some scrubbing, the surface hasn’t changed since that night in June 2019. It’s still lethal.

There has been some work carried out on the Napier-Taupo but a lot of it is again, in my opinion, substandard. Especially the Taupo end, which has a multitude of patches, yet they’re not flush with the rest of the pavement and therefore cause the road to be uneven and bumpy and dangerous in some spots. We should all know that having a bump on a corner shifts the centre of gravity of the vehicle as it travels, which in turn can cause the vehicle to become unstable. Why don’t the contractors know this? Surely if they did, they wouldn’t do it. It really is basic physics.

So, is it the contractors? Is it the NZTA not funding them enough, resulting in corners being cut? Is it that NZTA has set road building standards well below what they used to be? Is it the quality of the materials? The quality of the actual work? Or is it the basic reality that people make mistakes?

In March 2020, NZTA announced that $13 million was going to be spent upgrading the Taupo arterial route between

the SH5 Napier-Taupo Road intersection with SH1, through to Wairakei. They stated that this was to make the road safer, as three people had died and six were seriously injured between 2010 when the road was built and September 2017. ​The work will include widening the road shoulders to give drivers more room to recover if they lose control, installing flexible safety barriers down the middle of the road to prevent head-on crashes, and roadside safety barriers where hazards can’t be removed, such as power poles, trees, and deep ditches. As far as I can see, the one thing that is needed on this piece of road at this point in time is repair of the potholes, and pieces of tarmac breaking up.

A representative on the NZTA site in regards to the upgrade states: ​“ These improvements will make the road more forgiving of human error, helping prevent crashes and making them more survivable if they do happen.”

Let us put the NZTA’s reasoning for work on this stretch of SH1 into perspective. Over the horror Christmas period of 2019, two were killed and eight seriously injured on the Napier-Taupo Road. In the past six months, three died and countless were injured. That is a six-month period for one road, not 10 years. Yet the road works being completed are minimal, and there are no capital works planned for the road for the next seven to 10 years. No improvements, no substantial rebuilds, no safety implementations.

With every serious crash being put at a cost of about $3.5 million in general terms, more than $20 million could have

been spent on the Napier-Taupo Road to help prevent crashes and make the road more forgiving of human error. Let’s face it, people do make mistakes. At the moment there are multiple spots on this road that do not offer protection from that.

Local government representatives have also requested the central government have more policing on the road but the staff numbers just aren’t available. Contrary to popular belief, a general duties police officer does not concentrate on road safety as they are simply too busy. The Commercial Vehicle Safety Team also don’t patrol the roads as much as they used to, but concentrate on the CVST centres, doing spot compliance checks.

NZTA seems to adopt the line that it has spent money on barriers to make places like the Hawke’s Bay Expressway safer.

I do agree the barriers have reduced the number of head-on crashes, but there doesn’t seem to be any forethought going into where safety improvements are actually needed, on the other lower profile roads.

Over the next couple of months I intend to explore areas on the Napier-Taupo Road and campaign to make them safer for every one of the 5000 motorists per day who travel the road. This includes the multitude of professional drivers who are often the first ones that come across a serious crash. I still am scared that I may be the next one who is hit, regardless whether it is a mistake or the road itself that is the cause.

Continued overleaf

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September 2020 89

INDUSTRY COMMENT

The right road – almost

By Russell Walsh

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

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he Land Transport (NZTA) Legislation Amendment Act has completed its passage through the legislative process.

It has four primary objectives: 1. Setting up a new regulatory structure, 2. Establishing the position of director of land transport, 3. Centralising regulatory authority, and 4. Strengthening the NZTA’s role in relation to key regulatory interventions, including speed management and enforcement.

The Act comes into effect in two parts, the establishment of the position of director of land transport and other supporting sections on 1 September 2020, and the rest of the Act on 1 April 2021.

The background to this Act is the acknowledged breakdown in the NZTA’s regulatory functions over recent years.

While it is satisfying to see actions are being taken to address the breakdown in these functions, in my opinion it does not go far enough. As the director of land transport will report to the chief executive of NZTA, the true independence of this position is questionable.

The Act signals a return essentially to the situation that existed between 1993 and 2004, the period when the Land Transport Safety Authority (LTSA) existed as a separate Crown entity. Many will recall the mantra of the LTSA was ‘Safety at reasonable cost’. LTSA had a clearly defined purpose, road safety, with a director of land transport safety leading the organisation. A presentation delivered to the IRTENZ conference in 2004 described the functions of LTSA as: Operational policy including land transport rules, licensing, national and regional education, and compliance.

