NZ Trucking Magazine, July 2022

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TRUCKING NEW ZEALAND

JULY 2022

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KENWORTH K220 SCANIA STARTS BREAKS COVER EV ONSLAUGHT Official magazine of the

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A Cook Transport Isuzu heads out of a wintery Maniototo on the Paerau road.

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CONTENTS EDITORIAL DIRECTOR

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

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

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

ART DIRECTOR

Tracey Strange

John Berkley

CONTRIBUTORS

DIGITAL IMAGING

Craig Andrews Marty Crooks Faye Lougher Craig McCauley Jacqui Madelin Alison Verran Mike Verran Shannon Williams

Willie Coyle

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

Jonathan Locke Izaak Kirkbeck Milly McCauley Howard Shanks

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DIGITAL MANAGER/CONTENT

Louise Stowell OFFICE ADMINISTRATION

Georgi George

HIGH HORSE

Doing ‘Retirement’ Right

PUBLISHER

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

PRODUCTION MANAGER

Ricky Harris

10

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.

K220 ENTERS THE FRAY The Wait is Over

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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KENWORTH K220 SCANIA STARTS BREAKS COVER EV ONSLAUGHT Official magazine of the

Michael loads up at Morrison’s Qurray on the OngaongaWaipukurau road.

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REST 8 Editorial 14 Road Noise – Industry news 46 Great Dashboards – Volvo G88 48 Top Truck 52 Just Trucking Around 58 Back Down the Road a Bit 60 Liveries Gone but not Forgotten 62 Light Commercial Test – LDV eDeliver3 66 Wanaka Memory 72 International Truck Stop – Blues and Twos 76 Rust in Peace 78 Craig’s Truckin’ Snapshot 80 New Rigs

WATC H T HE VID EO ON YOU T U B E

86 New Bodies and Trailers 88 Million Mile Club 90 Mini Big Rigs – Devail in the Detail 94 Little Truckers’ Club 96 What’s On/Cartoon

BACK AT THE SHOW About Time!

54 100 Moving Metrics 104 Fuel for Thought – Winter Diesel 106 Advertorial – M2X for Ballance 108 Carriers’ Corner 110 Truckers’ Health

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Griffin Goes Electric

112 Health & Safety

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114 Legal Lines 116 Business Together 118 NZ Trucking Association 120 Transporting New Zealand INTERNATIONAL TRUCK OF THE YEAR

122 The Last Mile BROU GHT T O Y OU B Y

Associate Member

EDITORIAL

WHAT COST A LIFE?

T

here’s something inherently false about a person who needs self-adulation, someone constantly looking for affirmation, to prove their worth. You get the feeling that, beneath the shiny surface, all is not as it’s made out to be. You know the type.

Conversely, some people go about their business without fuss or fanfare, just quietly, efficiently and effectively working away, getting the job done. You know the type, too.

When it comes to government agencies, regulatory bodies and the like, there’s really no place for the former. Just get on with the job and spend taxpayers’ money to our benefit. Do it properly, and there should be no need to keep us looking at the surface to convince us otherwise.

Which is why I’ll add my voice to all those who have already done so and denounce Waka Kotahi’s current $4.74 million Road to Zero advertising campaign as utter garbage.

Speaking of voices…

In the four weeks since the June issue of New Zealand Trucking magazine went

to print, approximately 12 individual accidents involving trucks were reported around the country. The most serious of them was also one of the most recent, the tragic collision involving a family of nine on SH1 outside Picton.

Another was that in which a 19-year-old Tauranga Boys’ College student was killed on SH2.

Several voices have come out over the past weeks, especially in the wake of the Picton accident. Invariably, despite the facts and the circumstances, it’s the truck that lands up being demonised. Regardless of who was at fault, we need to get trucks off the road, they cry.

And it’s amazing how many of them are missing the point.

It’s not unsafe to drive on New Zealand’s roads because of trucks – it’s as unsafe for trucks as it is for anyone else.

It’s unsafe to drive on New Zealand’s roads, because New Zealand’s roads are unsafe.

Unfortunately, the risk of something going wrong each time a truck driver hits the open road is reduced to just another ‘hazard’ of the job – expected to be managed and

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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

8 New Zealand Trucking

TRADER

July 2022

mitigated by health and safety and filling in a log book. The problem, it bears repeating, is that a truck driver’s workplace is not confined by the walls of their depot or the cab of their truck. It’s every road between Cape Reinga and Bluff. In that regard, should the state and roading authority not assume some responsibility for every accident that occurs?

Operators do what is required to keep their gear in mechanically fit condition and stay ahead of that date on the COF sticker. Drivers do what’s required to ensure their load is correctly secured and they’re in a lucid enough state to complete a journey hundreds of kilometres long – likewise, the average motorist.

For the most part, at least, the requirement for a WOF should mean the vehicles on the nation’s roads are mechanically sound. And, to paraphrase one commentator, reasonable people don’t hit the road to put themselves and others in harm’s way.

Granted, the key word there is ‘reasonable’ – i.e. sober, rested, calm, focused.

The sad reality is that there’s no way to guarantee that – and when things go wrong on narrow, winding,

poor-quality roads, they tend to go wrong quickly.

‘New Zealand Roads are not like other roads.’ Whoever came up with that line is right; they’re not. Kiwi roads are from a bygone age when their design was constrained by topography. When the number, type and size of vehicles that used them were vastly different to today. When life was slower, and people were less distracted. And except for a handful of some admittedly good motorways and bypass projects, little has been done to change that.

The fact is, Waka Kotahi needs to stop wasting time and millions on patch-job repairs, innovation funds, ideological roads to nowhere, and shiny advertising campaigns that make a mockery of the shocking reality and actually get on with the job of creating a national roading infrastructure suitable for the demands of today’s freight and traffic.

Gavin Myers Editor

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ROAD NOISE NEWS NEW MODELS

K220 ENTERS THE FRAY After hundreds of social media pics, speculation and teasers, the atmosphere was almost palpable when Kenworth, at last, played its latest K-model hand – the K220 – to a crowd of more than 500 dealers, customers and industry partners.

A

t first sight, there’s an apparent ‘if it’s not broke, don’t fix it’ theme in the K220. But beneath the familiar lines of the launch trucks is the continued evolution of arguably trucking’s greatest model dynasty.

The project began in late 2018, and Ross Cureton, director of product planning, says its development was driven by high levels of customer and driver input.

“We consider this to be a pivotal part of our development programme, ensuring operators get what they need.”

Says chief engineer Noelle Parlier: “Customers were able to give us several areas for product improvement. It became apparent our focus should be applied to greater driver comfort and technology integration.”

From the outside in “Reassuringly familiar” with “streamlined, purposeful contours” is how the press release described the K220.

There’s no question that revolution was off the project table for the COE this time around. But refinement? Most definitely.

10 New Zealand Trucking

The two biggest visuals are the new grille, which works with a more efficient fan to optimise cooling, and the loss of Kenworth’s iconic – and that’s not a cliché in this context – vista windows on the high-rise sleeper, allowing improved sleeper insulation and, therefore, more easily maintained cabin temperature.

That ties in with the “new wind-cheating roof profile” designed with the aid of computational fluid dynamics, said to improve aerodynamic efficiency by 4%.

New LED headlamps with integrated indicators and daytime running lights can be paired with bright-look bezels.

With GCMs from 97 to 250 tonnes and beyond via application approval, the latest K is available in 6x4, 8x4, 8x4 tandem with a lazy axle, 8x6, 10x4 tandem with a lazy axle, and 10x6.

The cab work undertaken on the outside does mean more cab on the inside, with increased headroom and triple the overhead storage space. A lot of work’s gone into the HVAC system, which Kenworth says “vastly” enhances interior comfort in any weather with a 60%-plus increase in the airflow.

July 2022

Big changes come in the cockpit – specifically, the dash. A 15” high-definition instrument panel reduces distraction, says Kenworth, by allowing the driver to control how much information is showing when operating the truck. It’s customisable from driver to driver and trip to trip.

Aside from vehicle parameters, intervention warnings allow the driver to respond quickly.

Button-actuated pre-start system checks, as well as post-shift vehicle and trip

summaries, are all part of the new package, the latter providing statistics such as average fuel burn, idle time, cruise control usage, and any potential mechanical issues.

There are new SmartWheel and stalk-mounted controls with an expanded range of vehicle functions at the fingertips, plus an 8” audiovisual navigation (AVN (infotainment)) interface in the wrap, which can be incorporated into the SmartWheel controls, allowing

the driver’s phone to be left on a charging pad, or stored in new dash pockets. The AVN can also be intelligently integrated with up to six external cameras.

There’s “meticulously considered” switchgear, which we hope means the same family of big, easy-to-find-anduse toggles, à la T410 and 610.

The interior is more spacious, and quieter, with improved storage, including in and around the new dash, as

well as more footwell space via pedal repositioning and increased seat travel.

Soft, plush upholstery in the traditional studded pattern and an updated palette of trim colours bring the 220 into line with the Kenworth’s 2.1m cab range.

The cabs come in 1.7m day cab, 2.3m flat-roof sleeper, 2.3m Aerodynamic roof sleeper, and 2.8m Aerodynamic roof sleeper, with a 2.8m king-single bed option also.

All cab options are available with side extenders, and the 2.3m and 2.8m Aerodynamic roof variants are available with roof fairings.

Safety and coms Equipped with the same electronic architecture as that available on new DAF models in Europe and Kenworth and Peterbilt in the United States, allows the K220s to move with the times. At launch, the truck has the largest range of active and passive safety options

offered by Kenworth Australia, adding multi-lane autonomous emergency braking and stopand-go functionality to a growing list of systems.

Every K220 will be fitted with PACCAR Connect, the company’s proprietary telematics system. It allows live tracking and monitoring of the vehicle, driver, and fleet performance. There are fully customisable dashboards, and reports come in easy-to-read formats.

New Zealand Trucking

July 2022 11

Above: An ongoing evolution. Kenworth’s K model is surely one of the great dynasties of truck design. The famous vista windows are no more.

1) New dash with digital binnacle and AVN in the wrap. 2 & 3) 2.3m and 2.8m (single bunk) Aerodynamic sleepers.

Powertrains are looking ever more ‘ADEPT’ for the job.

Cummins X-15 Euro 6 and 5 variants in both efficiency and power series are available with manual or the new 18-speed Eaton Endurant XD Pro AMT. (Note: the efficiency series is only available with the AMT.) Emissions are achieved via SCR and DPF through a single-module after-treatment system.

The Endurant XD Pro utilises Eaton’s extreme-duty clutches designed for increased durability and improved noise and vibration, with higher thermal capacity for enhanced low-speed manoeuvrability.

Having the Endurant AMT available in GCMs up to 97 tonnes (for the time being) changes the AMT landscape for prospective customers. A purpose-built AMT, it sheds the shortcomings the Eaton UltraSHIFT suffered when compared with Europe’s high-end auto-shifters, providing the K220 real AMT firepower in terms of speed of shift, smoothness, and gear selection.

Cummins states the ADEPT suite of advanced electronic engine-control

1

2

3 12 New Zealand Trucking

July 2022

THE ALL

features matched to AMT transmissions can enhance fuel efficiency by up to 6%.

Summary “It is a development path forged by an amazing collaboration between Australian transport operators and a dedicated and determined team that has spanned more than five decades. Nowhere in the world does such a close relationship exist between end-users and designers,” says Brad May, sales director at PACCAR Australia.

Highly anticipated and eagerly awaited, the K220 has arrived on the ground over the ditch, opaque roof and all. We can hardly wait to get our mitts on one and to see just how far down the road this latest ‘K’ will take the bug.

“We expect the K220 later this year,” says Richard Smart, general sales manager at Southpac. “Being that we are predominantly 8x4, it takes a little longer to engineer. Our launch plans include a product roadshow nearer to spring/ summer, with a few big crowd events such as the Bombay Truck Show and Wheels at Wanaka playing a part.”

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ROAD NOISE NEWS

VOLVO TRUCKS EXPANDS SALES TEAM Volvo Trucks has appointed two new account managers to its sales team. Simon Wilson (top right), responsible for customers in the lower North Island territory, and Vijay Chhagn covering Auckland, are seasoned transport industry professionals with 50 years experience between them.

Wilson started his career as a grade-A diesel mechanic. He joined Truckstops Palmerston North and quickly moved up to workshop foreman before changing roles to become the first technical rep for Hino Distributors NZ. His time with Hino included problem-solving technical issues for customers and passing on the latest technological advances from Japan to the New Zealand Hino service network. Wilson became Hino’s technical manager, managing the technical and warranty department and overseeing the mod centre.

Chhagn comes from a machinery background, having completed his heavy diesel apprenticeship. He then filled sales roles for the Isuzu and Mercedes-Benz truck franchises.

“Customers will get real value from the depth of knowledge that Simon and Vijay bring to the team,” fleet account manager Scott Robinson says. “Their truck industry experience gives them a clear understanding of customer needs during the sales and aftersales period.”

14 New Zealand Trucking

ROAD NOISE NEWS NEW MODELS

HYUNDAI PAVISE ARRIVES

H

yundai New Zealand will launch the midduty Pavise during July, joining the Mighty lightduty and Xcient heavy-duty models as the brand’s key models locally.

Power for the Pavise comes from Hyundai’s 5.9litre turbodiesel engine with a power output of 183kW (246hp) and max torque of 853Nm. The six-cylinder engine features ‘low friction’ piston rings and improved cooling performance.

It is married to a new ZF AMT, which continuously monitors the driving scenario to ensure optimal efficiency of the gear shifts and fuel consumption.

In addition, Hyundai’s advanced eco roll shifts into neutral gear to improve fuel efficiency and fuel economy by 2% to 3% by taking advantage of downhill coasting and flat runs.

As the medium-duty

July 2022

model in the range, two wheelbases are on offer – extra long medium at 4900mm and ultra long at 5700mm. GVM weighs in at 15,500kg/12,000kg and GCM, 25,000kg/21,000kg.

The rear air suspension allows for the adjustment of the cargo bed height when loading and unloading.

For the Pavise, Hyundai is able to build factory box and refrigeration bodies in South Korea.

The driver-focused cab is fully suspended and Hyundai claims it is 31% larger than the industry standard truck.

The cab includes a bed and a tip-up passenger seat that provides extra room. The backrest folds flat to provide a flat workstation area.

The Pavise even features a heated leather steering wheel.

The five-inch TFT screen in the gauge cluster displays a wide range of information,

while the eight-inch touchscreen infotainment unit comes with navigation capabilities. There’s Bluetooth support for smartphones with Android Auto, Apple CarPlay and MirrorLink.

The Pavise features Hyundai SmartSense active safety technology. This includes forward collision avoidance, lane departure warning, vehicle dynamic control, autonomous emergency braking system, electronically-controlled brake system, and driver and passenger air bags.

A rear view camera provides an extra-wide angle view of the rear. Waterrepellent glass ensures water droplets never get a chance to form but flow easily down the glass for excellent visibility.

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ROAD NOISE NEWS

TRANSPORTING NZ WELCOMES POLICE CVST’S MCRANDLE

BOOTH’S GROUP ACQUIRES SUMMERLAND EXPRESS FREIGHT

Mike McRandle has joined Ia Ara Aotearoa Transporting New Zealand to lead its national team of regional and sector advisors.

Based in Canterbury, McRandle joins the organisation from the New Zealand Police, where he leads the South Island Commercial Vehicle Safety Team and is vice president of the NZ Police Association, both positions he currently holds.

“Mike’s experience, personal skills and extensive networks make him the ideal candidate to help lead us through the significant and wide range of changes coming our way,” says Nick Leggett, CEO of Transporting New Zealand.

“We’ve also got someone with excellent practical experience to give operators general advice on compliance.”

McRandle’s appointment closely follows that of lawyer Billy Clemens, who started earlier this month. McRandle starts his role on Monday, 27 June.

Leggett says it is “another demonstration of Transporting New Zealand building the diverse capability needed to address the challenges on the industry’s horizon – and shows members the benefits of a solid strategy coupled with delivering results”.

16 New Zealand Trucking

B

ooth’s Group Logistics has acquired Summerland Express Freight, marking the company’s expansion into the South Island.

The Booth’s Group of companies comprises Booth’s Transport, Tomoana Warehousing and The Produce Connection.

The Summerland purchase was made with Brendan Prendergast, founder and former owner of MOVE Logistics.

Summerland founders Ross and Barbara Millard stepped down in June 2022, after nearly 30 years.

July 2022

The South Island logistics operator, which has a fleet of 100 trucks and 150 staff across 10 locations, will join the Booth’s Group of companies, rounding out Booth’s geographic spread and providing its customers with a nationwide network.

Booth’s businesses provide services, including linehaul transport, metro delivery, produce cartage, container handling, hiab delivery and a range of warehousing, storage and pick-and-pack services.

Group chief executive Dallas Vince says the company’s growth trajectory

resulted from customer demand for Booth’s to have an increased presence nationally. “Our customers want us to simplify their supply chain with one point of contact for all their transport, logistics and warehousing needs.

“All Summerland stakeholders will benefit hugely from increased resources, including new fleet vehicles that are on the way, additional technology platforms, access to a broader network geographically and a wider range of service offerings.

“All of the Summerland

team will be offered new employment contracts, and we expect the shared family values and business synergies between Booth’s Group and Summerland to make for an easy transition for all our team, suppliers and customers,” he says.

Alongside expanding its geographic reach, a key focus for Booth’s Group over recent years has been to operate a modern, safe and fuelefficient fleet.

“The Booth’s business model is based on a modern fleet with a current average fleet age of 38 months,” Vince says.

“We are proud to have one of the lowest average fleet ages in New Zealand, and we intend to apply this same model to the Summerland business in the short to medium term.”

“GOVERNMENT SHOULD STICK TO ITS KNITTING AROUND SUPPLY CHAIN”

T

he government is right to examine New Zealand’s tenuous supply chain, but it should not seek to intervene beyond being a regulator and infrastructure provider, says Ia Ara Aotearoa Transporting New Zealand.

The Ministry of Transport has recently consulted on New Zealand’s freight and supply chain issues, with Transporting New Zealand providing detailed feedback on behalf of the trucking industry.

“There’s a real risk that the government will try and fiddle with the supply chain, which is essentially an instrument of the market,” says Transporting New Zealand chief executive Nick Leggett.

“The government must use

light-touch regulation and instead focus on investment in big infrastructure to facilitate better transport links.” Transporting New Zealand says it supports the government’s approach to taking a longer-term view of the supply chain, particularly concerning the decarbonisation of the transport sector.

“Better, safer roads allow more efficient driving and faster travel times, and they reduce congestion. These factors all assist in reducing emissions and are why we are calling on the government to commit to new roading projects urgently,” Leggett says.

Ninety-three per cent of freight is transported on the road, so more investment in

roading maintenance is vital.

“The road transport industry would also not be opposed to investment in projects like a dry dock that would reduce the time our ships have to be away in Australia for maintenance,” he says.

“We also support co-operation around an offshore freight shipping hub to handle major freight coming into the country, which would pave the way for the greater use of coastal shipping, therefore reducing some reliance on linehaul road transport.”

Leggett says such a hub will also reduce the country’s reliance on international shipping lines that may

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ROAD NOISE NEWS

PROJECT44 EXPANDS INTO AUSTRALIA & NEW ZEALAND Supply chain visibility platform project44 will expand into Australia and New Zealand.

Project44 supports a global customer base, tracking shipments across 170-plus countries. The expansion allows the company to better address supply-chain challenges facing the region.

The news follows the recent announcement of the company opening in Japan.

“Our teams in Australia and New Zealand have been working hard to establish project44’s market presence,” says founder and CEO Jett McCandless.

“As we expand our offerings, it’s important to have team members who deeply understand the intricacies of each market on the ground supporting our growth.

Australia and New Zealand are facing long lead times, bottlenecks and rising freight costs compounded by their geographic location. We hope to help reduce the supplychain disruptions that have continued in the region.”

To build its presence in Australia and New Zealand, project44 established an office in Melbourne in February 2022.

Archival Garcia has been named vice president and general manager for Australia, New Zealand and Southeast Asia and will lead the expansion efforts.

18 New Zealand Trucking

TRUCKING RADIO 24/7 COMING SOON!

N

ew Zealand’s first and only radio station dedicated to the trucking industry will be launching soon.

Trucking Radio 24/7, hosted by New Zealand Trucking Media, is designed to keep the vital transport industry moving with a mix of music, roading reports, industry-based interviews, competitions and much more.

Trucking Radio 24/7 will be available on iHeart Radio.

You will also be able to listen online via the Trucking Radio 24/7 website and an exclusive app available for Android and Apple devices.

That means you can listen nationwide or even from overseas.

“New Zealand Trucking Media has had an amazing couple of years with the successful growth of its media portfolio.

“We have launched Little Trucker Down Under – a magazine dedicated to fostering a passion for trucks and promoting the industry to the next generation of drivers – and through the Keep on Moving podcast we’ve been able to engage with our audience in an entirely new way,”

July 2022

says Dave McCoid, editorial director of New Zealand Trucking Media.

“The Keep on Moving podcast has proved popular with truckies looking for entertainment to while away long hours on the road.

“Given the enthusiastic response to the podcast, we felt the time was right to expand the concept and go big with a 24/7 digital radio station specifically for New Zealand’s truckies,” McCoid continues.

Trucking Radio 24/7 will launch in the third quarter of 2022 – and you can get involved in the lead-up to the launch. We want you to help us get the right mix of music. Head to nztrucking. co.nz/your-radio-stationyour-music/ to tell us what tunes you’d like to hear.

Trucking Radio 24/7 is also about keeping the industry connected. We know that for truckies who are mums and dads, being on the road and missing family time never gets any easier.

One exciting feature of Trucking Radio 24/7 will be a segment called ‘Sleep Tight, I’m on the Road Tonight’, for the mums and dads working the night shift.