In 2004 LTSA merged with Transfund to form Land Transport New Zealand. Transfund was the Crown entity responsible for funding the roading network. It is worth recalling that for a period the road transport industry was represented on the board of Transfund. The presentation at the IRTENZ conference suggested the merger of the two

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organisations would provide “A new opportunity to make a difference”. The principle objective of LTNZ was “An affordable, integrated, safe, responsive and sustainable transport system”. An unexpected outcome of this merger was that the focus on several of the functions previously undertaken by LTSA, such as compliance, diminished.

In 2008 LTNZ and Transit New Zealand were merged into one organisation, the NZ Transport Agency. The result of this merger was that New Zealand had a single organisation responsible for funding roads, building and maintaining them, and approving people to use them. It was an inevitable outcome of this merger that less visible aspects of the business, such as compliance, would suffer. Not long after the merger, questions were being asked if having a single organisation responsible for all aspects of roading and its use had the potential for conflict of interest.

While addressing some of the breakdowns in the NZTA’s regulatory function, the Act also sets out to address some of the issues that have emerged since LTSA, Transfund and Transit New Zealand were merged – but with one significant difference, the new director of land transport will be responsible to the chief executive of NZTA and thus the NZTA board. Whilst the Act does give the director theoretical decision-making independence, whether this will happen in practice only time will tell. But it is hard to fathom how the role will be able to function with complete autonomy without some level of direction from above.

The Act allows the Crown to incur expenses or capital expenditure to fund the NZTA’s regulatory functions, along with funding for the Ministry of Transport’s associated monitoring functions of NZTA. This is intended to provide for road users in the land transport system to contribute to the costs incurred by NZTA as the regulator and where these costs provide a strong public benefit across the land transport system.

In other words, road users could be required to pay some of the costs to support NZTA’s regulatory functions and the oversight of these functions by the Ministry of Transport. A new fee perhaps?

The Act will also allow NZTA to take over management of infringement offences obtained from vehicle surveillance equipment, such as speed cameras, from the police. NZTA will be able to contract others to do some of this work, including issuing of infringement notices.

In my opinion the Act does not go far enough. New Zealand needs an organisation dedicated to road safety and its associated functions, such as compliance. In other words, an LTSA-style organisation. This should be separate from other organisations that have an interest in roads, the funders and the builders, and must be funded accordingly. Until we have such an organisation, we cannot expect meaningful and sustainable gains to be made. 

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BUSINESS UPDATE

SYNERGY IN

On 31 October 2019, Booth’s Transport Ltd took ownership of Tomoana Warehousing Ltd in a move that had the New Zealand transport and logistics industry talking. Coming up to a year down the line, we sat with Booth’s Group executive director Trevor Booth to find out how things are getting on.

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n many ways the Booth’s acquisition of Tomoana was a no-brainer; synergistic, as Trevor describes it. For Booth’s, it was an opportunity to expand the business into a more holistic service offering by adding Tomoana’s warehousing and containerfocused services to Booth’s transport portfolio. This was a naturally attractive aspect of the acquisition, as well as Tomoana’s geographic and well-regarded establishment in the Hawke’s Bay. Trevor explains that the two companies were not strange bedfellows, as they’d worked alongside one another for a number of years and on various joint projects.

“For us, a lot of the real exciting opportunities came with being able to further extend our customer base.

Prior to the acquisition we had a very limited crossover of customers, so it wasn’t as if we were buying a business that we already had customer relationships with,” Trevor says. He adds that they have since taken on a series of customer projects that have called on the whole range of services presented under the wider Booth’s Group umbrella.

And yes, Booth’s has done what it promised a year ago and intentionally

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kept the identities of the two companies separate. “We felt that Tomoana had a lot of brand equity, and we didn’t want to come along and start rebranding and changing things from that perspective,” Trevor explains. He’s quick to add what has happened however, is the application of the newly established Booth’s Group parent structure and the binding together of all companies under the new ‘Can Do. Will do.’ positioning statements and instilment of the company values across all entities and their respective teams.

Behind the scenes there has been a lot happening.

“We’ve been focusing on our core service offerings and looking for ways to capitalise on the strengths of each business.” Trevor says that the business direction and service offering of Tomoana was examined in detail and a lot of time was spent analysing all facets of the business before any significant changes were made. This process eventuated in some divisions of the business that weren’t core to warehousing, containers or general freight being divested, particularly logging and heavy haulage, which Tomoana had started to venture into.

September 2020

“In addition to this, we have been hunting for opportunities to align the two businesses’ systems and processes to set ourselves up for the future and strengthen both companies.

Our attitude is to be continuously improving, so we have been throwing processes and procedures back and forth between Booth’s and Tomoana to expedite improvements as quickly as possible. We’ve now got a ‘Working-Together’ group in place where key personnel have regular meetings to assess possible alignments.

“It’s very much a collaborative approach to make sure we get it right and do not force one culture on the other. The whole process has been about making the entire organisation better and stronger, rather than change for the sake of it,” Trevor says.

Encouragingly, Trevor says that staffing has remained largely untouched. “When something like this is done with two medium-to-largesized businesses, often head count is reduced. But some functional areas of the two businesses were underresourced already, so where required we have looked for ways to move staff internally and/or create new roles to plug any gaps. Across both

Trevor Booth. companies, we felt we had an opportunity to better capitalise on key staff members who we believed had underutilised capabilities.”

In October 2019, there were no indications of what was to come in 2020, and the tumultuous period brought about by the Covid-19 pandemic was certainly not ideal timing. However, Trevor says “even in this difficult situation, the companies have been able to pool resources in a coordinated and efficient way without recreating the wheel”.

“We could create one message and go for it. We were able to be more dynamic and agile, especially from a driver perspective, where we could be more strategic given the driver shortage in the industry. We also created better utilisation of our gear from a wider network point of view.”

All in all, the synergies between Booth’s Transport and Tomoana Warehousing seem to have brought about definite benefits for both businesses, working as one across multiple sectors of logistics. From their customers’ perspective, says Trevor, feedback has been overwhelmingly positive. “It’s been quite an easy one to describe to customers. It’s not as though we’ve suddenly taken out a competitor in one particular sector, so they’re not faced with less choice. Rather, they are complementary services that offer customers greater scope for efficiencies and ultimately increased benefits.”

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SHARE THE ROAD

Need peace of mind when sharing the road with unpredictable road users? This Mercedes-Benz Actros 2663LS might be just the thing.

What’s the cyclist doing in a truck with no mirrors?

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nce I settle in my seat in the comfortable, spacious cab of the Mercedes-Benz Actros 2663LS, which has large screens in place of mirrors, my quibbles with the model’s slightly unusual exterior appearance quickly fade.

Nick Allan, general manager of Trucks & Trailers, kindly arranged this ride.

Mercedes-Benz brand manager Damon Smith is driving me into Ponsonby in the hope of encountering some cyclists.

It would have been hard for me as a passenger to visualise what Damon can see in regular side mirrors. However, I clearly saw a cyclist squeezing up on the inside of us while waiting at traffic lights. If only the cyclist had attended a Share the Road Blind Zone Workshop, and known to wait behind us!

The bottom section of the screen can see right into the blind zone next to the passenger door and, with no distortion from the normal lower convex side mirror, Damon moves off on the green light, confident there are no hidden cyclists or pedestrians. The spotting mirrors over the left door and front windscreen are also handy.

Radar and a camera in the front grille pick up any unwary cars, pedestrians, or cyclists straying into Damon’s path. If by chance he doesn’t see them in time, the truck automatically applies the brakes to reduce the impact of contact, or hopefully avoid it altogether.

The side mirror screens are positioned further forward than normal external mirrors, so Damon can see them without having to turn his head as far, and less focusing is required. And because they’re inside the cab, they aren’t obscured by fog, dirt, rain, or sunstrike.

Damon notes that he can also check the position of the truck’s wheels at a glance – particularly helpful in the narrow lanes on Ponsonby Road. Every driver knows how much can be hidden behind side mirrors, but in this Actros, only the A-pillars remain.

Another neat feature of the mirror screens is the distance-indicator lines, which can be calibrated by placing a road cone at the rear of the trailer (however long). Then, when you look at the mirror screen, you can tell where the back of the trailer is in relation to cars or cyclists, and be sure you’ve allowed

For more information about the Share the Road campaign, contact manager Richard Barter: 021 27 1213 or richard@sharetheroad.org.nz.

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enough space before and after changing lanes. Truck drivers can also back to within inches of a loading dock before slowing down and making contact.

This is all great stuff since, according to research by Daniel Blower, almost 20% of truck contact incidents have something to do with the mirrors.