We will record you reading your kids’ favourite bedtime stories and play them on air at about 7.30pm for yours and other kids to listen to.

“Trucking Radio 24/7 is designed to keep New Zealand’s truckies informed, entertained and engaged while they’re on the road keeping the country moving.

Therefore we would love your feedback as to what you want to hear; this is your radio station,” says Matt Smith, New Zealand Trucking Media publisher.

“We also have many opportunities for advertising, promotion, sponsorships and profiles for advertisers who want to reach our specific audience,” Smith adds.

Keep an eye on New Zealand Trucking magazine, and our digital and social media channels for more information as we lead up to launching Trucking Radio 24/7 in the coming months.

Join us on Trucking Radio 24/7 as we travel the roads of New Zealand with the country’s truck drivers.

For more information or to get involved, contact Matt Smith at matt@nztrucking. com, or 021 510 701.

WHEELS AT WANAKA 2023 REGISTRATIONS OPEN

M

ake sure you mark off Easter Weekend, Friday, 7 April to Sunday, 9 April, for the 2023 Wheels at Wanaka event at Three Parks, Wanaka.

Wheels at Wanaka is now Australasia’s biggest allvehicle event – and it will be huge in 2023.

Want to exhibit? Register to display your pride and joy at the show for a $25 registration fee (per person).

This gets you access to three days of Wheels at Wanaka – including the Terra Cat Earthmoving Practice Day on Friday, 7 April and the main show days Saturday, 8 and Sunday, 9 April.

Your three-day pass also includes as many wheels, tracks or machines that you can bring on a trailer or truck!

Remember, anything goes, and you can put it on show if it has wheels or tracks.

Gates open to the public from 9am to 4pm each day, and one-, two- or threeday tickets are available.

Don’t forget that children 12 and under enter for free.

Wheels at Wanaka is an all-vehicle, all-machinery ‘history-in-motion’ vintage fair – including steam engines, tractors and farming heritage, cars of all sorts, motorbikes, trucks, earthmovers and heavy machinery.

Buzzing with energy, Wheels at Wanaka is huge.

Experience more than 20 hectares of entertainment, tractor/truck pulling and Enduro-X dirt bike competitions, ATV and electric rally car demos, an earthmoving extravaganza and a non-stop parade ground programme.

Visit wheelsatwanaka.co.nz for more info.

ROAD NOISE NEWS

SIMON BRIDGES TO CHAIR NRC ADVISORY GROUP Former National Party leader Simon Bridges will chair the newly formed National Road Carriers Transport and Logistics Advisory Group. National Road Carriers chair John Baillie says the advisory group will have a platform to discuss the industry’s most challenging issues.

“Simon’s knowledge of the inner workings of government and his background as a lawyer mean he can run a political and business lens over the issues the industry faces,” says Baillie.

Bridges says: “Questioning and challenging decision-makers on the direction of transport is going to be critical.

“Managing climate change is important, and it’s my view that the industry is on board in doing its part to reduce emissions.

But the view New Zealand can simply move away from road freight to rail and sea is simplistic in terms of how our supply chain and economy works,” he says.

“We need greater investment in New Zealand’s road and wider freight infrastructure. Without strong ongoing investment, New Zealand’s economy will simply grind to a halt.”

Jo Wills, Ian Newey and Pamela Bonney will join Bridges on the advisory group. Wills is co-owner of the Hugo Group, a government relations expert, business strategy advisor, coach and facilitator, and NRC representatives Newey and Bonney bring a range of industry, governance, and business expertise to the group.

Justin Tighe-Umbers, the NRC’s newly announced CEO, will be the fifth member of the advisory group.

20 New Zealand Trucking

VOLVO TRUCKS ON THE ROAD TO HYDROGEN

V

olvo Trucks has started to test vehicles using hydrogen fuel-cell technology, adding to its portfolio of battery-electric and trucks running on renewable fuels, such as biogas. Customer pilots will start in a few years from now and commercialisation is planned for the latter part of this decade.

Volvo claims the fuel-cell electric trucks will have an operational range of up to 1000km and a refuelling time of less than 15 minutes. The total weight can be about 65 tonnes, and the two fuel cells have the capacity to generate 300kW of electricity onboard.

“We have been developing this technology for some years now, and it feels great to see the first trucks

successfully running on the test track. The combination of battery electric and fuelcell electric will enable our customers to completely eliminate CO2 exhaust emissions from their trucks, no matter transport assignments,” says Roger Alm, president of Volvo Trucks.

“Hydrogen-powered fuel-cell electric trucks will be especially suitable for long distances and heavy, energy-demanding assignments. They could also be an option in countries where battery charging possibilities are limited,” Alm adds.

The fuel cells will be supplied by Cellcentric – the joint venture between the Volvo Group and Daimler Truck AG. Cellcentric will build one of Europe’s largest

series production facilities for fuel cells, specially developed for heavy vehicles.

“We expect the supply of green hydrogen – hydrogen produced by using renewable energy sources, such as wind, water and sun – to increase significantly during the next couple of years since many industries will depend on it to reduce CO2. However, we cannot wait to decarbonise transport; we are already running late. So, my clear message to all transport companies is to start the journey today with battery electric, biogas and the other options available. The fuel-cell trucks will then be an important complement for longer and heavier transports in a few years from now,” says Alm.

July 2022

NZT 21

NEW CEO FOR NATIONAL ROAD CARRIERS

J

ustin Tighe-Umbers is the new CEO of the National Road Carriers Association. He moves into the role on Monday, 15 August.

Tighe-Umbers was executive director at the Board of Airlines Representatives NZ (BARNZ) and held several senior and management roles over seven years at Chorus NZ. John Baillie, NRC chair, says Tighe-Umbers’ ability to meet membership and commercial strategic imperatives puts him in good stead for the role.

“Recently, we have made significant changes to the strategy and the structure of

the organisation and finding the right CEO to take NRC forward is critical in delivering on this strategy for our members,” says Baillie. “We believe Justin has a great mix of expertise to meet this challenge.”

Baillie says the new NRC strategy has sharpened the focus on working with members. Listening and understanding their reallife issues, concerns, and frustrations to provide the services and solutions that meet their needs both now and in the long-term is front of mind, as is continuing to expand NRC’s role in Wellington around policy and regulation, engaging actively

in the legislation submission process.

“Justin’s recent experience in the airline industry and telecommunications means he has been working in highly regulated environments undergoing significant change, not unlike the challenges facing the transport industry,” he says.

“I am excited to be taking on the role of CEO for NRC at a time when awareness of the criticality of freight and supply chains, especially land transport, has never been higher,” says Tighe-Umbers.

“My focus will be on leveraging this awareness to ensure that it translates into policies that successfully

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ADDED SAFETY FOR CYCLISTS AND PEDESTRIANS

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olvo Trucks is introducing a new safety system to detect other road users entering blind spots on both sides of the truck.

Using dual radar, the new safety system, called side collision avoidance support, aims to protect cyclists and pedestrians.

When someone is in the blind-spot zone, the system

informs the driver via a red light on the relevant side mirror. If the driver indicates a lane change via the turn signal, the red light starts to flash, and a warning sound emits from the side of the potential collision. The driver is alerted and can stop the truck, allowing, for example, a cyclist to pass.

“Our extensive accident research is based on decades

of studying real-life situations, and this new safety system helps the driver to prevent potential collisions,” says Anna Wrige Berling, traffic and product safety director at Volvo Trucks.

“At Volvo Trucks, our longterm vision is zero accidents, and safety is at the core of everything we do. This new system is another example of our efforts to accomplish

these aims.”

The new system will be available globally on the Volvos FH, FM and FMX with diesel, gas and electric drivelines, starting in September this year. The Volvo FL and FE models will get the new safety system in 2023.

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COVER FEATURE

HIGH HORSE Retirement catches us all at some point, provoking changes in lifestyle and new hobbies. But Hawke’s Bay-based Michael and Tina Barker, faced with slowing down after the sale of their earth-moving business, took a different route. Their ‘retirement’ is a small trucking business with three Fuso truck-and-trailer tipping combinations – including the first and third of the new 510 Shoguns registered for New Zealand’s roads.

Story, photos and video by Carl Kirkbeck and Gavin Myers Archive photos: Barker collection.

24 New Zealand Trucking

July 2022

New Zealand Trucking

July 2022 25

Part one

W

e catch up with Barker Trucking’s Michael Barker on a grey autumn evening outside the Higgins depot on Waitangi Road in Awatoto, a few minutes south of Napier, and immediately we are greeted by an infectious smile and a solid handshake; Michael is the walking personification of a can-do, get-on-with-it, and let’s-makeit-happen attitude.

Within these first few minutes, we become aware we are in the company of an owner-operator who understands the value of good-quality machinery, spec’d for the task, who is willing to keep it busy doing what it’s designed to do.

Swapping ponies for horsepower Now 64, Michael grew up on the family farm. His

26 New Zealand Trucking

Jump in the cab and go for a drive – that’s what it’s about, says Michael. grandparents were the first to break in the land after leasing a 750-acre (303ha) bare block from the Te Aute College Trust in 1910, with Michael’s father returning to the farm after his own father had a heart attack at 51. “It was a great place to grow up as a young fella, riding ponies, motorbikes and helping out around the place,” says Michael. To supplement farm income, Michael’s dad started a local farm-contracting business baling hay for neighbouring properties. This gave a young Michael the opportunity, like many rural Kiwi kids, to operate all manner of machinery, helping out Mum and Dad as soon as he was big enough to see over a steering wheel.

As with many father-andson relationships, there can be a little friction at times.

Michael reached a point where he realised it was high July 2022

time for him to move on and start his own journey.

“I left school at about 17 – it just wasn’t for me – and got my first job working on a farm in Turamoe, near Hastings, with Rhod MacIntrye, who became a mentor to me at the time and in later years, a firm friend whom I held in high regard. Soon after, I came across an advert looking for tractor operators to work on big stations in Western Australia, and I thought, ‘that’s a bit of me’.”

Before heading to Australia in 1975, Michael needed his HT license. “The next day, I went into town with Dad in the old S-model Bedford off the farm. Dad drove it into town because he didn’t think it was quite right that I arrived there driving it before I had actually passed my test. I jumped into the driver’s seat with the cop, and off we went, driving around Waipukurau.

Everything was going well, and then he said, ‘You’ve been driving a truck for a while, aye boy?’ And I said, ‘Why’s that?’ He said, ‘Well, you don’t drive with one arm resting on the window holding the steering wheel and the other on the gear lever.’

Whoops.

“I was 18 when I arrived in Australia and was excited to get my hands on some of the gear they run over there – the likes of a big pivot-steer 4x4 Steiger or similar. I got to the station to find that the tractor they had lined up for me was smaller than the one I had been driving back in Hastings – not quite what I was expecting. The station was in a great spot – southeast of Perth near the little town of Newdegate, close to Lake Grace.”

Cutting a trail “Rail had the transporting

Branching out into contracting and civil was a turning point. of grain to the port sewn up. Everyone used to cart their grain to the local silos at the rail head. Rail would then charge you to cart the grain to the port and, with no competition, they pretty much charged whatever they wanted. It was how the Rail Protection Act worked. Wally Newman, the farmer I was then working for, thought, ‘Well, if I am going to be charged this amount, I might as well do it myself.’ The trouble with this was you had to be a licensed carrier, so Wally purchased a brand-new 8x4 G89 Volvo with a threeaxle trailer and got things moving. As an unlicensed carrier, you were allowed to carry your own grain off your property and then return home with farm supplies for your farm, no one else’s – again protecting the rail network. As you can imagine, not everyone listened to these rules too much – many of the operators were running the gauntlet carting pretty much whatever,” Michael says.

“The first driver on the Volvo was hopeless. So, the next thing Wally said was, ‘Kiwi, you want to take some grain to Perth?’ I was like, ‘Yeah, sweet-as.’ It was a neat drive – about a 400km trip each way – and there was about 2500 tonne of barley to move.

“We started running fertiliser for the neighbours and ourselves as backloads, and that’s when the midnight runs came in, depending on whose load you had. It was a

lot of fun. Drivers all had 25W CBs and you could talk for miles so we knew where all the inspectors were – a real game of cat and mouse.”

In Australia, Michael learned to see an opportunity and have a go. The job with Wally was seasonal, so in the off-season, Michael would head out on other work – but he tried to be more focused on the earth-moving work.

One job was in the desert, operating a grader for the Australian Main Roads Department. “It was not long before I could see the potential for grader work on farms, doing roading as well as catchment work for dams.

So, I suggested to Wally that we buy a grader and provide those services to the locals; that really was the beginning.

Australia was my training ground; I grew up over there.

“I have a saying that sums up this stage of my life.

‘When I was 16, how little my father knew. When I was 21, I was amazed at how much he had learnt in just five years…’ [Paraphrased from Mark Twain – Ed.] I carry that saying with me all the time; it’s even my tag-line on social media.”

No place like home When Michael arrived home about four years after his Western Australia OE, he was a little lost and wondering what to do with himself. A farming neighbour, Hugh McBain, let on that the local Hastings harvesting contractor was shutting

A young Michael riding with Dad.

Michael and good mate ‘Captain Jack Spratt’. down and trying to sell off his machines.

“He said, ‘If you buy his business, I will give you your first year’s harvesting fee in advance so you can go buy those machines.’ Hugh ran 400 acres [162ha] of grain and grass seed, so we shook hands on his idea, which was the start of my contracting business.

“Rhod’s farm at Turamoe was also extensively cropped.

I put a lot of effort into developing and solidifying the harvesting business, even buying out another contractor who wanted out. Then one day, again looking to expand, I told Dad that I wanted to buy his hay-making business

as it complemented what I was already doing. Eventually, that was purchased and absorbed into the harvesting business,” explains Michael.

As the harvesting and haymaking business was mostly seasonal, Michael started looking for opportunities to fill in the winter off-season.

“We were one of the first to start using small three-tonne excavators in the bay area.

It proved very popular with all manner of confined civil works, and we purchased a second machine in quick succession.”

Things started to get busy rather quickly; running the harvesting/hay-making business through the day and

New Zealand Trucking

July 2022 27

The ex-Brenics Western Star, ‘The Matrix’, was a favourite of Michael’s.

night and trying to run a civil business during the day was certainly taxing, Michael says.

In the late 1990s, he bought a yard in Waipawa.

“The local council was shedding assets, so we purchased about 8000m2. In a town made up of workshops, offices and yard space, you had to be in town to do business,” Michael explains.

“However, I was working every waking hour, night and

day. Something had to give, so in 2000 we decided to sell off the harvesting/hay operation and concentrate on the civil contracting. At this time, the civil business was made up of a small fleet of excavators and small tip trucks. In fact, it is here that Scott [Tate – more on him later] got his start in trucking with me in a Ford 1017 N-series.

“The GFC recession bought

American trucks... “Big, noisy, dusty, rattly things – but fun to drive!”

about big change. I thought, ‘There are two things you can do in a recession: you can grow and make the most of the opportunity or close down. So, I grew. I went out and found some key people that were getting laid off with other businesses. I also brought in a great operations manager – Dallas Manning – who was key to the business moving forward.”

Wood from the trees An opportunity to move into forestry roading construction and maintenance led Barker Contracting to set up its own quarries to supply clients’ needs. This bought about the need for the likes of crushing plants and bigger trucks. “We purchased a succession of American trucks – an ex-Alexanders FLD Freightliner, an ex-Brenics Western Star, some Kenworths, and an honest Peterbilt. Dallas had a passion for American trucks, big noisy, dusty, rattly things, but fun to drive.”

As the forestry business grew, more equipment was purchased, including a pair of Komatsu bulldozers, a D65 and a D61. Later, Michael also imported gear from Britain’s largest Cat dealer, Finnings, to complement the quarry operations. The first was a loader, which was in the yard just one week when Michael got a call from Bagries in Otaki.

Bagries heard he had the loader and wanted to

A proud ‘Dad moment’: Caitlin behind the wheel.

LEARNING FROM EXPERIENCE

A

From top: Every fleet needs a T-Line; The ex-Alexander’s FLD Freightliner.

purchase it immediately, so a deal was struck, and Michael got back on the phone to Finnings and imported another, to which his plant manager quickly said, ‘Now, ya not selling this one’.

“We had reached a stage where we had three quarries, strategically placed to work alongside the forestry work. It was extremely hard; we were dealing with more and more retail sales in town as well as other companies wanting to buy our products. So, we decided to simplify things and cut it back to just the one alongside the Waipawa River, beside the main bridge on the south side of town.

“On Christmas Eve 2020, I received an email from the regional council saying that they were closing all quarries on the Waipawa and Tukituki Rivers, effective immediately, as they perceived a risk of spreading Chilean needle grass along the rivers. There was no warning at all. I was at the first council meeting after the announcement and – fair to say – a heated address was given to the councillors

about their lack of forward planning and no opportunity to plan a strategic exit and removal of processed stock.

“To this day, there is still $150,000 of our product behind locked gates beside the river at Waipawa.

“Over the Christmas break, it was a massive exercise to find a site, get our guys to start moving the plant, set it up again and keep the team employed. That definitely was a challenge, but I was able to call on Hayden Satherly and developed another quarry beside his HES Earthmoving operation. He was great; he really helped,” says Michael.

“I have always enjoyed being on the tools at the job site. You are right where the action is, alongside the client, talking with them, humouring them and solving problems. I’m not in there wearing a tie, I’m there as a driver or operator. I also enjoy being away on the road. The Western Star set up with a widener transporter doing OD loads would be my favourite from within the fleet over the years.”

s you’ll read in Turning wheels and kicking pedals (page 37), Scott and Michael share views on the current lack of hands-on learning.

“I am pleased that we are away from the demands of running a big team of staff.

It is just so difficult now with all the bureaucratic rubbish we all must go along with. Tina and I were listening to talkback radio the other morning, and they were going on about job training… Well, once upon a time, the likes of Scott would have spent his entire youth sitting alongside his dad in the truck’s cab, travelling all over the country and learning trucking – learning the ropes and how the job was done at the coalface. Now you must go to EIT to learn how to do trucking. How does that work?” (You sure are singing from our songbook there, Michael.)

“A while back, we had a bush inspector on a worksite. Pita Chase was our bulldozer operator. He was driving our near-new D65, a state-of-the-art bulldozer, pushing out slash over the side of a hill. The inspector looked over at him and said to me, ‘Who has trained him?’

“I said, ‘Probably his grandfather.’

“He said, ‘What do you mean?’

“I said, ‘Well, he sat on his grandfather’s knee, holding onto the thermos in the old D2 bouncing around the farm; that’s who’s taught him. He’s been on a tractor now for the best part of 30 years. Who do you think I can get to train him?’

“The inspector said, ‘Doesn’t matter. I want to see training modules signed off.’

“That’s the problem we have nowadays – the youngsters are not learning the ropes correctly. When I first learnt to operate an excavator, I was on a shovel in the trench, and you learnt how a trench looked, setting levels and how it all worked so that you could apply that knowledge to operating the machine. Now they – fledging operators – want to get in the cab, turn on the air conditioning, close the door and turn up the stereo, and watch a GPS monitor.

They are disconnected from what they are supposed to be doing. So, yeah, in my eyes there is a lot that really needs to change back. So much real knowledge is being lost,” Michael says.

“The hands-on approach has worked for my son

New Zealand Trucking

July 2022 29

John and daughter Caitlin. For example, when Caitlin arrived home from her OE in the States, she came to me looking for a job. We had a contract at the time trenching for power cables, so I said, ‘Sure, here is a shovel – start digging.’ And she did, without complaints.

“This naturally led to learning how to operate an excavator.

Then while working at our Porangahau quarry, Caitlin moved onto front-end loaders feeding one of the crushers.

This hands-on approach made me suggest she sit her Class 4 license and then progress to her Class 5. This proved invaluable, as Caitlin was then able to competently run our product into sites around Hastings from our quarry at Waipawa in our FV Mitsi and, later, EXZ Isuzu truck and trailer units.

“Now she has worked her way up the ladder to project coordinator at Apollo Projects – and where necessary advises drivers visiting her sites how to reverse into a nasty spot and is more than happy to jump into the hot seat if needed to show how it’s done!” laughed Michael.

“Then, when it came to John, he knew right back as a young fella he wanted employment as an engineer. He started working in our engineering business after school, cleaning up and helping generally. When I sold that business, the new owner suggested John enrol at EIT in an engineering preapprenticeship course. He did this and then set about calling into the local engineering workshops after school, looking for an opportunity. It was Allen Street at Deakin Trucks workshop that saw the determination and said, ‘If you are that keen and enrolled at EIT, I will give you the start.’ Well, that job was fantastic for him, he learnt so much and it set him up for the future as a qualified coach builder.

“Again, I cannot stress enough the importance of that early hands-on connection to foster the work ethic that will carry you though your working career.”

HD 470 led the way to the Shogun 460. 510s were only a matter of time.

Forestry work is challenging, and Michael decided it was time for a general manager to help run the business. John Masters was employed to help.

“He was good at showing me where things were going wrong, and it was at this time that I sold off equipment and refocused the business. John’s background was in chipsealing, so we stepped into that market.”

New roads In 2021, the stresses and strains brought about by the global pandemic in took their toll on many. For Michael and his wife Tina, change was in the wind.

“We had a great operation, with 17 staff

running sweetly, but it was just time to move on. After 41 years, I wanted to do the right thing and find a private owner rather than selling everything to a big organisation. I started looking around, and found a couple of possibilities, and went through due diligence, but nothing came of those.

So, I thought, ‘Stuff it.

I will employ a general manager and let him run the business’.

“The general manager I employed was keen to purchase the business over five years or thereabout.

But after only four months, he came to me and said he wanted to purchase it right there and then. So that was it. Just like that, I sold the civil and quarry business,”

Michael says.