Furthermore, crashes involving other vehicles behind the truck are more than four times more frequent when the truck is turning left rather than right.

We’ve all seen ‘If you can’t see my mirrors, I can’t see you’ signs on trucks.

I’ve never felt this makes much sense, as it assumes the driver has to be looking in the relevant mirror at exactly the right time. In my view, this can create a false sense of security. In the Actros 2663LS, the driver is far more likely to actually know that other road users are there.

Many drivers have told me that most days they need to take evasive action to avoid the consequences of poor decisions made by other road users.

After the tragic death of a child run over by a truck last year, the coroner observed that truck drivers are expected to check five mirrors and (in that case) a camera screen before accelerating the truck. This means that by the time they start moving, the first check ‘would have become stale’. Damon tells me that with many truck operators now ordering safety features as a matter of course, truck drivers are taking to the road with much more confidence because the chances of things going wrong are greatly reduced – if not eliminated altogether. As I pedal home through South Auckland in the rain, I feel greatly encouraged that the Actros technology is making that possible.

Thanks again to Trucks & Trailers for the opportunity to go for a ride, and for being part of the solution by supplying the transport sector with trucks like the Actros 2663LS. 

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TRUCKERS’ HEALTH

Your guide to ‘getting back on the wagon’ It can be difficult to maintain a dedicated health and fitness routine. Here are five steps to pick yourself back up if you’ve fallen off the wagon.

Step 1 – acknowledge why you may have fallen off the wagon

It’s all very well to put steps in place to get back on track, but it’s also important to acknowledge where you went wrong in the first place. Quite often there are many contributing factors such as stress, business, emotional triggers, work commitments, or a huge life change.

Whatever it may be, it’s vital you recognise it so if and when it presents itself again in the future, you have strategies in place to deal with it.

Step 2 – make a plan with your exercise routine

It’s time to look at how active you are versus how active you would like to be. Be realistic and gradually increase the volume and frequency of your exercise. If you’re currently working out once a week, aim for three sessions a week. It’s important that you look at your current schedule and work commitments and map out when and where your sessions will be. That way you know exactly what you need to do each week.

I have found that my clients who have an exercise schedule tend to get more sessions done than clients who just wing it.

It’s extremely easy to come up with excuses as to why you can’t exercise, but if you have set out that time you are more likely to exercise because you have made a commitment to do it.

Step 3 – make a plan with your nutrition

The food you’re consuming on a daily basis can either make or break your health and fitness progress. Ideally, keep a food diary for a week then reflect on what you’ve been eating. If you don’t have that much data to work with, one or two days of eating will do fine. It’s important to know exactly what you’ve been consuming, because sometimes we don’t realise how much we are snacking and munching on throughout the day.

It is easy to become overwhelmed when we’re attempting to make changes to our diet – often because we try to change too much too fast. A good way of dealing with it is to choose one element to work on each week. Once you have nailed that one area, then move on to a new one. For example, I am having takeaways for dinner three nights a week; my goal is to reduce that to one or two nights a week. You will be amazed at how much of a difference all these small changes can make to your overall health.

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Step 4 – choose positive ways to reward yourself

Often our go-to for treats is naughty or unhealthy food, which seems to contradict our overall goal. Also, labelling food as ‘treats’, ‘naughty’ or ‘bad’ can give certain foods a negative connotation and may make you crave the forbidden fruit even more. However, if we weave the foods we enjoy with moderation into our daily diets, we won’t feel the need to binge and crave those ‘naughty’ foods.

Instead of food, it’s nice to reward yourself with something that you enjoy, whether that is a massage, a new toy, new clothes, going to the movies – the sky is the limit. That way we associate working hard on our health and fitness with an amazing treat that we enjoy – that is not going to derail our efforts.

Step 5 – don’t be too hard on yourself It is so easy to be self-critical and feel down if you’re not quite achieving the goals that you have set or seeing those numbers go down on the scale (if that is your target). But it’s important to remember that health and fitness is a massive journey filled with plenty of ups and downs.

USING THESE STEPS, hopefully you can gently adjust your current exercise and nutrition regime to slowly improve over time and allow yourself rest and time to enjoy the activities and foods you love. Eating healthily and exercising should never feel like a chore – it should feel like a part of your lifestyle and weekly routine. Like anything else, if we don’t enjoy something, we aren’t likely to continue doing it if we don’t have to, but if we find an eating and exercise regime we can enjoy and maintain, we are much more likely to succeed and keep it up.

Self-praise and reward is super important in keeping you focused and motivated in your journey. If you are continually telling yourself that your efforts aren’t good enough, it is going to be a tough road. Each day, or even each week, think about one positive thing that you have achieved with your health and fitness and drill it in. 

Laura Peacock Personal trainer TCA Fitness Club

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Considering the low road toll during lockdown, and the lot of reports are starting to appear in the media, reduced number of vehicles on the open road now, the road toll providing information about how our lives have is still very high. We need to remain vigilant as drivers, owners been through and post-lockdown. Some of them of vehicles and managers of fleets so that our drivers are not seem to be more valuable than others. For example, fatigued, are well trained, there was a report about how and our vehicles are well fewer people died during maintained and fit for purpose. lockdown because the flu was We must not be complacent minimised as people were in about the safety of our drivers lockdown. This report made We work with organisations that and others on the road.  me wonder how much it cost need more health and safety to research this and what better knowledge, or more time, than use we could put the money to.

Road deaths have also fallen. they have in-house. For more Ministry of Transport statistics information, check the website show that 78 people have died www.safewise.co.nz on state highways to date this year compared with 86 last year for the same period. For local open roads there have been 50 compared with 86 deaths over this period.

Our roads were like ghost towns during Covid-19 levels 4 and 3. As we moved to level 2 and then level 1, the traffic Tracey Murphy is the owner and director of Safewise Limited, a started to build back to, what we considered, normal levels. health and safety consultancy. She Certainly, around our cities we are noticing that traffic is heavy, has more than 11 years’ experience and there are delays from accidents and roadworks that all lead working with organisations from to frustrations. many different industries. Tracey Our open roads are still not as busy as normal as the tourist holds a Diploma in Health and drivers are not on the road. This also means that most drivers Safety Management and a Graduate are used to the New Zealand road conditions, even though Diploma in Occupational Safety they may not be used to driving a campervan. and Health. She is a Graduate

How can Safewise help?

Member of New Zealand Institute of Safety Management and is on the HASANZ register.

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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

98 New Zealand Trucking

September 2020

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LEGAL LINES

Criminal Cases Review Commission

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rom 1 July 2020, anyone convicted of a crime in a New Zealand court who believes they have suffered a miscarriage of justice over their conviction or sentence, or both, can apply to the New Zealand Criminal Cases Review Commission (CCRC) for an independent review of their case. If this sounds like it might apply to you or someone you know, then please read on as I’m going to explain why the CCRC was established, how to make an application to the CCRC, and what happens if your application is approved.

Why do we need a Criminal Cases Review Commission?

The CCRC is an independent Crown entity that employs specialist staff to investigate possible miscarriages of justice.

Miscarriages of justice occur because, as with any system, mistakes are made. When someone is convicted for a crime they did not commit, or when someone believes the system has failed them, it causes unimaginable distress to that person and their family and sparks criticism of our justice system. It also means that victims of crime have not had justice served either.

Previously, anyone who believed they had suffered a miscarriage of justice could only apply to the GovernorGeneral, who acts on the advice of the Minister of Justice, for the exercise of the Royal prerogative of mercy. If successful, a person can be pardoned or a person’s conviction or sentence can be referred back to the courts. However, the record shows that applications from people who are over-represented in the system, such as Maori and Pacific people, are between 11 and 16%, despite then making up more than 60% of the New Zealand prison population.

The need for a CCRC for people of all ethnicities and backgrounds arose out of concerns about the independence, timeliness and quality of investigations into miscarriages of justice. These concerns were expressed over many years by civil society groups, including the New Zealand Public Interest Project, the New Zealand Innocence Project, and others, including MPs, journalists, academics, members of the legal profession, investigators and forensic scientists. Several countries have established their own Criminal Cases Review Commission, including the United Kingdom (England, Wales and Northern Ireland), Scotland and Norway.

look at potential miscarriages of justice for people who have already lost an appeal.

You do not need a lawyer to apply to the CCRC, but you may like to ask a lawyer to assist you in completing the application form, as they will be able to help you with your grounds for review. Legal aid is available if you are unable to afford to pay a lawyer to assist you with making an application, and there is no cost to submit an application to the CCRC. The application form is available in English, Maori, Samoan, and Tongan and you can access it online by going to the official website, which is www.ccrc.nz. If you need help completing the form, then you can call the help line on 0800 33 77 88.