“I kept one truck and trailer unit. I thought I still needed something to do, and I also had the 460 Shogun on order. We ended up with the two trucks contracting to the new owner, continuing to deliver the quarry’s product when required.

“However, we have formed great working relationships elsewhere – Higgins in Napier, Awakeri Drainage in Hastings and Damion Stapp [who we’ll meet later] – and this increased workload has led to the second new 510 hitting the road. It’s nice now to just get back to what it’s all about, jump in the cab and go for a drive.”

Part two

FITTING FLAGSHIP

T

he words ring in our minds as we arrive in the Hawke’s Bay to meet Michael and the team at Barker Trucking to sample their 2651 Fuso Shoguns…

“Suffice to say, the pigeons are about to be scattered” was how we introduced our sneak preview of the 12.8litre Shogun in the August 2021 issue of New Zealand Trucking. We were excited to see what was in the making then, and we were just as happy to see the finished product just on a year later – the first chance we had. It would be an understatement to say that this model has been highly anticipated – a Japanese truck with the spec and powertrain to give the Europeans a real run for their money, with 50Max in mind.

Our last encounter with

the Shogun was almost two and a half years ago when we headed south to enjoy the Te Anau-Milford Sound run with Clifford McDowell in the Northern Southland Shogun 3146; a memorable test if ever there were one.

Back then, we speculated that a plus-500hp, 13-litre Shogun was already in the pipeline. This model needed to be right – hence more than 10,000km of local testing and fine-tuning in the skilled hands of Silverdale operator Skip Golden, specifically when it came to matching the transmission tuning to New Zealand’s demanding topography. Add to that 40,000km of testing in Australia, and you couldn’t accuse Fuso of not doing its homework to ensure it presented a truck that exceeded expectations.

Hawke’s Bay to … anywhere After owning an HD 470 and the current Shogun 2546, Michael was onto the 510 as soon as news of its development broke. “The HD was really good. I ordered a second one of those but ended up going for the new Shogun instead. One day, we were carting off to a country site, and I got dragged off by a Volvo… I thought, ‘Bugger this, we have to do something about this.’ I spoke to Chris [Holloway – truck sales Keith Andrews Trucks, Napier] and he said, ‘We have the new 510s coming. I’ll put your name down for one.’

“That’s Scotty’s one now, and being a solid businessman, I thought I’ll have another,” he says with a chuckle.

Naturally, there’s more meat to the purchasing decision

than that. “We’ve had a good run with Fuso. With the Shogun, I was impressed by all the safety features and the new generation Daimler powertrain,” he says. Perfect, that’s just what we’re here to experience.

Michael’s pulled in at the Waitangi Road Higgins yard at the end of the day to load up for the job ahead. Scott Tate in the second 510 isn’t far behind and arrives shortly after. Head on, the 510s immediately stand out with their unique, black, toothy grille as opposed to the honeycomb design and bold chrome bar we’ve become accustomed to with the rest of the range. The only chrome in sight is the ‘F-U-S-O’ script above the grille (the diamonds don’t even get a placement) and the familiar ‘Shogun’ badge, next to which is the

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July 2022 31

Autumn in the Hawke’s Bay… nice. defining red ‘510’ badge that jumps out at you should you miss the other giveaways.

The Barker trucks are simple and clean, with just the right amount of orange branding to tie in and set them off against the Kiwi Tarp roll back tarps. Hard wearing Hardox bins sit beneath the bright orange covers, proudly locally built by Chris Rooney’s Newports Transport Engineering business of Hastings. The fit and finish of the build shows that the Newports team definitely has an eye for detail.

“They have been absolutely brilliant to deal with, and obviously Chris’s connection to Gary Douglas Engineers shows in the design; purpose

32 New Zealand Trucking

built for the job and built to last,” explains Michael.

The Higgins aggregate – a roading product made from recycled asphalt – is destined for a hilltop access road that leads to a cellphone-repeater tower on a farm about threequarters of the way along the Masterton-Castlepoint Road.

It’s a solid 500km roundtrip and, with 80-odd tonnes of the back stuff on order, it’s a job for all three trucks – so we’ll be able to benchmark the 510s’ performance against the 460. Most of it will be easy running down SH2 through the relatively flat Hawke’s Bay and Manawatu, and then a short jump over Mount Bruce to Masterton.

The worst of it in terms of July 2022

topography would be the 40km or so from there to our turn-off for the farm at Mangapakeha.

Pre-dawn the following morning, and we meet Michael at his place in the Te Aute Trust Valley. The first signs of daylight appear as we arrive, and Michael’s already giving his 510 the once-over before hitting the road. It doesn’t take long for the sun to break over the valley. “I think it’ll be a good day for it!” Michael quips. And how right he is … the weather gods are on our side with ideal conditions from start to finish. (The following day, the eastern half of the lower North Island was covered in a blanket of fog and misery. )

We head back towards SH2 and turn due south for our rendezvous with Scott and Ian Eriksen in the 460 at Waipukurau. With the three trucks together, we head just down the road to the Z Dannevirke truck stop for a quick splash and dash.

From there, it’s into the cab with Scott. The immediate first question: ‘How does it compare with the 460?’

“They’re similar but totally different at the same time,” answers Scott. A lot to unpack, then.

Safe and snug There’s not much to the trip between Hastings and Masterton. We’re running legal at about 45t gross,

From left: Scott Tate, Ian Eriksen and Michael Barker. and the combination of the OM471 and third-generation Fuso Shiftpilot gets us up to a 90kph cruising speed smoothly and easily. “I drive it in auto economy all day; it never sees the power mode.

It just gets on no problem at all,” says Scott as we discuss the various features of the 12-speed transmission.

Gear control is via the lefthand column stalk, and the driver can choose between eco, auto and heavy modes, with the ability to change gears by tapping the stalk back and forth. As it is in the 460, the transmission offers crawler and rock-free modes for when the going gets rough (“a huge benefit considering the places we

go”, says Scott). And it makes use of eco roll and eco cruise technology to maximise efficiency on the open road.

“Eco roll is one thing that took me a little while to get used to,” Scott says, “but the adaptive cruise is great.”

As we enter Dannevirke, Scott demonstrates, following the car ahead through the town. The multi-information display on the instrument binnacle indicates the speed of the car in front and the following distance. “It’ll go right down to around 30kph and remain active. You can pretty much let someone else drive the truck for you. I’ll just leave it on if I’m following someone I know and trust.”

The system will keep a lock

on the vehicle ahead up to 200m.

Since its introduction in 2019, Fuso has equipped the Shogun with high-level safety equipment, including adaptive cruise control (or proximity control assist in Fuso speak).

For 2022, the range has benefitted from a few key additions. Leading the safety charge is Daimler Truck’s active brake assist 5 (ABA 5) autonomous braking system.

ABA 5 employs an enhanced radar system and camera to detect possible collisions and alert the driver. If necessary, the truck’s brakes will be activated automatically to help avoid a collision. It’s a system that’s already proved its worth for Scott – twice.

“The first time, someone tried to turn and didn’t get over far enough; they stayed right in the lane and came to a stop. The truck reacted before I had a chance to get to the brake. I was hovering over the brake, but it ground me straight to a halt. The system warns you on the dash and gives you a chance to react. It happens quite a distance away; normally, by the time you get there, it’s clear. In this case, it wasn’t, and the system jumped in.

“I also had a farmer come straight out of a gate in front of me on a country road. That time I didn’t have a chance to react; the truck stopped straight away.”

Also added to the safety

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July 2022 33

suite is active sideguard assist, which uses radar technology to monitor the truck’s left-hand blind spot and warn the driver of any unsighted cars, cyclists or pedestrians.

Lane departure warning and active attention assist remain and round up the safety suite – the sensors for the latter mounted prominently above the instrument cluster, but more on that later.

As we enter Masterton, Scott asks what I think of the ride comfort. It’s a pertinent question, as Clifford remarked on his 3146 being a little firm on its steel suspension. The 510s, though, ride on two-bag rear air suspension with a chassis-level control system (CLCS). From the rigidly mounted passenger seat, the ride was comfortable and quiet.

Comfort-wise, Michael and Scott both reckon the 510s, with their air suspension, are far better than Ian’s 460 on its steel suspension. “As far as Japanese trucks go, these are the best of them. I reckon they’re starting to get up there with the Euros. I’m not even going to compare them to an American truck because there’s no comfort in those things whatsoever,” Scott says.

Pulling power Before we go any further in our story, we need to settle a debate that has raged since

the Shogun 510 broke cover.

Despite the marketing, we know on pure numbers that the 375kW (510hp) Fuso falls short on the 390kW (530hp) offered by Isuzu with its ageing 6WG1 engine in the claim of being the most powerful Japanese truck on the market. However, as we’ll explain, there’s a difference between outright ‘peak’ power and ‘useable’ power. In the meantime, the OM471’s 2500Nm peak torque figure is a handy 225Nm greater

Michael drives past the idle Waipawa quarry from days gone by.

than the Isuzu’s, with a more sustained plateau.

A look at the OM471’s engine performance graph tells the true story. The torque curve is flat from about 910rpm to about 1180rpm (peak is claimed at 1100rpm), from where it dips ever-so mildly to about 1480rpm from when the torque plateau tails off. The power curve reaches its peak at 1600rpm (where the torque is still matching the Isuzu’s peak), but importantly it remains above the 373kW

(500hp) mark between 1450rpm and 1830rpm. That’s a 200rpm earlier peak and 400rpm more useable rev range than the 6WG1. By the time the Isuzu’s torque plateau tails off at 1300rpm, it’s only producing about 320kW (430hp). At its power peak, torque has dropped off to just more than 2000Nm. At a steady 90kph, Scott’s Shogun 510 was humming along at 1530rpm, just past max torque and before max power – a comfortable

Hardox bins nicely done by Hastings’ own Newports Transport Engineering. point in the rev range for maintaining momentum as efficiently as possible. And – given that encouraging engine performance graph – we’re expecting it to make light work of the MastertonCastlepoint Road which, while not the most challenging, is a twisty and undulating stretch. We’re only going part of the way down, but it’s just enough to get a feel for the 510’s performance when it’s challenged.

Ian is a little ahead in the

460, leading Michael in the new 510, with Scott hanging back a bit. The rate at which he reels them in is impressive, and as we follow the leader, it’s clear Ian is giving the 460 everything it has.

“The way they deliver their power and torque is completely different. The 460 is more rev-happy; the 510s will go down low in the rev range no problem at all,” Scott says.

That lugging ability is the greatest difference between

The famous landmark of Mangatainoka, and no we didn’t stop.

the 11-litre OM470 and the 13-litre OM471. What a difference 2000cc and some tuning can make. The Shiftpilot drops just one gear for us to tackle what’s probably the steepest hill on the road, which we crest at a comfortable 60kph, making use of the torque band between 900rpm and 1200rpm.

Scott continues: “It will pull right down to 800rpm if you really want it to but, generally, if left to do its own thing,

it’ll go down to about 1000 before it determines it needs to make a shift. If it doesn’t, it’ll just lock itself in that gear and keep pulling.” Indeed, as we discover, it accelerates easily uphill from low revs and slow speed.

With just 20,500km on the clock, Scott’s 510 is not entirely run in yet, but he says it’s loosened up a lot. “I’ve noticed on a lot of the hills I regularly drive that I’m a gear higher that I was when the truck was new. This gearbox

New Zealand Trucking

July 2022 35

Flying out of Pahiatua. is magic, the shift time is super quick and there’s no drop in power delivery. It will give the truck whatever it needs – two, even three gears.”

(Nicely done, Skip!)

Scott adds that the fuel economy is starting to come right as well, the multi-info display showing 2.2kpl.

“Obviously, we do a lot of truck-only work, and we don’t get on a lot of real big hauls – it’ll probably settle about the 2.3 or 2.4 mark,” he reckons. In fact, in the month after we met Scott, the EROAD unit fitted

to his truck had shown an impressive average of 2.68km/l.

As it did tackling the inclines, the Shiftpilot knocks just one gear off for the descents as the threestage Jacob engine brake manages the pace with a strong 375kW (510hp) of hold-back and a gentle rumble emanating from under the cab. Scott and Michael reckon the 510s are excellent on the Jake, “especially compared with the 460, which tends to keep going and get away from you if you aren’t watching,” Scott adds.

Piece of cake From the MastertonCastlepoint Road, we branch off down Bute Road to the farm of fourth-generation owners Nick and Katy Balfour to make our tip. Bute Road is narrow and quickly turns to gravel before giving way to dirt.

The convoy lines up about halfway to the drop-off, alongside a logging gang doing their thing on this section of this expansive farm. We’re met by contractor Damion Stapp and his son Leiken, who have made the trip from Wellington to

complete the job. It’s the first time Mike, Scott and Ian have been here, so Scott’s despatched to do a recce with Damion, and they head off to scope out the singlelane dirt access road. It’s steep, loose, twisty and narrow, but the two men are confident it won’t be anything the trucks can’t handle.

Scott leads the way and determines the limited-slip differentials will be up to the task of deploying the power as we get going. Soon, though, the path gets steeper, and a flick of the switch on the dashboard calls the

Scott Tate.

Dashing through Eketahuna. inter-axle lock into play, which Scott leaves engaged for the rest of the climb.

He manages the shifting himself, choosing between fifth and seventh as needed.

Up and down the cogs, the drivetrain responds to his taps of the wand quickly and smoothly, and at no point on our climb does the Shogun give any hint it’s finding things particularly strenuous.

Soon, all three trucks are at the top of the hill, and the boys get to work spreading and depositing the black stuff.

The trucks have room to

manoeuvre, but there’s still a bit of positioning to be done.

“I’m completely happy on this. For the work we do, it’s just about perfect,” Scott says. “Great steering lock; they turn on a dime. You can just about jackknife yourself on a full turn.” On that point, Mike had jackknife sensors fitted to the 50mm Ringfeders.

The rear air suspension incorporates Fuso’s chassis level-control system (CLCS), which offers the ability to control the height or dump the rear electronically. This is adjustable from the steering

TURING WHEELS AND KICKING PEDALS

I

t’s a conversation we’re repeatedly having – there is not enough new blood getting behind the wheel, and the overreach of health and safety regulations is high on the list of causes. Scott Tate, now 45, got the bug when it was still acceptable to sit on Dad’s knee and entered the industry on the cusp of health and safety becoming an overriding force.

“I never planned on doing this all my life. I thought I’d do it for 20 or 25 years and move on. But here we are, still turning wheels and kicking pedals. This is my 27th year driving. I’ve tried to get away from it a couple of times, but I always ended up coming back.”

As a third-generation driver, that’s probably unsurprising. “Dad’s dad, I couldn’t tell you who he drove for – but I know he built some of the first wooden stock crates. My father, Spud, drove for Stephensons for more than 22 years. He’s retired but is currently back with them doing apple season,” says Scott, before returning to the kids-in-trucks conundrum.

“I’m an avid fan of getting kids into trucks.

Unfortunately, current rules are so strict that it’s tough to get anyone interested. When I was a kid, I was sitting on my

father’s knee steering trucks around feedlots, driving his old Scania around the Tomoana freezing works. You can’t do that now.”

At about 12, Scott got a job at Farmers Transport washing the stock crates. “At that age, I was driving their stock trucks around their yard, learning to back into the wash. Back then, they didn’t have a drive-through wash; you’d back on and once you washed the trailer, you’d turn around, drive the truck on and wash that. There wasn’t a lot of margin for error, and I used to wash till all hours of the night.

“I’d cruise with the guys from FT, like Mike Wise. I’d go with him in an old 340 Nissan.

I had it all in my head before even progressing from the passenger seat to the driver seat because I’d spent so many years watching them and Dad do it. I constantly watched the experienced guys and learnt from them.

That’s what the modern era of drivers is missing out on.”

Scott left school at 16 and spent the next couple of years pumping gas and working towards getting his licences. At 18, he got his start, thanks to Michael Barker, joining Barker Contractors on a Ford 1017 N-series with a Bobcat on the

New Zealand Trucking

July 2022 37

1 Kicking up dust on Bute Road. wheel or remote control with two memory positions.

These rigid tippers sit on the ‘medium’ Shogun wheelbase of 4300mm.

Scott adds: “The way the units are set up as far as bins and drawbar length, they’re ideal for us.”

A familiar office 2

3

1) Bins up, aggregate out, easy as. 2) OM471 has benefitted from some local tuning – it’s a beaut. 3) Shogun 510 badging and a distinctive grille immediately gives the game away.

4

38 New Zealand Trucking

Not much has changed inside the Shogun with this latest, greatest iteration. We gave it a thorough lookover in the Northern Southland test, but the main talking

5

July 2022

points are still worth a brief revisit. There’s no denying the Daimler parentage, with a mix of Mercedes-Benz switchgear and instrumentation melding into the typically Japanese design of the dash, wrap and centre console.

The leather-wrapped steering wheel features tilt and telescopic adjustment.

Controls at the fingertips include a mix of audio, phone, cruise control and speed limiter, air-suspension height and multi-information display menu access. Climate,

6

infotainment and auxiliary controls all fall easily to hand on the wrap. Brake and tip controls sit right next to the left thigh, easily at hand.

Sharing the centre console with the four levers are three lidded cubbies, one of which is lockable. There is a couple of cubbies in the overhead.

“There’s enough place to throw stuff,” comments Scott.

“That said, we don’t have much stuff we need storage for.”

Michael’s a believer in utilising technology to make

the job easier. The team runs electronic logbooks and uses EROAD Inspect for all prestart checks. The two 510s are fitted with EROAD cameras, and Mike had sidefacing cameras installed on the left-hand mirror assembly to increase visibility when manoeuvring “and to try to save mudflaps”.

With no need for a yard or main office, all jobs are managed on mobile through the MyTrucking app. “It’s a great app; it works well for us. If needed, as drivers, we

7

4 & 5) Shogun cab comfy and ergonomic.

6) Sensors, gizmos and gadgets.

Michael likes to make use of technology.

Note fatigue monitor above instrument cluster.

7) Typical Japanese mass in the centre of the cab with cubbies aplenty.

back. “Yep, it was actually with Michael that I got my start. He employed me to drive that around and do jobs with the Bobcat,” Scott says.

A few years later, Scott decided to spend some time (five and a half years) trucking around the South Island, joining Frews North Canterbury before moving to TW Transport. “They threw me on a CH Mack bulk unit, and once I got on that, I knew bulk was my thing,” Scott says.

Heading back to the North Island, Scott did a stint with Roadfreighters, doing containers between Napier and Auckland on an old 380 Nissan with a 43-foot tri-axle semi. From there, marriage and a move to New Plymouth saw Scott “doing linehaul freight and bits and pieces”, before doing a stint on logs for three or four years.

“When I came back up here, I spent seven years doing bulk for Sandford Transport in Napier.”

In-between, Scott made an appearance back at Barker Contracting, driving the older Fuso HD 470, before heading off again to do logs. It wasn’t long until he joined the company again: in June 2021, back on the old HD, before the 510 Shogun arrived in January.

“I’ve been fortunate, worked my way around the whole country. I’ve seen it top to bottom, coast to coast, and had the opportunity to drive numerous trucks – ERFs, Foden Alphas and older ones with [425] Cats. As the time’s gone on and gear’s gotten better, I’ve been fortunate to get into some nicer gear – Volvo 600s, Scania 620s…” says Scott. As for the Shogun 510, he rates it the top of the class of Japanese trucks. But he’s yet to drive his ‘ultimate’.

“I’ve always had a hankering to go to the States. I’ve always had that American dream, and I’d love to have the opportunity out there to try it out. It’s pretty hard to beat a 389 Pete with a big bonnet out in front of you!”

So, Scott Tate: a driver who got the right start and got out there to do it all and drive it all – while in his spare time dabbling in a bit of computer programming or hopsping on his motorbike and heading out to do a bit of drone photography… “Yeah, I’m a registered drone pilot – so’s Mike, by the way! – and a registered electrician. A jack of all trades, master of none,” he says.

“But there’s something about diesel getting in the blood … it’s there to stay.”

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July 2022 39

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

Fuso Shogun 510 FV2651K 6x4 Tare: 7750kg GVM: 26,000kg GCM: 63,000kg Wheelbase: 4300mm Engine: Fuso OM471 Capacity: 12,81 litre Power: 375kW (510ps) at 1600rpm Torque: 2500Nm (1844lb/ft) at 1100rpm Emissions: Euro-6 via SCR and DPF Transmission: G330-12 Fuso Shiftpilot generation 3, 12-speed automated manual Clutch: Fuso twin-plate fully automated Chassis: 300mm x 90mm x 7mm single skin, reinforced parallel channel Front axle: Fuso F900T I beam Front axle rating: 7100kg Front suspension: Long taper leaf + double-acting shock absorbers can enter the jobs ourselves, and Mike doesn’t have to do anything,” Scott says.

something like that would be nice one day.’ Of course, there’s also the preference for good gear and loyalty to a brand that has served well.

Fuso Shogun 510 is one of the most anticipated Japanese trucks to land on New Zealand shores recently, and expectations have been high. We expected good things after our jaunt with Clifford, and the teaser with Skip was promising. And now, in the working world with Michael and Scott, the proof in the pudding has been served.

We must commend Fuso, Keith Andrews Trucks and Skip Golden for a job well done. Pigeons scattered.

At day’s end It’s always refreshing to meet an operator like Michael Barker. He’s a man who knows the value of hard work, has been there and done that and should, by all rights, enjoy the trappings of a well-deserved retirement.

But, instead, he chooses to get back into it boots and all, not because he needs to, but because he wants to.

He has a simple approach to business, trust in technology, and faith in his team. We left Hawke’s Bay inspired, thinking, ‘Yeah,

SPECIAL THANKS Thanks to Michael Barker, Scott Tate and Ian Eriksen for having us along and allowing us to climb all over the trucks. A special thanks to Tina for your generous hospitality.

Thanks to the team from Keith Andrews Trucks, Sophie Song and Chris Holloway for your enthusiasm and information.

Thanks to Nick and Kate Balfour for allowing us access to your farm and experience some of the region’s best scenery. And to Damion Stapp for his insight into the world of contracting.

40 New Zealand Trucking

July 2022

Rear axle: D12 hypoid tandem drive + inter-axle diff lock, limited slip diff (LSD) in both axles, 4.222:1 Rear-axle rating: 21,600kg Rear suspension: Air with CLCS control, trailing arm with two-bag/ axle with shock absorbers Brakes: Full air-taper roller drum brakes + auto adjust, EBS, ABS Auxiliary braking: Jake Brake – three-stage including shift-down function. Max 375kW (510hp) Additional safety: ASR (traction control), ESC (electronic stability control), active brake assist 5 (ABA5), lane departure warning system (LDWS), active attention assist, proximity control assist, active sideguard assist, driver airbag, auto-sensing wipers, hill-start system Fuel: 400-litre DEF tank: 60-litre Wheels: Alcoa alloy 22.5x8.25 Tyres: 295/80 R22.5 super single (front) 11R 22.5 (rear) Electrical: 24V Cab exterior: ECE-R29 compliant; front under-run protection; door side impact beams; Xtra Vision LED (low beam), halogen (high beam), auto high/low beam activation; electric heated mirrors; keyless central locking; front step lights Cab interior: Air-suspension driver’s seat, HD vinyl floor, premium bunk mattress, curtains, SMART key push-button start, 7” touchscreen media unit (AM/ FM/DAB + USB + AUX, Apple CarPlay + Android Auto, wi-fi enabled for internet radio, Bluetooth), HD reverse camera Option/extras: Window tints, LED roof beacon, Groeneveld autogreasing system, Airplex stone guard, sun visor, intercooler shield and tipper side skirts, additional mirror lights, additional touchscreen display cameras (up to 4), truck-specific GPS navigation, reversing sensors, tyre-pressure monitoring system (up to 36 tyres)

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•Air Air suspension suspension withwith operator operator • Air Air suspension suspension with with operator operator rating rating of 150kg of 150kg •Air Air suspension suspension with with operator operator rating rating ofof 150kg 150kg •Adjustable Adjustable damper rating rating of 150kg ofdamper 150kg • Adjustable Adjustable damper damper Triple air lumbar airdamper lumbar ••Triple Adjustable Adjustable damper • Triple Triple airair lumbar lumbar Seat cushion slide slide ••Seat Triple Triple aircushion air lumbar lumbar • Seat Seat cushion cushion slide slide Integrated 3-point 3-point safety safety beltbelt ••Integrated Seat Seat cushion cushion slide slide • Integrated Integrated 3-point 3-point safety safety belt belt •Integrated Integrated 3-point 3-point safety safety belt belt

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Story by Gavin Myers

Photos Scania NZ

SCANIA EV ROLLS IN Scania New Zealand has unveiled its first fully electric truck, one of two currently in the country.

The company is bullish about its commitment to sustainability and its end-of-decade goals – and this is where it starts.

42 New Zealand Trucking

S

cania New Zealand is the first European OEM to introduce electric trucks to New Zealand. According to managing director Rafael Alvarenga, the move is not a one-off but a genuine factoryled solution to sustainable transport in Aotearoa by the current heavy-truck segment leader.

“Irrespective of the growth of the business, by 2025, Scania has a global goal to achieve a 20% reduction [compared with 2015] in carbon emissions of its produced vehicles. By that date, electrified vehicles will

July 2022

account for 10% of its total sales worldwide – increasing to 50% by 2030,” says Alvarenga, who adds that Scania New Zealand’s goals align with these targets.

“In 2019, Scania committed to science-based targets and to look at emissions in its industrial and commercial operations, as well as the emissions from its vehicles – those accounting for more than 90% of its total carbon emissions,” he says. “Last year, Scania signed a climate pledge to reach net-zero carbon emissions by 2040.”

The company has begun its EV journey with two

first-generation batteryelectric 25P 6x2 trucks. They weigh in at 29 tonnes (GCVW) and are available with the option of either five or nine batteries – totalling 165kWh or 300kWh. Each has a range of up to 250km and is suitable for short- or medium-haul journeys.

The 25P is currently the only electric truck in this weight class in New Zealand.

One battery pack is mounted beneath the cab between the chassis rails where the engine would traditionally be found (as we’ve become accustomed to with electric trucks) and there

1 are two additional battery packs on either side of the chassis rails behind the steer axle. The company has paid particular attention to sideimpact protection – the sidemounted battery packs are surrounded by a sturdy frame and an outward-facing impact guard.

The compact electric motor sits between the chassis rails and drives the first rear axle via a conventional driveshaft and differential. Importantly, the motor has an inbuilt twospeed transmission to provide high power over a wider speed span – undoubtedly improving driveability. The electric motor delivers maximum continuous power of 230kW (310hp) and peak power of 295kW (395hp).

Maximum continuous torque is 1300Nm, with a peak of 2200Nm. A 60kW electronic power take-off is installed, and the trucks are designed to allow for optional emission-free operation of hydraulics and refrigeration units.

“We spent a lot of time preparing the right vehicle for the application, looking at our network and workshops, parts supply, competencies and training. And also at other stakeholders like towing companies, certified bodybuilders and the customers.

We needed to get the whole ecosystem to understand it. It’s a different product that needs to be handled correctly,” Alvarenga says.

He says customers understand there is an environmental problem and they need to act. “Acquiring an electric truck is not just an investment in the customer’s fleet, but also in their brand and market. An electric truck enables the customer to stay ahead of the competition, learn about infrastructural challenges, and adapt to the future.

“The first target [10% by 2025] is always the hardest.

You need to work with the early adopters – they’re few, and you need to find the right ones. With this truck, we can have really good discussions.”

With that in mind, Auckland’s Reliance Transport bought the two initial trucks as part of the second stage of the company’s Project SWITCH, which is expected to be operational later this year.

Reliance already operates four electric vans and an electric reach-stacker – and trucks are the next step.

“We’re moving to become a zero-emission transport business. To start, we’re placing Euro-6 trucks into the fleet and converting to electric where we can. Medium-range trucks are ideal for electric power at the moment, so that’s what we’re starting with,” says general manager Mark Darrah.

“We wanted an OEMsupplied truck with factory backing. With support from Scania and EECA, we’re

2

3 1) The 25P makes its dramatic debut. 2) The compact electric motor incorporates two-speed transmission. 3) Serious battery protection. starting the journey,” he says.

“It’s a more efficient way to operate. It comes down to dollars and cents – the maths makes it worth doing.

“It’s irrelevant whether you like it or not… The truck manufacturers are transitioning.”

Alvarenga explains that as these early trucks enter the market, Scania is taking a customer-first approach to charging, helping to manage solutions at depots, final destination, workshops and other areas specific to the customer. “But when you have trucks running everywhere, on different routes, we need the public and private sectors. We’re seeing that beginning

already.”

According to Alvarenga, diesel will remain an important part of the future journey while the development of alternatives continues. “The new Super powertrain is coming to New Zealand next year. It promises 8% better fuel economy and will help bridge the gap with emissions and efficiency.”

Regarding alternative power, Scania is looking closely at all technologies available today, including biofuels and hydrogen.

However, the company remains adamant that none of these will have a greater long-term impact than electrification. Globally, Scania has committed to launching at

least one new electric product application every year.

“Hydrogen is a hot topic, but direct electric drive provides better total efficiency of around 70%. Scania globally always looks at the efficiency of all systems, and is still looking at the role of hydrogen in the overall ecosystem. It’s not a one-fits-all. But we strongly believe direct battery electric is the right way.”

Alvarenga anticipates that more electric trucks will be arriving in New Zealand soon.

According to Scania, New

Zealand was selected as one of the first markets outside of Europe to launch this model because of the country’s promotion of and access to renewable energy, the unique application of these vehicles, as well as Scania New Zealand’s rise to market-leading status.

“Scania’s global aim is to drive the shift towards a sustainable transport solution, creating a world of mobility that is better for business, society and the environment. This is also our aim locally in New Zealand,” says Alvarenga.

2

1 1) The charge port is cleanly incorporated under the front grille. 2) The battery and control units under the cab.

TEAMING UP TO DRIVE SUSTAINABILITY

I

n May 2020, Scania New Zealand established its business transformation team, a new department responsible for planning and actioning sustainably alongside day-to-day operations.

The department is headed up by Rob Covich, who has taken on the role of business transformation director, moving from his previous performance director role.

“This new department is all about supporting the business’ journey to transform and prepare for the sustainable future of our industry. Globally, Scania is moving into a transformation journey and adapting to the changing business landscape. I am proud to be leading Scania New Zealand’s efforts towards this goal,” Covich says.

The department has four main areas of focus. The first is performance, focusing on driver services, fleet care and connected service to reduce the fuel consumption and drive efficiency of Scania vehicles on the road today.

The second is digitalisation. Information

development will continue to play an important role in creating efficiencies. Scania says its ongoing development of technology platforms and access to available data will be critical in helping customers maximise their businesses. “With a lot of the data available today helping us bring new services and products to market, we can eliminate a lot of waste in the transport system,” Alvarenga says.

The third area is the focus on ‘driving the shift’. This guides the development of new vehicle platforms and technologies for introduction into the New Zealand market. “We are prepared to bring new technologies to New Zealand and ready to deliver the services that go along with them,” says Alvarenga.

Finally, network development: “With our growth in New Zealand and the new technologies, we need to make sure that we have the proper network in future, and the decisions and actions need to start right now,” Alvarenga says.

S

W 44 New Zealand Trucking

July 2022

SERVICE • KNOWLEDGE

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GREAT DASHBOARDS OF THE PAST In this series, we look at great dashboards of the past, when character, quirks and idiosyncrasies dominated the driving department’s control centre. When gauges were physically connected to hot and cold bits and, when they worked, told you if those bits were hot or cold. When Kysor alarms bleared on summertime ascents and you could manually control shutters and fans. When switches made shit happen when it wasn’t important and didn’t when it was. Yes, the great dashes were yesterday’s infotainment – sometimes low on information but always high on entertainment.

A

t about the time Kenworth, Mack, and co were redefining the US sourced truck in this part of the world, the Scandinavians were doing exactly the same in regard to trucks from Europe. At the forefront of that charge

A TRUE GAMECHANGER – VOLVO G88 was the Volvo G88, a machine that won the hearts of many all over the country in the 70s, Southland in particular.

Compared to what was being offered by the British machines of the day in particular, it’s not hard to see why drivers

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This dash shot is from an immaculate NSTH (Northern Southland Transport Holdings) example lovingly restored by Invercargill’s Chris and Sandra Russell.

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TOP TRUCK

Story and photos by Gavin Myers

SWEET NEW

CANDY

Knight & Dickey’s fleet of red and yellow trucks is as integral to the North Island trucking scene as the company is to its hometown of Waiuku. The company gets exceptional service life from its trucks, but vehicles aren’t added too often – making this new R650 Scania stock unit stand out even more.

W

alk through Knight & Dickey’s Waiuku yard, and you’ll feel like a kid in a candy store, thanks to the variety of trucks – and applications they’re spec’d for – in the company’s

48 New Zealand Trucking

extensive fleet. From little two-tonne tippers to truck and trailer bulk units, four and six-wheel curtainsiders, articulated units, bulk spreaders, crane and stock trucks, there’s seemingly a truck for every season and July 2022

every reason.

More than 85 of them, in fact: new, old, American, Japanese or Euro. They might come across as modest in the company’s simple red and yellow livery, but – like the best candy you remember as

a kid – modest can also mean quite tasty indeed.

While stock transport has long been a part of the company’s services, other areas of the business have taken precedence of late.

However, 38-year Knight & Dickey veteran Mike Fisher has recently taken control of the stock division and is set on building it up again. As he has worked on stock for about 34 of those 38 years, there could hardly be a better man for the task.

“Guys like Mike, with the experience they have, are such an asset,” says director John Dickey. “Customers like drivers who have good cattle sense, who know how to handle the animals. You can’t teach that with a manual.”

The R650 is the first Scania in the Knight & Dickey fleet (with another two bulk units to

come this year). For Mike, it represents only the third new truck of his career. “I started on the old 1923 Merc on bulk.

Then I moved into stock on one of the new 350 Mitsis. It didn’t go any better than the old 230hp Merc with its sixspeed crashbox!” he says, with a laugh. (The MercedesBenz now sits, gleaming, in the transport museum John is

curating in Waiuku.)

“After that I drove an Isuzu for about eight years, before moving onto a 1998 Freightliner FLB. The last truck before the Scania was a C15-powered Freightliner Argosy with an 18-speed Roadranger, which I did about 1,200,000km in from new,” Mike explains.

“It was time for an

The big Scania easily manages the tricky spots associated with local truck-only work.

Stands out, no? upgrade,” John comments, adding that the company went on a drive to replace its stock trailers a few years ago.

“The old Fairfax trailers began to rot out after 10 years or so, and we decided to replace them with some five-axle low-deck units because we cart some really big cattle.

The local farmers must be in competition to see who can grow the biggest cattle!”

John turned to Craig Gordon of Total Transport Engineers to build the trailers and Craig’s brother Nigel at Nationwide Stock Crates to build the crates, which he’s also done for the Scania.

Both John and Mike agree the quality of the crates is right up there.

“The trailers and crates are good, good gear. It was important to work on the heights to get the crates deeper,” Mike reiterates.

“They ride on airbags and don’t lean. They’re very stable – it’s unreal.”

A handwash tank is on the right-hand side of the truck between the steer axles, while a stainless toolbox sits ahead of the first drive axle and behind the second is a neat home for the prod. Also behind it, at the left-hand side, is the electronically controlled outlet for the alloy effluent tanks.

The first Scania in the Knight & Dickey fleet has made a good impression.

50 New Zealand Trucking

July 2022

Low trailer allows for good deck height.

NZT 22

The Scania was supplied by Scania New Zealand account manager Damon Smith and came spec’d for the job. The R-series high-roof sleeper cab allows the opportunity for overnighting and also closes the gap to the crate height for a more streamlined look.

Setting it off nicely are the twin air horns atop the cab and a set of Alcoa DuraBright alloys. Signwriting is

by Waiuku local Ken Baird, who’s skilfully applied the six-decades of history in this longstanding livery to the modern lines of the R-series.

The 8x4 chassis rides on parabolic leaf springs up front, with the rear being air suspended. The airsuspended cab adds that extra level of comfort for Mike.

“It’s a change from the Freightliner. When I got that new, it was a good truck for a long time. I liked that truck.

But in this, you hop out at

the end of a long day, and still feel as good as when you hopped in it,” he says.

Under the cab sits Scania’s 16-litre DC16 V8, offering up a solid 478kW (650hp) and 3300Nm which is sent rearwards through the propriety Opticruise 14-speed transmission. “It’s nice to have the V8. It’s a different sort of power than the American power, more laid back,” says Mike. “I was pretty disappointed I wouldn’t have a choice in the transmission, but actually it’s awesome. Great in traffic…

No heavy clutch, no shaking legs.

“I’m enjoying it. I like this truck,” Mike says with a hint of understatement.

“There’s no doubt about it, the Europeans build a pretty bloody good truck,” John adds.

Yes, the R650 is a sweet addition to the Knight & Dickey fleet.

Big black grille contrasts with the bright red and yellow livery.

Knight & Dickey stalwart Mike Fisher – a man who knows stock.

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Naomi Cooper Alison Verran spotted Naomi Cooper fuelling up at the Caltex Truck Stop at Sulphur Point in Tauranga. Naomi is comfortable behind the wheel of an Eclipse Logistics MAN, carting empty containers on and off the wharf to a container park at Mount Maunganui.

Naomi started her driving career on the wharf on a double-b carrying 2 x 40” containers or 4 x 20” containers.

“My husband has been a driver forever. I would go for rides with him. From driving on the wharf, I decided to get my HT licence and progressed to carting on the road.” Naomi has now been driving on the road for seven years.

“It’s a great job. It’s low stress, and it’s great meeting others in the industry.”

Naomi is not impressed by the state of the roads these days, neither the congestion nor the pothole repairs that are needed.

Naomi was asked vexing question No.77: Run or swim? “I love to swim, especially around here in the sea. Although I do like to do lengths in a pool as well.”

Rodney Pearson This sharp blue Scania caught Alison Verran’s attention when Rodney ‘Moots’ Pearson pulled up on Moffat Road in Bethlehem to grab a coffee.

Based in Tokoroa, Moots has been driving for Load Co for four years. “I cart logs all around the North Island. I’m heading back to Putaruru now for a load of pulp for Kinleith,” he said.

The 54-tonne rated R650 will soon celebrate its first birthday. The vivid blue and silver colour scheme is complemented by a picture on the side of the trucking history of the company owner, David ‘Digby’ Cameron. There are a few impressive Kenworths included in the line-up.

With 36 years of experience behind him, Moots started out as an unlikely truck driver. “As a kid, I always loved going for rides in a truck during the school holidays with my uncle, Selwyn Dyson.

“When I left school, I went farming but soon got sick of it. I was flatting with Alan Southern’s daughter at the time. Alan had just bought Doidges [T. Doidge, Tokoroa.]

One day he offered me a job doing night shift on the ‘rubber rail’ to the Mount. I

52 New Zealand Trucking

July 2022

couldn’t drive a truck for shit, so Alan had to teach me.”

Moots finds driving an enjoyable challenge. “I enjoy being out on the road, just out there by yourself.”

He is increasingly disheartened by the lack of young drivers coming into the

industry. “The younger generation don’t want to get up at 3am. They just don’t want to work; they would rather be at home playing PlayStation.”

Alison presented Moots with the vexing question: Rock ‘n’ roll or country. Moots says he is definitely a rock ‘n’ roll bloke.

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Ash Shanks Howard Shanks caught up with Ash Shanks, who drives for Western Australia trucking company Campbell Transport. Ash was in one of the company’s Kenworth T909 iron-ore quad road trains, parked up for a fatigue break in the parking bay north of Auski Roadhouse on the Great Northern Highway.

The iron ore was destined for Finucane Island in Port Hedland, about 250km north of the roadhouse.

Ash is impressed with the T909 and prefers Kenworth’s traditional gauges and cabin layout.

However, trucking aside for a minute, Ash is enjoying the more temperate weather in the northwest compared with his home state of Victoria – and the famous specular sunsets of Western Australia’s Pilbara region.

Ash didn’t have much time to chat because he was keen to get to Port Hedland by midday.

Then, he and his new Isuzu D-Max were heading out for a few days camping at Eighty Mile Beach, three hours further north of Port Hedland.

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Nick Young, with the first Mack Anthem on New Zealand roads, took out the coveted King Rig title.

GORE TRUCK SHOW

Story and photos by Ken Bell

BACK AT THE SHOW The annual McDonough Contracting Gore Truck Show never disappoints, and the expectation for 2022 – the first such event in the South Island for more than 18 months – was high. Boy, we’re glad to be back!

A

record 130 trucks gathered at Transport Repair’s yard from early Saturday, 4 July, for the judging of the 2022 McDonough Contracting Gore Truck Show. This year, the event – held over Queen’s Birthday Weekend – celebrated 50 years of Mack trucks assembled in New Zealand, with a good turnout of 38 of the Bulldog breed.

The truck show is usually

The trucking fraternity paparazzi took the opportunity to capture images of immaculate gear to fill holes in their albums.

part of the huge Gold Guitar Country Music Awards weekend, which sees the small town sprout in population. This year, the music event wasn’t held due to the uncertainty of staging it.

With the exception of the truck display at Wheels at Wanaka, there hadn’t been a truck show in the South for nearly two years. It all ensured an excellent attendance was guaranteed.

Although the roads leading

to Gore were dry, they were dirty from the constant regular herd shift traffic, leaving a grime on the pavement, especially in shaded areas.

Congratulations to those who cleaned and entered stock trucks at their very busiest time of year as thousands of cows migrate to winter-grazing properties.

During the morning and early afternoon, while the judging was taking place, the public was allowed access to

Regular truck show entrant Bradley Curtis showed that despite having been working right up to the 11th hour, show class is achievable with effort.

McNeill Distribution B-train leading Herberts Transport along the parade route.

Switzers Valley Transport’s new Scania took out Best Stock Truck.

Graeme and Todd Maxwell each took out trophies and prize packs for their pair of immaculate Internationals.

Many entrants came and supported the show. Here, Peter Turner leads a Protranz Mack.

Rohan Haulage’s linehaul unit proved popular with the judges at prizegiving time.

The Titiroa Transport stock unit, fresh off annual herd shiftwork, cleaned up nicely for the show.

There were quite a few classics on parade, including Grahame Stewart’s immaculate 1983 Mitsubishi FV3415.

Wokatu Holdings is a rural entity from Western Southland and displayed its newly acquired Scania with Trout River ‘live bottom’ body and trailer.