How does the process work? The chief commissioner, Colin Carruthers QC, heads a board of commissioners, including a deputy chief commissioner. The commissioner’s role is to accept or decline applications. When an application is received, it will be assessed. The commissioners review the assessment and either refer it for a full investigation or decline the application. The applicant will be sent a preliminary statement of reasons prior to the commission making its final referral decision. At this stage the applicant can comment on the statement of reasons and the add anything else that they believe the commission should consider before making its final decision.

Reports will be produced on applications that are referred for a full investigation. The commissioners will then review the investigation report and make a final decision about whether or not to refer the case to court. The applicant will be contacted to advise them of the outcome of the decision and a short media release will be issued. A summary of the decision will also be made available on the official website.

Remember that the CCRC does not decide guilt or innocence. Their role is to decide whether a case is referred back to an appeal court. If this happens, then the applicant will be given advice of the hearing date and the court will determine the outcome of the case. 

How do I apply?

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.

The test to refer a case to an appeal court is whether the CCRC considers that it is in the interests of justice to do so. There is a range of factors that they must consider when making a referral decision, including whether the convicted person has exhausted all appeal rights, whether there is fresh evidence, and the prospects of a referral succeeding. An application is unlikely to be accepted if you haven’t already appealed to the courts, because the focus of the CCRC is to Danielle Beston

100 New Zealand Trucking

September 2020

NZ TRUCKING ASSOCIATION

Diverted-attention driving

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inistry of Transport crash statistics for 2019 show that where diverted attention was identified as a contributing factor in these crashes that 10 people died, 133 people were seriously injured, and 918 people suffered minor injuries. The Ministry of Transport reports that the average social cost of a fatal crash is $5.07 million, $926,000 for a serious crash, and $107,000 for a minor crash.

While these New Zealand statistics are not broken down into the type of road user, a 2020 report by National Truck Insurance (NTI) in Australia that looked at the underlying causes of crashes in which a truck driver died showed that 30.4% were the result of driver inattention/distraction.

Distracted driving is the number one cause of workplace deaths in the USA, resulting in approximately nine fatalities every day.

Diverted attention is where the driver’s attention is not solely focused on safe driving, and can include the following: • Using mobile phones or communications equipment • Fatigue and inadequate rest • Talking with passengers • Eating and drinking • Adjusting vehicle controls or reaching for an object • Smoking • Loud noise • Emotionally distracted • Looking at other activities/events outside of the vehicle.

Reports indicate that distracted drivers can be as dangerous on the road as intoxicated or drug-impaired drivers. If you are distracted and do not have your eyes, hands, and mind on the road, then your reaction times will be significantly slower than an alert driver. Given the weight and size of heavy trucks, distracted truck driving is substantially more likely to result in a fatality.

Driving a vehicle on the road requires many important skills, the most important of which is your full attention, so that you can safely react to the environment around you. But are you a distracted driver? Anything that prevents you from driving your vehicle safely is a distraction.

What are the main causes of distracted driving?

Mobile phones are one of the most dangerous distractions a driver can have. Many drivers are not only texting as they drive, they are also reading and replying to their emails, or updating their Facebook page. You can only use a mobile phone if it is connected to a hands-free device; include this as part of your driver’s pre-trip vehicle check. Transport operators should implement mandatory policies around mobile phone use and include these in employment contracts. It is illegal to hold a mobile phone while driving: this includes calls, texts, emails, video, photos, navigation, and playing music. These functions are only permitted when legally parked. The penalty is $80 and 20 demerit points.

People need to sleep to be healthy. Sleep is the only longterm and effective strategy to prevent and manage fatigue. The average person needs between seven and nine hours sleep each day. Less than this can lead to fatigue. Continued lack of sleep is cumulative; if you are regularly failing to get sufficient sleep, you will develop fatigue.

102 New Zealand Trucking

September 2020

Transport operators should have a fatigue management policy as part of their overall health and safety policies and procedures. Include the following: • Identify any hazards that contribute to fatigue.

• Assess the risks of these hazards.

• Implement and maintain measures to control these risks.

• Include a review provision that measures the effectiveness of the controls.

Eating or drinking while you drive means one hand is not on the steering wheel, and you need both to be in control.

Eat before you get behind the wheel, eat healthily, and allow yourself enough time so you do not get indigestion. If you need a cigarette, have one before you drive or after the journey, as dropping a cigarette or hot ash can be a dangerous distraction.