New Zealand Trucking

July 2022 55

SHOW RESULTS New – 40,000km 40,000 – 100,000km 100,000 – 400,000km 400,000 – 700,000km 700,000 – 1,000,000km More than 1,000,000km Best Isuzu Best Freightliner Best Scania Best Mercedes-Benz Best Hino Best Kenworth Best Mitsubishi Best Volvo Best Mack Best MAN Best Nissan/UD Best DAF Best Iveco Best Other Brand Best HW Richardson Best Female Driver Best Logger Best Bulk/Tipper Best Timber Cartage Truck Best Curtainsider Best Bulk Sower Best Stock Truck Best Tractor Unit Best Tanker Best Linehaul Best Light Vehicle Best Passenger Vehicle Best Crane Truck Best Stock Feed Unit Furthest Distance Travelled Tidiest Oldest Working Truck Best Refurbished Truck Best Vintage Truck Best Fleet Best Paint Job People’s Choice Best Model Truck King Rig

Darryl Shand Shane O’Connor (Cheese) Kevin Taylor Colton Manson Tony Thompson Graeme Maxwell Vishal Vadaporiya Jake Rohan Darryl Shand James Peters Katie English Mark Chalmers Renee Brown Trevor Drake Roy Agnew Josh Houghton Colton Manson Kevin Taylor Lanny Evans Brad Butler Group truck Paige Sales Mark Eales Paige Sales Andy Cavanagh Jake Rohan AJ Beattie Jamie Coote Darryl Shand Andrew Muir Aaron Callender Steve Wooltorton Pauline Tanner Karl Thompson Ryan Shand Nigel Hope Darryl Miller Todd Maxwell Mark Chalmers Eden Haulage Jamie Coote James Peters Jamie Petterson Nick Young

Freight Haulage Switzer’s Valley Transport Herbert’s Transport Eden Haulage McNeill Distribution Maxwell Bros Phillips Transport Rohan Haulage Freight Haulage Anau Healy Transport Southern Transport Dynes Transport Fulton Hogan Andrews Transport Southern Transport Mainfreight Eden Haulage Herberts Transport Advance Quip (Western Star) Wynyard Transport Kevin Taylor – Herberts Transport Southern Transport Dynes Transport Southern Transport Dynes Transport Rohan Haulage Herberts Transport Switzers Valley Transport Freight Haulage Open Country Dairy Eden Haulage Ritchies Coachlines Winton Cranes Freight Haulage (Christchurch) Eden Haulage Maxwell Bros.

Dynes Transport Switzers Valley Transport Te Anau Healy Transport (Mack Anthem) Southern Transport

Some 38 Macks showed off to celebrate 5O years of Mack Trucks assembly in New Zealand.

56 New Zealand Trucking

July 2022

complimentary of the new venue for the prizegiving function. This was held at the Croydon Lodge, with a meal afterwards and plenty of accommodation for those attending from out of town.

Before the prizegiving, a special award was made to Trevor Drake from Andrews Transport for his part in dealing with an emergency. Bruce Robertson compered the prizegiving and stressed the importance of acknowledging and supporting the sponsors. Accolades and presentations were also made to Johnny Watson, Ian McIntosh, Angus McKay, Jason Popplewell, Bruce McDonough and Bruce Robertson for their continued contributions to running the event.

19-0722-T

the trucks and enjoyed live music.

On display were commissioned wooden model trucks built by Craig Andrews. Alongside this display in the huge Transport Repairs workshop were several vendors of diecast models and other crafts.

The parade started at 2pm, with Gore’s main street lined with thousands of enthusiastic truck followers. This year, it took a slightly different route by returning to the starting point rather than just filtering off to nowhere, giving the onlookers a view from both sides as they returned.

The organising committee, headed

by Rhonda Wilson, was pleased with not only the good turnout of trucks but also the high standard of preparation. Rhonda was also very

SINCE 1978

Kraft Engineering Limited 5 Wikaraka Street, Ngongotaha, Rotorua | Phone: +64 77 357 4597

19-0722-T

Colin King: Ph: 027 539 0075 | E: colin@kraftgroup.co.nz James Worsnop: Ph: 027 572 2642 | E: james@kraftgroup.co.nz

BACK DOWN THE ROAD A BIT We featured driver and photographer Dave Connors nearly a year ago in the Back Down the Road a Bit gallery. Dave recently sent us some more shots he thought readers might be interested in, and when we saw them, our jaws dropped.

It’s easy to forget how varied and cool trucking once was, whether it was the make of vehicle, the powertrain, the configuration, or the companies that owned the fleets.

Thanks, Dave, for another generous contribution.

PULLING THE WOOL

This Tulloch Transport 2628 Mercedes-Benz made the journey from Mataura to the Reid Farms store, on the corner of Jervois and Cumberland Streets, now a Spotlight and a car park. This truck is still going with Homer Contracting in Waitahuna.

“Before curtain-siders, wool was a far more common sight on flat decks than it is today. Many wool stores around Dunedin were supplied by farms from north and south of the city, as well as the Central Otago high country. The wool stores were all within easy biking distance, and they were a good place to catch a few cool trucks from out of town.”

A Mack Cruise-Liner from Clutha Valley Transport unloading in Sturdee Street.

Its next stop was most likely Ravensdown, in Ravensbourne, for a load of fertiliser back to Clydevale.

WE Perrin from Owaka’s White Road Xpeditor in true rural form. A load of stock to the works on the way to the Dalgety wool store on Sturdee Street, now the TIL Depot.

Freightways OD Russell McCauley’s White Road Boss in the yard on Portsmouth Drive, loaded and ready to go on a Monday morning.

A Radford Transport International T2670 from Cromwell outside the Wrightson NMA store, Parry Street (now the Icon Logistics building).

A Mack Cruise-Liner A-train combination from Alexandra Transport at Wrightsons with a full load from Central Otago.

58 New Zealand Trucking

Still in its original colours, the FW McDowall White Road Boss ‘White Lighting’ parked in Strathallen Street.

July 2022

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LIGHT COMMERCIAL TEST

Story and photos by Jacqui Madelin

IS THIS THE

FUTURE? While more familiar companies announce EV delivery vans, LDV has already quietly been selling the eDeliver3 in New Zealand.

T

hat our time with LDV’s eDeliver3 wasn’t quite as planned was no fault of the vehicle, but rather crossed wires or – given the unfortunate implications of that phrase for an electrical vehicle – an oversight which meant the fast-charge cable was not in its storage space when I collected it.

It is possible to plug into a household socket, which delivers a great commutingdistance top-up. However, the 52.5kWh battery option we drove (the 35kWh is no longer available) provides a claimed 400km from a single full charge.

Would it be enough?

Buyers need not worry. Those not sticking to an urban

62 New Zealand Trucking

route will find New Zealand’s charging network is growing fast.

You can currently recharge the full length of the country’s main highway, with most public chargers placed near stores, cafes or fuel stations.

You can load an 80% charge while you use the loo and order a cuppa, so no time need be wasted.

Compact vans like this stick mostly to urban environs, where a nightly charge – even an overnight top-up on the standard socket – is all that’s required. Urban running also puts this eDeliver smack in its strong zone.

Electric motors deliver their best at low speeds, and this one, therefore, delivers great performance from zero to 50.

July 2022

Indeed, until you get used to it, you’ll be careful how you prod the throttle from rest – it’ll try to spin the wheels from a standing start. eDeliver 3’s compact dimensions do limit what you can carry but are a boon around town where its drivetrain shines, and it’s easy to manoeuvre or park.

But head out onto the open road, and acceleration is as pedestrian as most vans, while range suffers if you spend much time near the open-road limit.

As review headquarters were some way out of town, we didn’t get near a 400km range. No problem, we simply looked up fast-charger locations online – there were plenty – headed for a handy

one and reached for the cable. Uh oh… Fortunately we had enough charge to complete the review despite a rural-urban commute and plenty of around-town running – where we discovered this van’s panel sides and rear took some getting used to at awkwardly-angled junctions or while reversing. That’s no different to any panel van – luckily, the reversing camera is excellent and standard.

Equally appreciated, the digital ‘range remaining’ and ‘percentage of battery remaining’ seems reliably accurate, as we discovered after selecting eco-mode while doing our necessary review distance and related environments. We didn’t run out of juice, either, though

Left: Theres a good-size side door on the pavement side. Top: The rear doors open to 180º; the interior is plain but serviceable. Middle: The vehicle’s blunt nose is unexpectedly handsome with clean, modern lines. Bottom: Poor rear vision is offset by the compact size and good reversing camera.

we were getting low on the 3’s return, not something an owner would worry about, as you’d own the charging cable!

Climb aboard, and you’ll find the cabin very basic, not too surprising at this price.

The plastics are plasticky, and there are no frills, just what a single user will need. A digital instrument display gives you odo, trip, outside temp and a series of useful info bites such as tyre pressures, state of charge and range (which can fluctuate as the type of driving you do varies; slowing or hill descents charge the battery, for example).

Cabin appointments include simple climate buttons and dial; another dial for R(everse), N(eutral) and D(rive); a seveninch touch screen for music, infotainment and hands-free phone; a USB and charge socket above a phone-sized slot; two sunvisors without mirrors and a shelf for documents on the passenger side. Everything you need,

and nothing you don’t – provided you are alone.

Our test vehicle didn’t get a passenger airbag – the one you buy will have one.

This tester prefers window vans for manoeuvring, especially in tight spaces, around corners or on slopes.

The eDeliver3 we tested retailed at $54,990: future arrivals will have a glass partition window, alloy wheels and a 50.23kWh battery at $67,990 inc GST and ORC. Naturally the slightly different battery will make small changes to range and performance. The specification details currently on LDV’s Kiwi site show an eDeliver3 with a smaller battery option, this is no longer available.

As we went to print, LDV was out of 3 stock, thanks to shipping delays, but more than 120 have sold, and dealers are eagerly awaiting new arrivals in transit. Their customers vary from small

New Zealand Trucking

July 2022 63

Clockwise from above: The interior is plain, with all the basics you need and absolutely no frills; A minimum of buttons and dials, and ergonomics are good; Our test vehicle’s steel wheels will be replaced with alloy for coming stock. regional and urban businesses to large corporations, serviced by 25 agents across New Zealand from as far afield as Whangarei and Gore.

Our time with this handsome-looking van confirmed there’s plenty to recommend. The eDeliver3 proved a great drive round town – electric motors deliver most torque at low revs, so shove-off-the-line and around-town speeds are excellent. Performance is ordinary at open-road speeds, but that’s not unexpected for a box van, even one of this city-friendly size.

LDV Group started out as Leyland DAF Vans in Birmingham, England. Since then, it’s passed through several hands, ending up as part of China’s SAIC Motor

in 2010. Those concerned the company may not have built up sufficient history here to ensure reliability will be reassured by the threeyear/100,000km warranty with 24-hour roadside assist and an eight-year/160,000km battery warranty.

The exterior looks sharp and modern, though the interior’s pretty basic, and the lack of a passenger airbag was a letdown and would have been a dealbreaker for us: the incoming stock will all feature dual frontal airbags.

Yes, it will retail at a higher price – but with the price of petrol rising almost daily, businesses with busy roundtown requirements will be busy calculating what they’ll save by plugging into a socket, not at a pump.

Cargo capacity of 4.8m .

3

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

LDV eDeliver3 Engine: Electric, 52.5kWh battery capacity Battery Range: 344km city, 243km combined Power: 90kW Torque: 255Nm Transmission: Two driving modes, three energy recovery modes Suspension: MacPherson strut (front), leaf spring (rear) Wheels/tyres: 15-inch steel wheels with 185/65 R15C (as tested) Brakes: 282mm front disc, 271mm rear with ABS, EBD and BAS Stability/traction control: Y Airbags: 2 Min. turning radius: 5.87m Max payload: 905kg Kerb weight: 1555kg Gross vehicle weight: 2460kg Cargo length: 2180mm Cargo width: 1665mm (1220m between wheel arches) Cargo height: 1330mm Cargo capacity: 4.8m3 Towing braked/unbraked: 500kg Length: 4555mm Wheelbase: 2910mm Width: 1780mm Height: 1895mm Seats: 2

64 New Zealand Trucking

July 2022

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WHEELS AT WANAKA MEMORIES

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

Roaring through Tekapo two days before the show.

His royal Rocky-ness!

Ed Solly’s magnificent W-model Kenworth ‘Rocky’ was proudly on display in the line-up of classic iron at Wanaka 2021. He’d earned his possie, too. Not only was he entered for display, but he was also drafted into service carting a load of exhibits for other folk from the Tasman region.

“Good on ya, Rocky!”

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AUSSIE ANGLES

Story and photos by Howard Shanks

THE WORKING MAN & HIS ‘9-OH’ A muddy dirt road on the wild west coast of Tasmania is the last place you’d expect to see glistening chrome and polished stainless steel reflecting from a T909 grill. But Adrian Cassidy is a workin’ man, and so are his immaculate Kenworth and Lusty 4x4 deck widener.

T

he bright flashing amber LED lights on top of Adrian Cassidy’s T909 Kenworth break the darkness way off in the distance a little before 6am. Moments later, the Speaker LED headlights light up the white frostcovered ground in front of me and the Kenworth appears over the hill.

Thankfully, Adrian has the heater notched up, and it

won’t take long to thaw out after standing on the side of the road for only a few moments.

“You won’t see too many of these old dozers around nowadays,” Adrian says, pointing rearward to the Terex bulldozer sitting on the low loader behind. “They were a good machine back in their day, but they’re more of a novelty machine these days.

Although they’re ideal for

hobby farmers who need a bulldozer for occasional use.”

Scottsdale-based Adrian Cassidy is a secondgeneration transport operator.

A decision to diversify his operation a few years back, along with a lot of hard work, is now paying dividends at long last.

“My father had trucks and, as kids, we hardly knew him.

Often, when we did plan to spend time together, he’d

inevitably get called back to the truck operation,” Adrian recalls. “I didn’t want that for my kids. So, a little over a decade ago, I purchased a grader with a forestry contract from Dad. It was a good job and afforded the luxury of a better family lifestyle. But you’ve heard that old saying that all good things must end.

Unfortunately for Tasmania, the Green Party won a few seats in the state election a

From left: The hydraulic controls are neatly incorporated at the side of the gooseneck; The trailer deck widens from 2.5m to 3.7m

The old two-stroke 871-GM in the Terex bursts into life. few years later and controlled the balance of power. Their destruction of the forestry industry in Tasmania was swift.

“Thousands of forestry workers and contractors lost everything overnight, myself included. It was a bitter blow.

I don’t think I slept that night, wondering how we would survive.

“The following afternoon, after having my grading contract terminated, a fortuitous phone call landed me a grading job out at an upcoming wind farm project,” Adrian continues. “Gratefully, I took that job. My guys and I worked hard and put in some big hours. When your world collapses around you overnight, and when you get a second chance, you grasp it with everything you have.

My guys understood this, too.

Our work ethic did not go unnoticed by the wind farm

management. Before long, we had expanded from just a grading job to water-cart and excavation operations.

“The wind farm job allowed me to diversify into civil construction. I love my trucks, but we’re not technically a trucking operation. We predominantly use the truck to shift our equipment and move a few regular clients’ machinery around the state.

However, there is nothing better than climbing into a nice truck and heading off to move a few machines around the state for the day. It’s certainly something I look forward to when I get a chance. Funnily enough, Dad now drives my water cart,” Adrian says with a smile. “He loves it. And importantly, I’m getting to know my father again.”

Meantime, the Kenworth T909, Lusty Low Loader and old Terex dozer rolled steadily

westward along Bridport Road.

“I’ve towed a lot of different floats over the years. This one is one of the better and more stable I’ve had the pleasure of towing,” Adrian says. “The hydraulic suspension plays a big part in that.

“Like any piece of equipment, there are pros and cons. Some argue deck wideners are unstable, but I believe they’re a versatile piece of equipment if you load and operate them correctly.

“One of the biggest advantages with a deck widener is I can widen the deck to suit the machine width, but the wheels retain the same track as the truck.

Consequently, it is ideal for operating on tight bush tracks and narrow farm laneways with narrow bridges.

“A full widening low loader with wheels that extend with

the deck would restrict bush access.”

The deck is 2.5m wide in the closed position and opens to 3.7m at the rated weight when fully extended.

In his spare time, Adrian is a ‘hot-rodder’. Consequently, his attention to fine detail, polish and chrome flow through to his trucks and machines. The hydraulic and water tanks on the float are polished alloy, the wheels are chrome, and the trailer is finished with signs and lines by Tasmanian truck signwriting maestro Kevin Brown from Spectrum Signs, who incidentally signed the truck.

The T909 didn’t miss out either. The polished lowered Texas bumper boasts 24 LED lights with custom reversible oversize signs mounted on the polished stainless-steel plates.

Stainless elephant ears cover the air-cleaner inlet pipe from

From left: Clever chain lockers under the front of the deck; Winch neatly incorporated; The Elphinstone loadcells guard against overloading; Chains and rachet turnbuckles are neatly stowed in the gooseneck.

the large 406mm-diameter cyclopic air-cleaners with the chrome deep bowl base.

Inside, the Pearlcraft Steering wheel and gearstick knob hint at Adrian’s hotrod passion. In addition, the diff-lock, power-divider and suspension dump switches have gold extensions, and gauges include the gold bezel option.

Adrian adds that some of the credit for the shine on the truck must go to his driver Josh Bennett. “Josh and I spend a lot of time keeping it clean, and any free days in the winter are put aside for polishing.”

But this truck is no showpony. It’s very much a working truck, set up for hard bush work with AIR-CTI central tyre inflation and Elphinstone loadcells.

“The AIR-CTI works a treat. In paddocks and muddy conditions, it provides amazing traction. But one of the biggest surprises is with tyre wear, I’m actually getting better tyre life, and the tyres wear more evenly. Plus, the ride is far better when we’re empty once I’ve let the tyres down to 60psi.”

The Elphinstone loadcells provide the most actuate on-board weighing system on the market. The beauty of the system is that when paired with the EasyWeigh reader, it can be connected to any trailer fitted with an Elphinstone system without requiring additional adjustment or calibration.

The Cummins Road Relay-5 unit is not a common option seen on many trucks these days, but the system provides useable and unique features for drivers and fleet owners.

It has several functions, including providing accurate time monitoring of engine operating functions and conditions, recording and storing vital engine operating data, and displaying engine fault code narrative.

Under the hood is a Cummins Signature that

70 New Zealand Trucking

produces 447kW (600hp) and 2779Nm (2050lb/ft), coupled to an Eaton 18-speed Roadranger. The rear axles are Meritor RT46-160GP with a 4.56:1 final drive ratio.

It is mid-morning when Adrian turns up the narrow bush track. Here the selftracking BPW steering axles make manoeuvring the low loader a lot easier.

“You need to keep your wits about you when you’re in the bush and have the trailer’s steering wheels active,” Adrian explains.

“If you don’t watch what you’re doing, they can steer the trailer off the road in a worst-case scenario. I can lock them up electronically.

This way, the trailer will behave like a traditional semi-trailer.”

Steering locked, he gently guides the trailer back into the bush clearing, paying attention to keeping the drive wheels on the hard, firm ground.

The old two-stroke 871GM in the Terex takes some gentle persuasion before finally coming to life on the cold frosty morning. It bellows out more smoke than the famous Flying Scotsman steam engine in full flight before the distinct two-stroke GM sound finally breaks the morning stillness.

Then, 15 minutes later, the Dozer is safely in its new home, the float’s ramps are raised, all the chains and rachet turnbuckles are stowed.

“Remember how I said those Terex dozers are a novelty machine? Well, the novelty wore off by the time I’d driven it off the trailer. But, my goodness, they are loud inside that cabin. It’s little wonder the old fellas who used to drive them had hearing problems,” Adiran comments.

“All low loaders require a lot of maintenance.

Especially ones with hydraulic suspension because there are so many moving parts.

Nevertheless, they work fine if you keep up the maintenance and keep everything finely adjusted. Then, they will steer where they are meant July 2022

1

2

3

1) The PearlCaft wheel and gear knob are a nod to Adrian’s hot-rodding bent. 2) Adrian Cassidy. 3) The Lusty quad low loader is a beefy piece of kit. to, and the hydraulic deckheight system will function as intended,” Adrian concludes.

“I’m very particular about maintaining the truck and trailer. The condition

and presentation of our equipment reflect our pride in workmanship. We like to think that is why our customers come back to us.”

DT King Transport Ltd Trailer manufacturer: MTT Invercargil

House and Heavy Haulage Canterbury Ltd

Company Lakeland Transport Ltd Trailer manufacturer: Patchell Industries Ltd

Don’t let your payload weigh on your mind!

Tipping Units, Bulk Haulage, Logging and Weighbridges

Lilburn Transport Trailer manufacturer: MD Engineering

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Rotorua and Christchurch Phone: 07 349 4700

www.silodec.co.nz

INTERNATIONAL TRUCK STOP

Inspector Richard Wenham heads up London’s Metropolitan Police Commercial Vehicle Unit.

BLUES AND TWOS Story by Will Shiers

Will Shiers spends the day with London’s Metropolitan Police Force, and its unmarked DAF CF truck.

I

nspector Richard Wenham heads up London’s Metropolitan Police Commercial Vehicle Unit and reckons he’s in his dream job.

“As a child, I loved watching CHiPs and Smokey and the Bandit, so I either wanted to be a motorbike police officer or a lorry driver.

Little did I know I’d find a job where I could combine both of these passions,” he tells me when I spend a day

72 New Zealand Trucking

Photos by Tomlee.gallery

shadowing him and some of his team of 60 officers.

But today, he won’t be using either his motorbike or heavy-goods vehicle licence.

Instead, he and I will be travelling around the M25, London’s orbital motorway, in an unmarked BMW 5-Series, following a relatively anonymous DAF CF450. But while it looks like just another white CF, there’s far more to this truck than meets the eye. This is the Met’s latest weapon in its fight against distracted drivers.

Police use the truck for creeping up on unsuspecting drivers who are doing things they shouldn’t be doing behind the wheel, while a pair of GoPros in the windows record their wrongdoing as July 2022

evidence. Although the most common misdemeanour is using a mobile phone while driving, Inspector Wenham and his team have recorded some incredible things over the years.

“We’ve caught truck drivers eating a meal on the steering wheel with a knife and fork, watching a football match on an iPad and using a portable kettle to make a cup of tea while driving along,” he says.

While the police still find the occasional truck driver using a phone, these days car drivers are increasingly getting caught. And when they are, they receive six penalty points and a £200 ($385) fine. To put this into perspective, once you reach 12 points, you face a driving ban of at least

six months. “They think they are invincible and invisible because they’re holding it on their thigh and tapping away under the window line,” Inspector Wenham tells us.

The truck is shared between the unit’s four London sites, and is on the road for five days a week.