Driving, especially long distance, allows you plenty of time to think. But you need to focus on the job. You do not want to be driving in auto pilot mode, as this does not give you time to react quickly enough if the situation changes from the expected.

Keep your eyes on the road. Try not to be a rubber-necker. If you are planning to pull over and stop, indicate well in advance, and check your mirrors to make sure the vehicle behind is not following too closely; do not just slam on your brakes. Equally, don’t tailgate the vehicle in front – if they stop quickly and unexpectedly, have you got enough room to pull up safely?

Make all your adjustments before you hit the road: adjust your seat and mirrors, set the air conditioning to auto, set up the hands-free, programme the GPS, if you like to listen to music, load the playlist before you start driving so that you are not distracted. Don’t listen to your music with headphones on, as you will not be able to hear what is going on around you.

Passengers can be dangerous distractions while you are driving. Just ask a school bus driver or taxi driver how distracting passengers can be. If you have got a passenger on board, make sure they have their seatbelt fitted correctly. While you are at it make sure you are buckled in as we need you to be in control of the vehicle at all times. If on a long trip, make sure you have regular stops to break up the trip.

The NZ Trucking Association promotes safe driving. The Safety MAN Road Safety Truck initiative delivers programmes to the trucking industry, schools, and the community that are designed to raise awareness on safety around big trucks and on common health and social issues that contribute to fatigue – a major factor in many truck crashes. Further information is available at www.roadsafetytruck.co.nz.  If you would like to find out more about what the New Zealand Trucking Association can offer your business, then please give me a call on 021 754 137 or email me at dave.boyce@nztruckingassn.co.nz

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

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Government commits to roadside drug testing

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t seems like the last thing many New Zealanders want after the year we have had is an election. However, 17 October doesn’t just represent election day, it is also when we decide the fate of two referendums that are being held alongside it.

The first of these, on the End of Life Choice Bill, is not directly of concern to the Road Transport Forum. However, the second, on the legalisation of the recreational use and production of cannabis, most definitely is.

The proliferation of drug use, including cannabis, whether legal or illegal, has major implications for the road transport sector, both when it comes to the safety of our roads and in relation to workplace health and safety.

When it comes to road safety, we know that cannabis and other impairing substances are a significant contributor to our road toll: in fact last year 103 people died in crashes on New Zealand roads where the driver was later found to have drugs in their system.

Unsurprisingly, we are seeing an upward trend to this sort of impairment and it now surpasses those killed while driving with excess alcohol in their system.

It was therefore extremely pleasing, in what was one of the final acts of the 52nd Parliament, that the Labour-led Government introduced legislation to give police the power to conduct random roadside drug testing of drivers. Once passed, the law will allow police to undertake a roadside test to determine if drivers are under the influence of drugs, just as they do for alcohol.

Rather than the breath test that is used for alcohol, the drug test will be saliva-based and will identify the presence of impairing recreational drugs such as THC (cannabis), methamphetamine, opiates, cocaine, MDMA (ecstasy), and benzodiazepines.

The RTF has lobbied governments to institute roadside saliva-based drug testing for well over a decade so we commend Associate Transport Minister Julie Anne Genter and Minister of Police Stuart Nash for the introduction of The Land Transport (Drug Driving) Amendment Bill that will enable it.

Up until now government ministers have pointed to the practical difficulties with saliva testing, and while not all of those have been solved, this government’s emphasis on road safety has prompted it to undertake the background work required to inform the practical implementation of such a regime. For that it should be congratulated.

Regardless of the result of the cannabis referendum, all those involved in the transport industry should take a proactive interest in the progress of this Bill. The new law won’t be

passed before the election and a lot of work is ahead of the 53rd Parliament to enact it, but I hope it will be one of the first cabs off the rank once the next government is formed.

The RTF will actively support the Bill’s progress and will be requesting a hearing at the select committee stage. I’d encourage transport operators and other industry bodies to also consider making a submission. Please feel free to contact the RTF office if you require further advice and information on how to do this.

Unfortunately, the impact of increasing drug use and the potential for law reform around cannabis has not prompted the same general concern amongst government and the general public when it comes to workplace health and safety.

This is a shame, because a huge amount of progress has been made in this area in recent years. The previous National Government passed the Health and Safety at Work Act in 2015, which clarified a business’s primary duty of care, and introduced the now wellknown concept of the PCBU – a ‘person conducting a business or undertaking’ – that must ensure that workers and others are not put at risk.