Today it’s been driven by PC Martin Davis and will patrol the southern section of the M25.

Although the truck has blue lights on the front and rear and can act independently, it’s generally supported by an unmarked police car. Hence us following in the BMW. The best condition for catching phone users is slow-moving rush-hour traffic. The truck will sit in the

middle lane, allowing it to film motorists on either side. “It’s like shooting fish in a barrel,” says PC Davis.

But today, the M25 is running freely. As we follow the DAF, I ask Inspector Wenham why he thinks it’s important to crack down on phone use. He tells me that “a fatal four cluster of offences” are responsible for most road fatalities: speed, seatbelts, drink/drugs and phones. And increasingly, it’s the latter. He has seen some horrific accidents caused by drivers texting at the wheel and recalls one particular incident from a couple of years ago. “The driver of an empty 12-tonner went into the back of a stationary loaded 32-tonner at 56mph (90kph).

His tachograph went from 56mph to zero in 0.3 seconds.

We know he was texting as it was recorded in his in-cab camera. He hit it so hard that it broke the tipper’s rear axles. He was trapped for an hour, and in the end, the air ambulance paramedics had to cut off his legs at the knees to prevent him from bleeding to death.

Suddenly Inspector Wenham puts on the blues and twos and floors the BMW. He’s spotted something up ahead that needs dealing attention. A car is being driven at full speed up the motorway hard shoulder. It doesn’t take long to catch up and pull the elderly driver over. It transpires that he’s simply confused, momentarily thinking he was on a smart motorway, so he is sent on his way with a warning.

The ironically named “smart” motorway is Britain’s latest attempt to combat congestion on the cheap by turning many motorway hard shoulders into live lanes.

There are emergency refuge areas, but on the M25, they can be up to 2.5km apart.

Break down between these

areas, and you run the very real risk of being hit from behind by 44 tonnes. Several deaths have occurred as a result. “Don’t even get me started on smart motorways,” says Inspector Wenham, “I think the whole concept is insane.”

It doesn’t take long to catch up with the DAF, which is in the middle lane now, slowly overtaking a row of trucks.

Although it is currently limited to 90kph, it will be undergoing work to increase the speed.

Inspector Wenham explains that this will allow it to catch up with some foreign trucks that have had their speed limiters disabled.

Suddenly, the radio springs to life as PC Davis in the DAF wants to pull over an 18-tonne scaffolding truck.

As he was approaching it, he was conscious that it was swerving, and it came as little surprise to him to discover that the driver was indeed texting behind the wheel.

Initially, after having been pulled over, the driver refuses to accept that he was using his phone, claiming to have been playing around with his AirPods instead. But when he’s shown the footage, he accepts that he’s been caught bang to rights. Incredibly, he was already on nine points, so this incident will likely result in a driving ban.

“We’re in a world where everyone has a phone, and to many, it’s the most important thing,” says PC Davis. “Sadly, a lot of people are prepared to use them while driving, and that’s what this guy did with his 18-tonne truck.”

Our journey back to Catford police station takes us through southeast London’s suburbs. While we’re driving down one street, Inspector Wenham recalls a tragic incident taking place at that spot. A 32-tonne tipper was slowly driving along when suddenly a passing

1 2

3

4

1) It looks like any other DAF – until the blues come on… 2) “We’ve caught truck drivers eating meals, watching football matches and using portable kettles while driving along,” says Inspector Wenham. 3 & 4) Side-mounted cameras keep an eye on motorists.

pedestrian found himself under the truck’s rear wheels.

As is often the case, the incident was no fault of the driver. Camera footage from the vehicle travelling behind revealed that the elderly pedestrian dived towards the

loaded tipper, intentionally placing his head in the path of the rear bogie. He tells us suicide is an increasing issue for lorry drivers, who often struggle to deal with the aftermath. Whereas train drivers will get weeks or even

MYTH DISPELED FOR JUSTICE ON THE ROAD

months off work following a suicide, truck drivers are expected to go home and just get on with it. “It’s a hole that we have identified and have started to tackle,” he tells me. “Because of the industry we’re in and the demographics of people working in it, many won’t want to talk to a counsellor, even on the phone. We signpost to a charity called Shout. And you can have a text conversation with a counsellor, which is completely anonymous.”

We are about 8km from the police station, when suddenly PC Davis in the DAF radios to say he’s just been passed by a Ford Transit whose driver is using his phone behind the wheel.

As the driver passes us, he’s still doing it, his phone gripped by both hands on top of the steering wheel.

Inspector Wenham spins the BMW around and immediately gives chase, stopping the battered old yellow tipper a few hundred metres down the road.

Before he even gets out of the car, he clocks a shovel hanging out of the back of the load bed and a missing

rear mudguard. So that’s potentially six points for the phone, three for the insecure load, and another three for the missing spray suppression. A closer inspection of the van reveals a sheered wheel bolt (another potential three points) and a smashed taillight.

Fortunately for the apologetic driver, Inspector Wenham and the other officers who have now arrived on the scene issue him with a £200 ($385) fine and six points for the phone, letting him off with a warning for the other defects on the condition that he gets them rectified quickly.

It’s an example of the commercial vehicle unit’s preference to educate rather than enforce. “He understood why he had been fined £200. Ultimately, he was grateful it wasn’t £1500 ($2885),” says Inspector Wenham.

“Sometimes our hands are tied, and we have to take action. But where possible, we will come to a fair and proportionate response, as opposed to just trying to grab as much money off people as we can.”

There’s a widely held belief in Britain that when a truck driver is involved in a fatal collision, they are routinely arrested. But Inspector Wenham is keen to dispel this myth.

“We now treat the majority of drivers as critical witnesses, and other than what we have to do by law, which is to confirm their name and address and driving status, we won’t ask them any questions for at least two days. We let them go home and get their heads sorted,” he explains.

But there are exceptions, like when the driver tests positive for alcohol or drugs at the scene.

He continues: “We’ll get in touch with the transport manager, and if they’re local, we’ll get them down while the lorry is still in situ. If there is a camera fitted, and it uploads to Cloud storage, then we will ask the transport manager to email footage of the incident to us. If it has a hard drive, we will take it out there and then to prevent it from overwriting. In the case of a fatality, we will generally seize the vehicle for a forensic mechanical examination.”

Inspector Wenham is a massive advocate of cameras, both external and in-cab. He says they help collision investigators immensely and can save drivers a lot of angst. He says there’s historically been a lack of aftercare for drivers involved in fatalities.

Because of the size of the vehicles involved, the aftermath of a collision between an HGV and a vulnerable road user is often incredibly traumatic for the emergency services who attend the scene.

“Your first fatality definitely sticks with you,” he admits. “My first one with the unit was a 19-year-old under a cement lorry. When I’m recruiting, I tell them they will see horrendous things and that they need to be prepared.”

However, he says that unlike 20 years ago, when officers were told to “dust themselves down, put their big boy pants on and get on with it”, there has been a culture change, and welfare is available to help officers who might be traumatised by what they’ve witnessed.

The rattly old Ford gets a thorough look over. Many defects are found.

74 New Zealand Trucking

July 2022

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31/05/22 1:25 PM

RUST IN PEACE

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

A COUPLE OF COMMERS

O

n the lonely MastertonCastlepoint Road is Glentarn Farm, owned by the Groves family. Peter, the 89-yearold patriarch, made a name for himself in the local area supplying fertiliser for airstrips, a job for which he had a handful of Commers, some of which are still on the property today.

Out front, proudly facing the road, is the cab and chassis

76 New Zealand Trucking

of a late 1940s model, its Air Contractors (1969) livery still visible on the faded bodywork.

At the back of the property, alongside a babbling brook, is another – only in much worse shape. Most of the windows are missing, and the chassis and bodywork are unsalvageable and overrun by nature. Peter’s daughter, Margie, explains that the decision’s been made to leave this one in situ to make a

Story by Gavin Myers garden feature. A deck will be built over the chassis as an outdoor seating area.

As for the Air Contractors cab and chassis out front, it’s on its way to being sold. “The man buying it used to drive it.

He’s got a good chassis for it,” explains Margie.

It’s unclear whether either was once fitted with the famous TS3 ‘Knocker’ engine, but between the chassis rails of the model at the back of the property clearly sits

Castlepoint Road, Masterton

the 3.75-litre in-line ‘slant six’ petrol engine offered on earlier models.

July 2022

NZT 19

NZ Owned, NZ Operated, OEM Approved

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

NZT 1922 AdBlue Ad A4 V2.indd 1

21/08/19 10:03 AM

CRAIG’S TRUCKIN’ SNAPSHOT

Dunedin-based contractor to TSI Logistics, McKillop Contracting, operates a sharp fleet of rigs originating from both sides of the Atlantic Ocean. The most recent addition to the McKillop fleet, this Scania R620, is pictured climbing the Kilmog on SH1, north of Dunedin.

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L E ADER S I N TR A I LER MA N U FA C TU R I N G

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NEW RI GS ON THE R OAD

FEED THE HUNGRY HOARDS OPERATOR: Sharpes Stock Feeds, Wairarapa ENGINE: Hino E13C BK 12.9-litre 353kW (480hp) 2157Nm (1591lb/ft) TRANSMISSION: ZF 16 TX TraXon 24440 TO

REAR AXLES: THD18 Hypoid with diff and inter-axle locks REAR SUSPENSION: Hendrickson HAS 460 ECAS BRAKES: Drum. ABS, EBS SAFETY: Hino SmartSafe (PCS, DM, LDW, ASR, ACC,

Hino FY3248 TX ProShift Air Dana 8x4 rigid RB, HAS). Auto brake shoe adjusters. FUPS BODY/TRAILER: Warren Auger Bins, Matamata PAINT: Ex-factory SIGNAGE: Signsource, Tauranga

LOGGING LIKE A PRO International ProStar R8 LGHD 8x4 rigid OPERATOR: DT King, Invercargill ENGINE: Cummins X-15 15-litre Euro-5 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton UltraShift 20E318B MXP 18-speed AMT REAR AXLES: Meritor 46-160 REAR SUSPENSION: International IROS-HD BRAKES: Drum. ABS, EBS BODY/TRAILER: MTE Invercargill. Headboard and log gear on truck, and five-axle multi-log trailer FEATURES/EXTRAS: Alloy log-spec bumper. Twin vertical stacks. Nine-inch offset front rims PAINT: Ex-factory SIGNAGE: Sign Solutions, Invercargill OPERATION: Log haulage, Southland DRIVER: Murray Leslie SALES: Shaun Jury

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July 2022

OPERATION: Stock food supplies, Lower North Island DRIVER: Steve Lee SALES: Jeff Hazelwood

‘WHEN THE GOING GETS TOUGH…’ OPERATOR: Satherley Logging (2006), Napier ENGINE: Scania DC16 16-litre Euro-5 V8 462kW (620hp) 3000Nm (2213lb/ft) TRANSMISSION: Scania Opticruise GRS0905R

12-speed AMT with 4100D retarder REAR AXLES: Scania RB735 Hub reduction rear end REAR SUSPENSION: Spring suspension front and rear axle BRAKES: Drum. EBS/ABS

Scania R620 XT B8x4NZ rigid

BODY/TRAILER: Patchell truck log gear and new fiveaxle multi bolster trailer FEATURES/EXTRAS: Bigfoot CTI, SI-Lodec scales PAINT/SIGNAGE: Caulfield Signs, Rotorua

OPERATION: Log cartage, Central Hawke’s Bay DRIVER: ‘Antz’ SALES: Callan Short

SOAR LIKE AN EAGLE Iveco X-Way 570 6x4 tractor – AS Sleeper (x2) OPERATOR: Mainfreight, The Eagle 2019 Ltd, Lucky Singh, Christchurch ENGINE: Cursor 13, 13-litre Euro-6 425kW (570hp) 2500Nm (1850lb/ft) TRANSMISSION: Iveco HI-TRONIX 12TX2420 TD REAR AXLES: Meritor MT23-150/D hypoid with diff locks REAR SUSPENSION: Iveco 8-bag ECAS BRAKES: Disc. ABS, EBS SAFETY: AEBS, ACC, BAS, ESP, ASR, DAS, HH BODY/TRAILER: Rigged by Domett FEATURES/EXTRAS: Drop visor, polished alloy tanks, Alcoa Dura-Bright alloy wheels. Dual bunks, leather seats, coolbox and fridge, auto climate control PAINT: Ex-factory SIGNAGE: Royans Truck & Trailer Repairs, Auckland OPERATION: Linehaul freight SALES: Pieter Theron

Free phone: 0800 50 40 50 New Zealand Trucking

July 2022

81

NEW RI GS ON THE R OAD ‘I LAUGH AT HARD GOING!’ MAN TGM 18.320 4x4 rigid OPERATOR: Williamson Earthworks, Bay of Plenty ENGINE: MAN D0836 6.9-litre 239kW (320hp) 1250Nm (922lb/ft) TRANSMISSION: ZF 9S1310OD 9-speed/Permanent 4WD REAR AXLES: MAN HP133 axle REAR SUSPENSION: Parabolic spring BRAKES: Drum. ABS, EBS SAFETY: Off-Road logic for ABS BODY/TRAILER: Piako Transport Engineering.

Three-way tipping body (existing) FEATURES/EXTRAS: Super single TRS wheels all around PAINT: Ex-factory OPERATION: Dirt and aggregate, Bay of Plenty SALES: Mitch James

BIG BOY SAR Kenworth T610 SAR 6x4 tractor OPERATOR: Waiau Pa Bulk Haulage, Mangatawhiri ENGINE: Cummins X-15 15-litre Euro-5 448kW (600hp), 2779Nm (2050ft/lb) TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual REAR AXLES: Meritor RT50-160GP with cross-locks and rear diff cooler REAR SUSPENSION: Neway AD246 heavy-duty rear air suspension BRAKES: Disk. ABS, EBSS BODY/TRAILER: MTE. Two rows of eight (dolly)/Four rows of eight transporter. Tractor rigged – MTE FEATURES/EXTRAS: Rated to 160 tonnes GCM (first T610 at this rating), 90mm fifth-wheel, Kenworth polished bull-bar and driving lights. Twin stacks. Stainless-steel visor, bug deflector, front wheelarch flares, tank panels, cab skirt highlights, rear guards, tail-light dress-up kit. Chequer-plate chassis covers, chassis-mounted toolbox, Kenworth mudflaps. Additional marker lights all round CUSTOM WORK: Southpac Engineering PAINT: Ex-factory SIGNAGE: Transvisual Graphics, Manukau OPERATION: Earthmoving product, crushed rock, aggregate and machinery DRIVER: Grant Reid (Shared) SALES: Mitch Redington

w w w. t r g r o u p. c o . n z 82 New Zealand Trucking

July 2022

Volvo FH600 8x4 rigid – Sleeper cab

‘THE ARTIST’S ‘PALETTE’ OPERATOR: Tumu Transport, Hastings ENGINE: Volvo D16G 16-litre Euro-5 448kW (600hp) 2800Nm (2065lb/ft) TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B REAR SUSPENSION: Volvo RADD-G2 BRAKES: Disc. ABS, EBS

SAFETY: ACC, FCA, LCS, DA BODY/TRAILER: Domett body and fiveaxle trailer FEATURES/EXTRAS: Stainless-steel drop guards and toolbox doors. Alcoa Dura-Bright alloy wheels with offset steer rims. Aero-kit and skirts. Custom fuel tank. Under-bunk fridge

PAINT: Ex-factory SIGNAGE: Wrapped Auto Signs, Tauranga OPERATION: Timber and general freight cartage DRIVER: Mikey SALES: Scott Robinson

KP’S BLOOMING PRIDE DAF CF 530 Euro-6 6x4 rigid – Space cab sleeper OPERATOR: Rainbow Park Nurseries, Drury ENGINE: PACCAR MX-13 12.9 litre Euro-6 390kW (530hp) TRANSMISSION: ZF TraXon 12TX2620 12-speed AMT REAR AXLES: Paccar SR1360T rear axles with dual diff locks on disc brake REAR SUSPENSION: DAF 8-bag SR1360T BRAKES: Disc. ABS, EBS SAFETY: Full safety (ACC, FCW, AEBS, LDW, VSC, AB, DAS) BODY/TRAILER: Fruehauf. Heated body. Structurflex curtains FEATURES/EXTRAS: Stainless-steel roof bar with LED driving lights. Stainless-steel toolbox door. Polished alloy drop-guards, diesel tank and exhaust cover. Alcoa DuraBright wheels. Additional marker lights on sun visor and mirrors. Premium interior, under-bunk fridge PAINT: Ex-factory SIGNAGE: TCC Signwriters, Auckland OPERATION: Plant distribution, North Island DRIVER: Karen Philips ‘KP’ SALES: Steve Willcocks

Free phone: 0800 50 40 50 New Zealand Trucking

July 2022

83

NEW RI GS N

O N THE ROAD SAFETY KEY – ACRONYM BY ALPHA RegFea New Rigs Safety AB – Air Bag ABS – Antilock Braking System ACC – Adaptive Cruise Control ABA – Active Brake Assist AEB – Autonomous/Active Emergency Braking AEBS – Advanced Emergency Braking System ALA – Active Lane Assist ASR – Anti Slip Regulation / Auto Slip Regulation

ATC – Automatic Traction Control BAS – Brake Assistant System BB – Brake Blending CAB – Curtain Air Bag DAS – Driver Assistant Support DM – Driver Monitoring DS – Driver Support DTC – Drag Torque Control EBA - Emergency Brake Assist EBS – Electronic Braking System EBSS – Electronic Braking Safety System

ESC – Electronic Stability Control FCA – Forward Collision Avoidance FCW – Forward Collision Warning FUPS – Front Under-run Protection System HH – Hill hold HSA – Hill Start Assist LD – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist PCS – Pre Collision System PD – Pedestrian Detection

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

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

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NZT 22

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KIWI16/17

• 215/75R17.5 • 235/75R17.5 • 265/70R19.5

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NZT 22011 Kiwi Truck Tyres Ad 2.indd 1

9/05/22 7:51 AM

NEW KIWI BODIES & TRAILERS New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks, and

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

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

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

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

More than able in the Tasman Takaka-based Sollys Freight has commissioned this slick sixaxle B-train curtainside trailer set, built by that icon of Kiwi industry and enterprise in Christchurch, TMC. The 36-pallet unit looks sharp in the green and white livery of its new owner, a well-respected and longstanding family-owned transport brand.

With toolboxes on both units and an east-west underchassis dunnage rack, she’s ready for anything.

Features: Hendrickson 19.5 disc-brake axles and ZMD shockless air suspension. TMC Stainless-steel light panels and toolbox doors, additional marker lights and polished alloy wheels ensure the pride and effort of generations now and in the past is not let down in the final presentation.

Hard, wide, and handsome There’s not much a Hino 500 Series wide cab doesn’t look good under, and there aren’t many trucks Mills-Tui bodies don’t look great on. So, combine the two, and you have groovy in spades!

Built for Delta Contracting in Opotiki, this 500 ‘Widey’ sports a Mills-Tui tip body in Hardox steel and a double swinging tail-door, so coping with the rigours of site work won’t be a problem.

A 50mm coupling at the back also increases versatility within the fleet.

It’s always the details that make a difference, and life easy, like the neat pull-out and drop-down access ladder

Features: Mills-Tui Hardox steel body, two-way tailgate. Mills-Tui Mills-Tui built into the body.

Oh, and let’s not forget pride and finish, with polished alloy wheels, polished hydraulic tank caver and Peterson lighting.

KIWI 16/17

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

0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz 86 New Zealand Trucking

July 2022

KIWI 175

Second, third, and fourth take!

A unit that keeps you coming back for a closer look is the only way to describe this amazing build from the Mills-Tui team for NAP Transport in Masterton. The black chassis, chassis plates, guards and satin-black ‘Battle Truck’ alloy rims are contrasted perfectly with cream pinstriping, light grey stanchions, white mudflaps, stainlesssteel toolbox door, alloy headboard, exhaust cover and air tanks.

Beyond the bling is the business, though: an Isuzu CYJ460 8x4 chassis kitted out with Mills-Tui double layover bolsters, alloy headboard, and Bigfoot CTI. Bringing up the rear is a new Mills-Tui F175 low-rider

Features: Hendrickson disc-brake axles and suspension, with EBS and TIREMAAX inflation Mills-Tui management.

five-axle multi-bolster trailer with sliding centre bolsters.

SI-Lodec scales ensure the entire unit remains in spec at the roadside inspection, and Peterson lighting brings the silhouette out from the shadows.

Up high in the high country

Features: Hiab 188E6 Hi Duo Crane.

TRT / C&C Engineering

Queenstown’s Arrow Transport has given its business another lift with the addition of this wee gem, built for the distribution of building supplies in and around the region.

The UD Croner PK 18.280 4x2 chassis, supplied through CVC in Christchurch, was placed in the care of TRT and C&C Engineering for the crane installation, deck build and commissioning.

The second unit the company sourced through the trio – the Hiab 188E-6 Hi Duo Crane – has a maximum outreach of 17.4m with a max lifting capacity of 590kg.

“We decided to go with a slightly smaller crane this time,” says Arrow operation manager Roger Banks. “It will allow more flexibility when getting into tricky spots. It still has a good lifting capacity, and it meant we can put it on a smaller vehicle.”

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

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New Zealand Trucking

July 2022 87

ORUANUI TRIFECTA COMPLETE

T

he dilemma! You can’t say we’re saving the best until last because this month’s Oruanui Linehaul jewel cannot be separated from the two proceeding units.

July finds fleet No.930 in front of the camera and its rightful place in the limelight.

Like its brethren, ORUNU1 works under the TAA banner, keeping the good folk in Auckland and Christchurch happy, relentlessly delivering their needs and

wants in Oruanui Linehaul’s old-schoolcool style.