Probably just as effective as the specific provisions in the Act was the national conversation and all-round education campaign that took place around it. Most New Zealanders would agree that this led to a real and positive culture change across a number of high-risk sectors.

My concern is because impairment is such a significant risk to workplace safety that some of the advances we have made since 2015 could be compromised if we take too liberal an attitude to the recreational use of cannabis and other drugs.

Liability for the impact of drug-impaired workers falls squarely on managers, boards and other PCBUs in a business, and despite the great work of drug testing organisations like TDDA, businesses are hamstrung by the inability to practically test regularly for staff impairment at work.

Unfortunately, there seems no easy answer to this problem. While the government is appropriately addressing the issue of drugs on our roads, there is still a long way to go before we can be confident that workplaces are safe from the negative impact of recreational drugs. 

Rather than the breath test that is used for alcohol, the drug test will be salivabased and will identify the presence of impairing recreational drugs such as THC (cannabis), methamphetamine, opiates, cocaine, MDMA (ecstasy), and benzodiazepines.

104 New Zealand Trucking

September 2020

Nick Leggett Chief executive officer

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here have been so many strange goings on recently that it was difficult to focus on one, so for this month I will comment on a number.

First, Wellington is now officially … Wellington.

In July the New Zealand Geographic Board, this is the government agency that is responsible for assigning names to places and locations in New Zealand, officially named Wellington as Wellington. This raises an interesting point, if Wellington was not the official name of Wellington, where does that leave the Wellington City Council, the rates they have levied, and the fines they have collected over the years?

Have they been operating and making decisions under false pretences or without legal authority?

Also, in Wellington, on 16 July Stuff reported that the electric-vehicle chargers installed by the council were used 1 to 3% of the time they were available. A spokesperson from the council is reported as saying that this “is an acceptable usage level”. How many transport operators would consider 1 to 3% use of an asset as acceptable? But then transport operators do not have access to public money in the same way councils and governments do, and don’t employ spin doctors either.

In the same story Stuff reported that the council installed a kerbside charger in what is one of Wellington’s oldest and narrowest streets; originally it was a bullock track leading up

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to farms on the hills behind. Apparently, many of the residents did not support this installation. Some claim it was put there because one resident had an EV. The council went ahead regardless, suggesting that it would give the suburb’s residents the opportunity to choose an EV next time they bought a vehicle. A photo published with the Stuff article showed that the footpath is extremely narrow, with little room for two people to walk past each other without an electrical box obstructing their way.

It seems strange to me that this box was installed by the same council that recently announced it would like to ban cars from roads in the CDB, to make the roads more pedestrianand cyclist-friendly, the same council that is actively pursuing a no-cars policy in the city. How can you have an active no-cars policy on one hand when you are actively supporting the purchase of them on the other?

Meanwhile, from Auckland we read that the council there went ahead and approved a 3.5% increase in rates despite overwhelming public consultation on the proposal only supporting a 2.5% increase. Mind you this would not be the first time councils, and government, have gone against what they were being told through the consultation process, and it certainly won’t be the last.

Some years back when I was on the fringe of working in an area where almost everything we did had to go through the public consultation process, I quickly learnt that the underlying rule was “we consult but I decide”. When developing a proposal a bottom line would be established and some wriggle room was added to give the impression that public consultation had been listened to. The reality was that consultation was more of a hassle that had to take place rather than a genuine attempt to let public opinion inform the policy and eventual outcome.

I have no doubt that approach has not changed much over the years so it will be interesting to follow the installation of the NZTA’s weigh-in-motion site at Rakaia, as I understand there is quite a bit of opposition to the site chosen.

It is pleasing to read that the Road Transport Forum is suggesting that New Zealand should have a similar analysis of crashes involving trucks as is done by National Transport Insurance in Australia through their National Truck Accident Research Centre (NTARC). (The latest report can be found at https://ntarc.nationaltransportinsurance.com.au/.) Having an independent analysis done of any data can be beneficial to track how our industry is preforming. It is a pity therefore that when NTI tried to establish a business in New Zealand some years back, the RTF at the time was not so supportive of the idea. An opportunity lost.

No matter what your political persuasion, one thing we can all be sure about is that there will be difficult times ahead for most of us. But, I have no doubt that collectively the industry will meet the challenges and do what it has always done, which is provide the services required to keep New Zealand moving.  The accidental trucker

106 New Zealand Trucking

September 2020

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