A 2005 model Kenworth K104, she’s sitting on 2,000,000km, and with a Cummins 620 Signature, 18-speed Roadranger manual transmission and 46-160 Meritor rears, she handles her 50Max HPMV status with ease.

ORUNU1 is driven by Kelly McKenzie, a 20-year veteran of the transport industry. Kelly got her Class 5 licence just under two years ago, having worked

toward it in-house at Oruanui Linehaul.

This is her first linehaul job, and Kelly fits the company mould perfectly.

“She brings personality and passion to our operation that is priceless,” says company owner Michael Purvis.

Thanks to Michael and the Oruanui Linehaul team for sharing these grand machines over the past three months. Be sure to give them a huge wave when you see them out on the road.

Photo: Traye Porta McKenzie

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

88 New Zealand Trucking July 2022

‘BIG CHIEF SITTING DOG’

T

his Mack Super-Liner, new on the road in 1991, was the pride and joy of Geoff Dibble of Dibble Indepenent Transport, Te Awamutu. Its name at the time ‘Destination Unknown’ was appropriate and summed up its travels as a bulk tipper around the North Island.

Throughout its life, bulk tipping has been a mainstay, and it also travelled the South Island for some time with a couple of other owners.

Now named ‘Big Chief Sitting Dog’, this legendary V8 is currently owned by JW & L Crooks in Tuakau. Jimmy Crooks is behind the wheel these days, carting chicken manure around the Pukekohe/

Tuakau area.

With a V8 E9 engine under the hood pumping 500hp, an 18-speed Mack gearbox and 44,000lb diffs riding on Mack camel-back spring suspension, a day’s work is a breeze, as long as said breeze

is not blowing from the rear forward!

The days of long hours for this Mack are getting less.

Jimmy’s son, Paul, reckons she’s semi-retired now. “She’s just a glorified work ute, really, jumping on front line duties

when required.”

At 31 years old, this big chief has travelled more than 1.18 million miles (1,900,000km), and long may she continue to be seen on the highways.

“Huge credit must also go to the previous driver, Jaden Pearson.”

It runs a Cummins 620hp Signature, 18-speed Roadranger manual transmission, and Daniel puts it succinctly when he says:

“What’s not to like?”

The big ‘K Whopper’ is a testament to every brand it implicates. Keep a keen lookout in your travels around the South Island for this immaculate unit.

“JUST LIKE NEW”

Y

ep, we all like to say it after we’ve given our favourite wheels a bit of spit-and-polish – but in this case it’s pretty much true.

“It constantly gets mistaken for a new truck,” says Daniel Connell of this Kenworth

K108E, “and it’s done 2,100,000km.”

Daniel, who drives for Jae Haulage, running out of Waikouaiti, just north of Dunedin, in Bascik Transport livery, has been on the unit for four and a half months.

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

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

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

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

New Zealand Trucking July 2022

89

MINI BIG RIGS

FINISHING TOUCHES It’s time to get personal – and add the little details that give this model a sense of realism and connect it to the reference photos we have of Ken Kirk’s Pilkington Merc.

By Carl Kirkbeck

I

t helps to look back to the December 2019/January 2020 issue of New Zealand Trucking magazine to be reminded of the first steps towards building the Italeri 1:24th scale Mercedes-Benz 6x4 tractor unit. Our build, based on the Pilkington Glass Automotive Division Mercedes-Benz driven by Ken Kirk, is now nearing completion.

This month, we add the finishing touches, taking this build from ‘out of the box’ to ‘as personalised as by Ken’.

Looking at our reference photos of Ken’s MercedesBenz, we see a handful of accessories that distinguish it.

Items seen on real New Zealand rigs are generally not supplied with kitsets. For example, white mudflaps were common in New Zealand in the 1980s but they were rarely seen on the European

trucks where the kitset was manufactured. Also, CB aerials, Hella spotlights and, of course, a set of New Zealand number plates are not provided – this is where we need to turn to the spare parts and sheet plastic and get creative.

Here, we will go step-bystep through some basic scratch building of a few key accessories on Ken’s mighty Merc and attach them to our build. The rule of thumb with scratch building is that there are no rules, it is all about looking at what you have and adapting it to achieve the desired result. As you will see here, having a small collection of Evergreen plastic sheets in your collection of odds and sods is worthwhile as you can easily fabricate many parts from sheet styrene plastic.

So, let’s jump right in and complete this project.

Our subject matter: The 1989 Mercedes-Benz 2244 Ken Kirk drove for Pilkington Glass Automotive Division, delivering windscreens throughout New Zealand to then-thriving vehicle assembly plants.

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90 New Zealand Trucking

July 2022

Using Evergreen plain 0.75mm sheet styrene plastic, measure the size of mudflap you require and map this out with a sharp pencil on the plastic sheet. Carefully use a sharp hobby knife to cut the plastic sheet – slow and steady wins the race. Use multiple scribing cuts, steadily working your way through the plastic. Note any detail cuts you might need to make to achieve correct fitment.

Once test-fitted, apply glue and fix in place. You will notice the natural finish of the Evergreen product is a satin white and very close to the colour and finish of the real mudflaps, so no painting is required.

Because we added the full aero kit to our build using the sprue from Italeri kit No.793, we now have limited space on the roof to fit airhorns. If we go back to the sprue we acquired from kit No.793, we find that there is a pair of airhorns attached that fit our application perfectly. First, assemble the two halves of the horns together and paint. Note that if you leave the main bodies of the horns attached to the sprue, it will make life a lot easier during painting. Remove the completed horns from the sprue and set in place with acrylic glue. Once the glue has set, touch up any missing paint where the horn bodies were attached to the sprue.

To make an aerial for the CB radio, use a piece of the sprue the wheels were attached to. It is already silver/grey, so will not require painting. Use the naked flame of a match or a lighter to gently warm the piece of sprue, just enough to make it pliable. Remove the heat of the flame, and while still soft, gently stretch out the sprue to lengthen it while at the same time reducing its gauge down to a fine strand. Hold in place until the plastic sprue has set again, then cut the desired length of antenna from the thin strand with a hobby knife.

Cut a small wedge of Evergreen plain 1.5mm sheet styrene plastic to resemble the aerial base and glue this into location again using acrylic glue so as not to damage the paint. Once the base has set, glue your stretched-plastic sprue ‘aerial’ to the base. It is a bit fiddly, but the result is worth the effort.

Note: It is highly recommended you stretch the sprue in a well-ventilated area and wear a respirator mask. Only apply gentle heat – do not allow the flame to get too close or touch the plastic as it will ignite, and the smoke emitted from burning plastic is toxic if inhaled, so take all necessary precautions.

On the front of Ken’s Merc, there is a pair of Hella driving spotlights. To replicate these, we start with two small squares of Evergreen plain 1.5mm sheet styrene plastic. Gently nibble these into a basic round shape and use a file to finish shaping these into a tidy circle of the desired size. Paint detail onto the fronts of the circles to represent the real Hella protective covers. A hint: if you stick the circles onto masking tape, they will not move about while you attempt to detail paint. Once the paint has dried, remove from the masking tape and glue into location.

Finally, the last detail to complete our build is the Merc’s Kiwi numberplate. Once again, cut two small rectangles of Evergreen plain 0.75mm sheet styrene plastic to the correct size. Detail paint with the registration number as we did with the detail on the Hella spotlights. When dry, remove from the masking tape and apply to the model.

The next step – and the most important of all – is to stand back, admire your efforts, and take a bow. The job is done! Well nearly… next, we will look at building the big Merc’s matching tri-axle flat-deck semi-trailer. Watch this space.

DO YOU BUILD MODEL TRUCKS? Would you like to share your stories and model builds with our readers?

Contact carl@nztrucking. co.nz. These pages are dedicated to supporting the hobby, and we would love to hear from you.

92 New Zealand Trucking

July 2022

Roadmaster Quad axle Flat deck built for Harrison Transport

Dimension 15,700mm overall length x 2490mm overall width Chassis HT fabricated I beam steel chassis.

Decking 3mm C/10 steel decking seam welded SAF axles, air suspension, WABCO brake system

FEATURES:

• RHS removable headboard, front and rear mount locations • Tie Rail chain slots front and rear cross members • Seven pairs deck stanchions • Ferry tie downs • Six in deck chain boxes • One under mount bearer box 600 w x 250h x 2450 L • Removable, wide load signage with lights, mounted to front and rear cross members • Twist locks to secure, 1 x 20 heavy box, 2 x 20 close, 1 x 40 heavy • Top of deck full length chain plates • ECAS raise lower valve, with phone app • Slide out rear support frame, approx 1.5m max! (support frame is not load rated) • Three alloy tool boxes with stainless steel doors

king

a legend in the ma

Roadmaster – A brand leader in Heavy Transport Equipment WWW.ROADMASTER.CO.NZ

LITTLE TRUCKERS’ CLUB

HI LITTLE TRUCKERS! Hi there, little truckers.

Wow, have we had some crazy weather lately?

There’s been thunder, lightning and even hailstorms where I live.

I’m lucky I get to work inside by my fire. Have you braved the storms and been out trucking?

Congratulations to eight-year-old Amelia Murray, who found the Little Truckers’ logo on page 88 of the June issue. Keep an eye out on your mailbox – something cool is coming your way.

Don’t forget that if you would like to see yourself here in Little Truckers’ Club, all you need to do is email your stories, jokes, photos, and/or drawings to me at rochelle@nztrucking. co.nz with a wee paragraph telling us about them, along with your name and age. We love seeing them all.

The Little Truckers’ Club logo is hidden somewhere in this issue — find it and let me know where it is, and you may win a prize.

You can email me at rochelle@nztrucking. co.nz

94 New Zealand Trucking

Joke of the month What kind of driver never gets a ticket?

A screwdriver!

The trademark of Mack Trucks is the Bulldog. This nickname was earned in 1917 during World War 1 when the British government purchased the AC model to supply its front line with troops, food and equipment. British soldiers called the truck the ‘Bulldog Mack’ not only because the truck had a hood that tapered down and resembled the English Bulldog, but because the English Bulldog is ‘tough’ – and it stuck.

Did you know that a gold Bulldog ornament on a Mack truck indicates the vehicle is 100% authentic Mack and a silver ornament means it is not? Most Macks have a silver emblem.

July 2022

Colouring competition

This month, Scania Trucks has put up an awesome prize pack! To be in to win, colour in the Scania I’ve drawn (right) and send your entries to me at rochelle@nztrucking. co.nz before Friday, 5 August.

Winners will be announced in the September issue. Grab your felt pens, crayons, colouring pencils or even paints and get creative. I can’t wait to see your entries.

N A ME: A GE :

2022 TRUCKING INDUSTRY SUMMIT 30 July Te Pae Christchurch Convention Centre Contact: nztruckingassn.co.nz/truckingindustry-summit, pam.stark@trucking.nz For sponsorship: carol.mcgeady@trucking.nz, 021 252 7252

2022 ROAD AHEAD CONFERENCE 28 and 29 September Ascot Park Hotel, Invercargill Contact: conference.transporting.nz, info@transporting.nz

MOBIL DELVAC ROAD TRANSPORT HALL OF FAME 30 September Bill Richardson Transport World Contact: roadtransporthalloffame.co.nz, events@twevents.nz

96 New Zealand Trucking

MOTOR TRUCK DISTRIBUTORS’ 50-YEAR CELEBRATION 22 October At the Manawatu Car Club Octoberfest Manfield Park, Fielding Contact: 50years.macktrucks.co.nz

TMC TRAILERS TRUCKING INDUSTRY SHOW 25 and 26 November Canterbury Agricultural Park Contact: truckingindustryshow.co.nz, info@nztruckingassn.co.nz

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

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

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100 Moving Metrics 104 Fuel for Thought – Winter Diesel 106 Business Profile – M2X for Ballance 108 Carriers’ Corner 110 Truckers’ Health 112 Health & Safety 114 Legal Lines 116 Business Together 118 NZ Trucking Association 120 Transporting New Zealand 122 The Last Mile BROU GH T T O Y OU B Y

MOVING METRICS

THE SALES

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

Summary of heavy trucks and trailers first registered in May 2022.

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

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

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

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

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

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

Vehicle class

Description

NB

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

(mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

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

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

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

100 New Zealand Trucking

July 2022

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

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

First registration of NC class vehicles year on year to date, by major manufacturer

First registration of TD class heavy trailers year on year to date, by major manufacturer

New Zealand Trucking

July 2022 101

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

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

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

RUC purchase for May 2022, all RUC types A description of RUC vehicle types is available at https://www.nzta.govt. nz/vehicles/licensing-rego/road-usercharges/ruc-rates-and-transactionfees/ Please note data may differ slightly from that reported for the same period previously due to adjustments being made to the base data.

In May 2022 there were 47 different types of RUC purchased for a total distance of 2,211,405,287km at a value of $165,553,276.

The impact of the reduced RUC charges are plain to see. It is surely going to affect NTAS cash flow which will have to be made up somehow.

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 May 2022

8,009,477,958

$902,501,440

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 May 2022

5,902,730,622

1,180,546,124

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

RUC purchases all RUC types

102 New Zealand Trucking

July 2022

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

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

6

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

43

Unpowered vehicles with four axles

14

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

951

Unpowered vehicles with five or more axles

H94

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

33

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

408

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

Average monthly RUC purchases by year (all RUC types)

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

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

New Zealand Trucking

July 2022 103

FUEL FOR THOUGHT

Story and photos by Howard Shanks

WINTER DIESEL D E N I A L P X E

Is frozen diesel impossible in the Antipodes?

Think again… Here’s everything you need to

know about how cold weather affects diesel.

H

ere in the Antipodes, winter conditions are incredibly mild compared with places like Alaska, home of the Ice Road Truckers, where trucks are expected to operate well below sub-zero temperatures.

But one of the biggest challenges ice road truckers face is preventing fuel from freezing.

Surprisingly, in some parts of New Zealand and Australia, trucking operators can face similar challenges in severe winter conditions. In certain

104 New Zealand Trucking

areas, diesel fuel may get cold enough for the wax it contains to start solidifying, sometimes known as frozen fuel.

All diesel fuels contain wax, a natural component of crude oil. One benefit of the wax is it boosts the fuel’s ignition quality. Nevertheless, suppose the cold weather causes enough wax to solidify (or crystallise)? In that case, the fuel lines, filters and strainers in a diesel engine may become blocked and make it difficult or impossible to start and operate the truck. Hence, the phenomenon known as July 2022

‘waxing’ the fuel.

Not all diesel fuel is the same. Fuel companies make dedicated ‘winter diesel’ blends, specially formulated with lower cloud points than regular diesel, to prevent waxing from happening.

The cloud point refers to the temperature below which wax in diesel will begin to go cloudy and solidify.

The cloud point for diesel varies seasonally, with diesel manufacturers producing diesel with a cloud point up to 4°C lower during the winter months. However, this temperature still may not be low enough to prevent waxing from occurring in cold alpine regions.

To better combat coldrelated fuel problems, it’s

worth investigating what happens to fuel at low temperatures. Firstly, let’s clarify some of the terms used when discussing temperature’s impact on diesel fuel.

Waxing: As we touched on earlier, solidfiying wax – with fuel literally turning to jelly – is relatively rare. Waxing occurs when the paraffin wax in diesel solidifies because of a reduction in temperature. The fuel temperature generally has to stay below -3°C for 48 to 72 hours.

The paraffin wax in diesel solidifies when subjected to extended cold temperatures below freezing, giving the fuel a cloudy appearance.

Even so, fuel can begin to cloud at temperatures as high as 0°C, but it will continue flowing. Fuel must remain very cold for long periods before it will actually wax up.

It’s not uncommon to hear long-distance drivers from northern regions complain about their fuel waxing up when they have to spend a night or two in southern areas during winter. However, that’s probably not the actual problem: the more likely

1

2

3

4

1 & 2) Solidified wax in the filter can result from sustained extreme cold temperatures. 3 & 4) Today’s modern fuel filters easily trap ice and prevent it from causing costly damage. situation is ice or solidified paraffin wax in the fuel filter.

But more on that later.

Cloud point: This is a set of sanctioned tests to conclude the cloud point of the temperature of a sample of diesel fuel, at which the naturally present paraffin wax in highland or alpine diesel fuel begins to crystalise.

These tiny particles of floating solidified wax give the fuel a cloudy appearance. Average cloud point temperatures range from -2°C to -4°C, while summer diesel may be as high as 7°C, and it’s dependent on several factors related to the base stock and refining processes used to make diesel fuel.

Pour point: This is a crucial quality specification for diesel fuels. Specifically, it measures the tendency of a fuel to become more viscous and resist flowing when cold.

The pour point is measured slightly above the temperature when a fuel ceases to flow because of the formation of wax crystals that increase its viscosity. Pour point specifications in the Australian Standard are the maximum allowable temperature. But

for diesel truck fuel, the lower pour point is more desirable.

Cold filter plugging point: This is a measurement based on a standardised test that indicates the rate of diesel fuel flow through a standardised filtration device for a predetermined length of time when cooled. The point at which the sample fails to go through the filter within the specified time is the CFPP.

Ice in your lines While ‘waxing up’ may be a common phrase, it’s probably not the primary reason a truck no longer runs. Instead, the more likely culprit is water, or more fittingly, ice.

Frozen water can easily clog fuel lines and fuel filters, which starves the engine of fuel. In addition, water freezes at a much higher temperature than fuel, so if you’re experiencing problems at temperatures ranging from 0°C to -6°C, you’re more likely to have ice in your fuel lines or fuel filters. A quick way to diagnose the cause is to remove the filter and look inside for ice. Frozen wax, on the other hand, is gooey and thick.

Water is nearly always present in diesel fuel to some degree. A substantial quantity can accumulate in diesel storage tanks or truck tanks if it isn’t removed periodically.

Since water is heavier than fuel, it settles at the bottom of the fuel tank.

You’d be okay if the water stayed there, even frozen, but it never does. Instead, warm fuel melts the water, which sloshes around in the tank when the truck moves.

However, it breaks it up into finer droplets that can freeze as they travel through fuel lines exposed to the cold outside air.

It’s more likely that any exposed 90° metal bend in the fuel line is where water droplets gradually collect and slow the flow of fuel, and the water, in turn, freezes, eventually blocking the fuel line. Of course, the same thing can happen with airlines when the air dryer isn’t working, but that’s another story.

If any ice crystals make it past a 90° bend, the fuel filter filtration media is the next point. In days gone by, tiny ice crystals quickly passed

through the media when the filter media measured 10s of microns. However, with today’s two-micron filters, the filtre easily traps ice. If enough ice gathers on the filter media, fuel will no longer flow through the filter, and the engine will stall or not start.

Remember that replacing your fuel filters with a more porous media is certainly not the answer. Modern high-pressure fuel-injection systems have very tight internal clearances, and even the slightest debris can cause significant and costly damage – far more expensive than being held up from the ice in the fuel filter damaging the pump or injectors.

The better solution to lessen your chances of being grounded by humble ice crystals is regularly draining the water from your fuel tanks. But, of course, that should also include any on-site fuel storage tanks.

Finally, fuel producers suggest that if you’re entering a colder climate this winter, fill up a little closer to your final cold stopover destination to minimise the risk of your fuel waxing up.

New Zealand Trucking

July 2022 105

ADVERTORIAL

VISIBILITY KEY FOR SMOOTH OPERATIONS Ensuring supply chains run smoothly with clear visibility for all stakeholders is critical for the transport sector. Traffic and roading challenges, last-minute changes, multiple communication channels and site congestion can all cause major headaches for transport operators.

A

ndrew Smith, general manager of M2X New Zealand, says utilising a transport management system provides all parties in the transport supply chain with transparency, reducing the risk of unwanted surprises.

“The M2X system provides consistency, helping carriers and the enterprises who work with them to digitise and optimise their transport flows,” he says.

“It makes it easier for carriers and enterprises to work together to be more efficient. This means fewer kilometres driven on roads and less time taken, which is better for everyone.”

106 New Zealand Trucking

July 2022

Visibility When operating a complex supply chain, businesses can experience multiple pain points, including disparate communication channels, manual interventions and workarounds, as well as site congestion, causing inefficiencies for them and their carriers.

The M2X system is designed to resolve these issues.

“All information is in one system, which is then available to all the parties in the supply chain,” says Smith.

“The visibility – this transparency of information – addresses one of the key pain points for companies.

“We help improve the efficiency of a fleet. This means we optimise the

capacity of the available trucks because of their ability to group jobs together and get that information to a driver in an efficient manner, meaning they are potentially earning more dollars per kilometre they drive,” he says.

“With a booking slot system, carriers can see how busy sites are in real-time.

Instead of getting to a site to unload or load products and waiting, they get to digitally ‘peek over the fence’ to see how busy the site is at certain times. They can then either book in a spot or go in when that site has time to serve them, which means companies can utilise that truck better.”

“If you’re waiting at a job for two hours, it can affect all the other jobs you’ve got that day. What would have been waiting time is now another job, and this allows fleet operators to plan more effectively.”

A win-win New Zealand’s oldest fertiliser co-operative, Ballance Agri-Nutrients, operates a network of 36 service centres, four hub stores, 90 consignment

stores, 10 self-service silos and three animal feed mills across the country.

Kent Clark, product flow and transport manager, says the M2X transport management system provides visibility across Ballance’s entire network of freight tasks in an easy-to-understand, easy-to-use online platform.

“Distribution of product to sites is critical to keep the business running, particularly during the peak of the season, and Ballance relies heavily on its network of about 120 carriers to ensure sites are always well-stocked and ready to serve customers,” Clark says.

“If our freight tasks change, if we want to change a delivery day, change tonnage, change a product – we can do that live, and that message can be pushed through to our carriers without the need of a phone call.

“It saves a lot of time, it’s really flexible, and communications are nice and clear for our carriers. We wanted the technology to be a win-win for Ballance and our carriers,” he says.

M2X gives Ballance’s carriers access to a next generation transport management system that provides real time updates and a digital receipt of bookings, greater visibility on forward transport requirements, as well as reduction in administration around invoicing, reconciling and payments. The system also provides comprehensive dispatching functionality, a driver mobile app as well as route optimisation, all of which can be leveraged to serve Ballance effectively, but also the carrier’s entire customer base.

“Ballance had multiple channels that carriers were using, and for a large corporate, that isn’t very efficient,” Clark says. “So, what we were able to do was provide a channel that everybody could use.”

“Ballance now has much more insight into our transport. We’re talking to 120 carriers around the country in the same way through the same system, which provides a clear view of the operations in

real time.”

He says working with M2X is a partnership. “We’ve worked really well together to improve the product and make it work for both us and our carriers, fine-tuning the solution to address our specific challenges.”

Smith adds: “We don’t just give customers a solution at the start and say, this is our software, use it, see you

later... We are regularly catching up with Ballance and carriers to look at ways to solve further issues that they face and improve the transport process for both the carriers and Ballance.

“There are a lot of economic factors at play at the moment that are causing quite a difficult environment, so we’re always looking at ways we can use tech to improve their business.”

M2X was named a finalist at the 2022 NZ Hi Tech Awards in two categories – Most Innovative Hi-Tech Software Solution and Most Innovative Hi-Tech Agritech Solution. Their software helps carriers and companies in primary industries to digitise and optimise transport to save kilometres, time, costs and carbon emissions.

Winners will be announced in August 2022.

New Zealand Trucking

July 2022 107

CARRIERS’ CORNER

MAYBE WE ALL NEED TO

THROW A FEW MORE STONES? New Zealanders are good at heeding the saying, ‘People who live in glass houses shouldn’t throw stones’. But are we taking reticence too far?

M

ost Kiwis are happy to contribute to a bit of government, council, or industry bashing while pumping diesel at the local truck stop.

Yet when it comes to making a stand, those same civic opinions aren’t quite as forthcoming.

The governance and representation of our industry is a great example.

There appears to be a strong belief and expectation from many operators that it’s the role of a small group to forego the demands of their businesses and instead champion the needs and wants of the industry.

Only a very small bunch of operators are prepared to put their hats in the ring and ‘take one for the team’, and some of them have been doing so for north of 30 years.

I sense that if we compiled a list of the industry’s key contributors at a governance level during the past 30 years, she’d be a pretty short document. No slight is intended to the individuals who’ve stepped forward; quite the opposite. If anything, it’s an acknowledgement of the gratitude we owe the immense work of a relatively compact collective. But if the industry is to represent us all, isn’t it time we played our part in the heavy lifting?

Two government submissions have recently been circulating regarding the draft fair pay agreements legislation and the RUC reforms. In each case, there’s been solid communication from both industry groups concerning policy overviews and actions. And yet, the cupboard’s been somewhat bare when it comes to members taking a relatively simple step of submitting an opinion via a simple online form. Perhaps it turns out we’re not actually that fazed about the

108 New Zealand Trucking

landscape changing around us without our input?

In the case of the fair pay agreements submission, I commend Transporting New Zealand’s proactive and turn-key approach to getting engagement from its membership in the hope of dramatically bolstering the voices heard from the road transport sector. But surely it shouldn’t take spoon-feeding on a matter that has such significant ramifications for all of us as operators and employers? If ever there were a time to put forward an opinion on this legislation – for or against – it’s now.

There are two other big issues affecting operating costs and our work environment that we again seem happy to gripe about to each other, yet not so compelled to jump atop a local soapbox and demand answers; fuel pricing and road maintenance – and quality and timely delivery thereof.

In the case of fuel, I fully accept the geopolitical levers that are currently wrenching this from all sides, combined with the recent infrastructure reconfiguration at Marsden Point and the change to our supply model. But are we truly making any/enough noise about a

cost element that has increased north of 100% for many in the past 12 months?

Putting aside our own cost containment and FAF mechanisms, there’s surely a customer and national competitiveness element we should all care dearly about preserving and maintaining?

Looking at roading, I continue to ask at what point will we say enough is enough? We’re all spending our days plying our trade on a network over-run with fundamental deficiencies, where the humble road cone seems to have assumed the role of safety warden. How many of us have truly taken the bull by the horns and put pen to paper, or keystrokes to Outlook, and documented our disdain for the environment we’re all so handsomely contributing to via our local MP, council, or roading authority?

We must all ask ourselves that if not now, when will we choose to stand up for our opinions and views and the value that may come from adding perspective, weight, and volume for the industry’s betterment? I’m pretty sure we’re not living in a glass house, so maybe it’s time to grab a few stones? (Or perhaps pebbles for a start?)

Do you agree with Blake or want to engage with his comment? He’d love to hear from you.

Contact Blake at: blake@transcon.co.nz.

Blake Noble is managing director of Transcon, a 15-truck general freight operation based in Warkworth, north of Auckland.

July 2022

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TRUCKERS’ HEALTH

WHEN YOU’RE JUST

TOO BUSY Life is full of ups and downs. If you are currently overworked or overwhelmed, it can seem hard to keep up with your current load while maintaining your fitness and healthy-eating regime.

H

ere are some simple tips to help you stay on track as best as you can while navigating your busy life.

1. Plan to exercise The more organised you are, the more likely you are to stay on track. You can plan every minute detail of your life, or write down a few important things here and there. Find a system that works for you. I use a monthly planner to see what I have on for the month. It allows me to get my head around not just today but what’s coming up.

The main details are when you are going to exercise, where and for how long. The more specific you can be, the better. For example, ‘Monday, 6pm, pump class at the gym.’ If you commit to a time, you are more likely to go than if you just note ‘gym today’.

2. Meal prep When your meals aren’t organised, you are more likely to reach for unhealthy convenience choices such as takeaways.

If you have made time to do grocery shopping and have roughly planned out your meals for the week, you’re more likely to make better food choices. It doesn’t mean you have to spend hours meal prepping; even if you have your meals organised for the following day, it’s enough to get you by and ensure that healthy foods and snacks are on hand.

110 New Zealand Trucking

July 2022

3. Get enough sleep I know truckers often have long and unpredictable hours but getting as much sleep/rest as possible is so important.

Try turning off your phone/TV an hour earlier, eating earlier in the day and hitting the hay a bit earlier – you will have more energy the next day and be more inclined to exercise. When we are tired, we often overeat as the responses telling us that we are full don’t quite operating as well as they should be. I tend to crave comfort foods more when I’m knackered.

4. Don’t over-commit If your plate is already full, resist the temptation to commit to doing more.

Whether that be socially or work, it is important to prioritise yourself and the need for downtime and rest. Being overloaded, overtired and stressed is a recipe for disaster, healthwise.

care of your diet and that it is a nonnegotiable in your world, you will make it happen. Your friends and family should be respectful and appreciate that you are looking after yourself.

6. D on’t be too hard on yourself I am currently in the thick of a hectic period, having just planned a wedding, married, performed a lead role in a stage show, moved house and changed jobs. I can relate 100% to the idea that exercise and healthy eating habits can just slip away because you’re too tired and stressed. But I feel worse if I skip workouts and let unhealthy foods creep into my diet. In saying that, be gentle on yourself – all you can do is your best.

Hopefully, it is just a temporary stressful period, and a light is at the end of the tunnel. In the meantime, stay focused, stay organised, get plenty of rest and ride the wave to shore.

5. P rioritise what is important to you We live in a high-flying and fast-paced environment, where everyone is trying to be everywhere and do everything as quickly as possible. But we can’t do it all, and we often burn ourselves out by spreading ourselves too thinly. I always say you’re better to do well at a few things than be average at a dozen. So, choose your priorities carefully.

Personally, my health comes first because it is a priceless commodity. If you know you need to exercise and take

Laura Hulley Personal trainer TCA Fitness Club

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HEALTH AND SAFETY

IMPROVING INADEQUATE AREAS Our approach to communication and the management of team members goes a long way to creating a positive work culture.

S

23031

ometimes we see or hear things that make us roll our eyes and want to bang our heads against the proverbial brick wall. As owners, directors and managers, we believe that we have given our teams all the tools they need to complete a job safely, efficiently and effectively.

When we see or hear of work that needs to be redone, mishaps that seem ridiculous and general tardiness, we often use the stick approach to resolve the situation. We shout (hopefully not?), create checklists, and generally micromanage the work or the person to get an improved outcome.

Micromanaging removes a person’s autonomy and sense of control over their situation. It is inclined to make many people resentful, and can result in worse attitudes, performance and potential resignations.

Another approach is to talk to the team and ask them why they are doing what they want. There is usually a reason: address that reason, and the problem goes away. Some years ago, on a training course, I heard about a construction site where work was falling behind. The culture on site was poor, which didn’t DANI1 TRUCKING AD.pdf 27/5/10 3:12:58 PM help. When the matter was discussed

with the team, they revealed that there were inadequate tools for the number of workers. The obvious solution, to them, was to hide the tools once they had them.

Once this was resolved, quality work was completed at the expected pace.

It’s much more productive to ask a person why they aren’t wearing their hi-viz than it is to shout an order at them.

They may have just forgotten, or there may be a valid reason. Either way, the matter can be resolved quickly and easily with goodwill on both sides.

An additional benefit is that the team will be more comfortable approaching owners, directors and managers before it becomes an issue if there is a problem.

How can Safewise help?

We work with organisations that need more health and safety knowledge or more time to address these issues than they have in-house. We also have free Covid19 resources available.

For more information, check the website safewise.co.nz

Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 12 years’ experience working with organisations from many different industries.

Tracey holds a diploma in health and safety management and a graduate diploma in occupational safety and health. She is a professional member of the New Zealand Institute of Safety Management and is on the HASANZ register.

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: (09) 985 5609 mobile: 021 326 642 danielle.beston@trafficlawyerauckland.co.nz Referral Through Solicitor Required and Arranged

112 New Zealand Trucking

July 2022

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LEGAL LINES

PRIVACY IS IMPORTANT It’s been more than 18 months since the Privacy Act 2020 came into force. Now is the time to make sure that your business is complying with its obligations under the new legislation.

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hether it’s customer details or staff files, it’s likely your business keeps some private information on file.

Breaches or careless handling of private information may cause your customers to lose confidence in you or your brand, and your reputation may be damaged.

Who does the act apply to?

The purpose of the Privacy Act 2020 is to make sure personal information is kept safe and secure. Any person or business that collects, uses and stores personal information has obligations under the act.

You must: • Only collect the information needed for business purposes, such as name and contact details.

• Tell people how, when and why you are collecting their information.

This includes using cookies on your website.

• Tell people what will happen if they don’t give you their personal information.

• Keep personal information safe.

• Only use the information if you are reasonably sure it’s accurate and up to date.

• Let people see their information and correct any mistakes.

You must not: • Ask for more information than needed.

• Let personal information be leaked, hacked or found in any other way.

• Keep information longer than you need it – or are legally required to keep it.

• Pass on someone’s details without their permission.

• Send personal information overseas without checking if it will be protected.

If you breach any of these obligations, even accidentally, a customer or an employee may make a complaint under the act.

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July 2022

Storage & disposal of information You should follow the same protocols as you do to protect all your business systems and data. This means keeping any private information stored online safe from breaches or hackers. It also means doing whatever you reasonably can to protect any paper files or documents.

How you safeguard personal information depends on the sorts of information you collect. The Privacy Act requires you to protect information in ways that are reasonable, given the circumstances. The more sensitive the information, the more measures you will need to take to protect it.

Make sure you hold and use personal information safely and securely and dispose of it securely when you have finished with it. Security includes having good policies and training your staff to handle information properly. Give some thought to how you can ensure that your records are kept secure, for example: • Do you need a locked cabinet for physical documents?

• Who has access to it?

• What kind of password protection or encryption for electronic documents or equipment should you use?

• Can you see who has accessed confidential electronic files, and when they did it?

• If you have an e-commerce website, are payments secure?

• Is the software holding or processing the information up to date to protect it against vulnerabilities?

Privacy officers All businesses, regardless of size, must by law appoint a privacy officer. You don’t need to hire a new staff member because it can become part of an existing employee’s role. A privacy officer should be the person most familiar with how personal information should be handled. This might be a manager or the person dealing with human resources or customer information. If something goes wrong, the privacy officer can help sort out complaints quickly, thoroughly and without unnecessary expense.

The duties of a privacy officer include: • Developing good policies for handling personal information that suit your business’s needs; • Handling queries or complaints about privacy from customers or employees; • Alerting you to any risks to personal information such as cyber attacks; • Liaising with the Office of the Privacy Commissioner (“the OPC”) if necessary.

Privacy breaches A privacy breach is where there has been an unauthorised or accidental access to personal information or disclosure, alteration, loss, or destruction of personal information. It can also include a situation where a business or organisation is stopped from accessing information, either temporarily or permanently.

Discuss with your staff what to do if there’s a serious privacy breach by talking through potential scenarios so that they know what steps to take. You must report serious breaches to the OPC by phone, e-mail or by using its online tool NotifyUs. If a business or organisation has a privacy breach that has caused serious harm to someone, or is likely to do so, the OPC must be notified as soon as possible, and the business or organisation should also notify those affected.

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. She can be contacted on (09) 985 5609 or 021 326 642.

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BUSINESS, TOGETHER

CASH IS KING If I had a dollar for every time I sat down with a client and told them what their profit for the year was, and they said, ‘But I don’t have that much money in my bank’, I would be rich. So what’s the difference? And why does it matter?

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rofit is the money left once expenses are paid. Some people think business owners can take profit to the bank. If only! Profit is used to pay for any new equipment or materials the business needs to grow.

And, unless you buy a politician or two (which I do not recommend), you also pay taxes from profits. Only after paying for growth and taxes do owners get to take money home.

Profit = Total sales value less the cost of stock and other expenses (excludes GST) Cash = All cash inflows less all cash outflows (includes GST) What the calculation of profit does not show is how much of that profit needs to be held to allow the business to grow.

In other words, to invest in more stock, materials, plant and equipment.

Available cash, on the other hand, is affected by how long our customers take to pay us, how long it takes to pay suppliers, whether we are growing as a business, what we are drawing out of the business in personal spending, loan repayments, income tax payments and the new assets we need to buy (for example, a new truck) from time to time.

The link between profit and cash is simply timing – we call this the working capital cycle.

So why does this matter? A profitable business can fail because it’s starved of cash. On the other hand, a company making a loss can survive because it has access to funds from investors or financiers.

If you are in a position where you report a good profit, but you simply don’t know where all the money is, it is worth looking into a few things. There are many causes of poor cashflow but here are the top seven: • Poor accounts receivable process – resulting in debtor days (the time between billing and banking) being too high, stifling your cashflow.

• Accounts payable process – a review of all suppliers’ terms may identify ways to improve cashflow or just get better terms of trade.

• Carrying stock for too long means full shelves but an empty bank account. This is no different if you’re a service provider with work in progress that is yet to be billed.

• Maybe your debt/capital structure needs to be reviewed? Perhaps your debt should be consolidated and paid off over a longer term? Maybe you need to look honestly at your drawings from the business, or does the business need an injection of capital to fund its growth?

Often significant cashflow and interest charge improvements can be achieved with a regular review of existing debt.

• Overheads – every business should thoroughly review its overheads every year.

• Low gross-profit margins is another way of saying that your variable costs are too high. There are many strategies you can implement to improve margins.

• Finally, sales levels are just too low to support the business’ overheads and other cash demands. This comes down to how viable the business is. If the business is in high growth mode and sales are increasing rapidly, it needs finance to support that growth, and we need to review a financing plan. If the company isn’t in growth mode, the focus should be on how to grow sales.

If you are reporting a good profit but are starved of cash, it is worth investigating why that is – there is a lot you can do to improve it. It ultimately will come down to planning – a bit of cashflow planning goes a long way to get the cash you desire from your profits.

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Roylance Watson is a chartered accountant and associate at Vazey Child Chartered Accountants in Hamilton.

Email: roylancew@vazeychild.co.nz Phone: (07) 838 5988 Website: vazeychild.co.nz

Retailer/manufacturer Roylance Watson heads Vazey Child’s system services team.

July 2022

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

David Boyce chief executive officer

ACCREDITED SAFETY MANAGEMENT SYSTEM

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t is time for the industry to adopt and lead an industry-specific, independently audited safety management system. We are proposing to bring the Australian TruckSafe programme to New Zealand.

TruckSafe has been operating in Australia for 26 years. Currently, we are engaging with stakeholders because we need a true partnership to ensure success. The programme will be redeveloped to meet New Zealand’s regulatory requirements.

It is an industry initiative that delivers competitive advantages to accredited operators.

TruckSafe members will need to achieve accreditation through independent auditing, and members will be bound by the TruckSafe Code of Conduct.

TruckSafe accreditation is based on a set of minimum standards a trucking business should meet to be considered a safe, responsible operation. The integrity of TruckSafe will be managed by a New Zealand Industry Accreditation Council, with support from ATA and the TruckSafe council. For operators, accreditation shows that they are meeting their due diligence and duty of care. For customers, TruckSafe provides confidence that operators have responsible work practices, well-maintained vehicles, healthy and trained drivers, and management systems to meet their transport needs. This also helps customers to meet their due diligence requirements.

TruckSafe accreditation satisfies an increasing trend of customers requiring their suppliers to have risk management systems in place and included in tenders.

One of the biggest advantages of being an accredited member of TruckSafe is that a third party externally audits members.

These external audits can be used as evidence demonstrating compliance with the TruckSafe Standards, which in turn, provides a strong defence when things do not go to plan.

TruckSafe has a minimum set of standards that must be met to be accredited. These standards are grouped within seven modules: Business

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management; Risk management; Driver health and wellbeing; Speed management; Fatigue management; Mass dimensions and load restraint management; Vehicle standards (maintenance) management.

An additional module is available for livestock operators, TruckSafe animal welfare.

It is proposed to add a New Zealand additional module: Climate change and sustainability.

What kind of businesses use the TruckSafe accreditation system?

Businesses of all sizes, tasks and sectors can use the TruckSafe system. Operators choose TruckSafe for several reasons – operational efficiency and system management, insurance and compliance needs, customer-driven requirements or just to guide and support them during either consolidation and/or expansion periods. A company is as good as the foundation it rests upon – TruckSafe provides a good foundation for quality and safety standards.

TruckSafe is suitable for any business, be it a large corporation or a small mumand-dad operator. Even more important for single operators, it gives them the structure and systems that the larger companies have. The authorities do not discriminate between larger and smaller operators when something goes wrong.

How can TruckSafe help my business?

Through the implementation of the TruckSafe system, your business will benefit from a more structured environment. TruckSafe sets a standard where everyone from the owner down must lift their standards to perform to a certain level.

TruckSafe businesses are regarded as the best in the industry, which helps when working with others – they can be assured that a TruckSafe accredited member will have standards set in place. Being a TruckSafe member can potentially put

your business in front of another when tendering for a contract.

Australia’s version of TruckSafe meets obligations under chain of responsibility legislation Being accredited with TruckSafe helps to ensure that the business has the right systems to minimise any breaches under the chain of responsibility laws.

However, the business is only one link in the supply chain, and breaches from other businesses in the chain may affect the company.

To help minimise this further, any contractors you engage may also be TruckSafe-accredited to maintain the high level of compliance you have set with your business.

Australian TruckSafe is one of the first accreditation schemes to be Master Code compliant. The Master Code is a Registered Industry Code of Practice (RICP). By adopting an RICP through TruckSafe and developing an effective risk management process, the business may be offered protection from certain litigation as you can prove you have complied with all relevant standards and procedures under health and safety law. We are hoping that this can also be negotiated with the New Zealand regulator Waka Kotahi.

There is currently nothing like this available for operators. As an industry, we need to take the lead and support this programme because the alternative may not be as industry-focused or tailored as we would like.

Australian TruckSafe Chair Paul Fellows will be attending the Trucking Industry Summit on Saturday, 30 July 2022, and will be doing an introduction on TruckSafe.

We will also hear from a trucking operator in Australia who introduced TruckSafe into their business and how it benefited.

The cost of attending is $75 plus GST, and you can register at nztruckingassn. co.nz or by phoning 0800 338 338.

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Transporting New Zealand can be contacted on (04) 472 3877 Nick Leggett chief executive officer or info@transporting.nz

TRANSPARENCY IS THE KEY TO USER-PAYS FUNDING

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ost road transport operators would agree with the statement that a safe transport system relies on an effective regulatory regime with the maximum buy-in from its customers.

Many would also agree that when it comes to a user-pays approach, the money recovered from road users should directly go back into the provision of the roading system through the National Land Transport Fund (NLTF).

This means that funds paid by road users through RUC, fuel excise, and vehicle registration fees should be used predominantly to pay for road construction and maintenance and enforcement by the Police Commercial Vehicle Safety Team.

In our recent submission to the Ministry of Transport’s RUC review, Ia Ara Aotearoa Transporting New Zealand strongly opposed government proposals that would see additional funding pressures added to this user-pays system. These costs are proposed to pay

for unrelated externalities that the current government sees as its policy priorities, such as pollution alleviation and climate change initiatives. We contend that RUC works well because of its simplicity and relative transparency. Diluting this to pay for these other things is poor policymaking, especially when other mechanisms are in place to fund such activities.

In our submission, we urge the government not to let its management of externalities – such as climate change – trump our aspirations for a thriving economy, a safe and productive roading network, and the social and economic benefits those can bring. We also urge the government to manage any externality costs fairly and transparently.

Transporting New Zealand also sees an important benefit of the current RUC regime because it internalises the associated costs, i.e. the money collected is used to maintain the network damage.

However, with the inclusion of other externalities into the mix, that level of

connection between the road user and their impact on the system becomes far more complex and tenuous, resulting in less money invested in our roads in the future.

Using the RUC system to fund a broader range of initiatives will also make it much more difficult for road users to follow the money through the system and inevitably lead to greater distrust.

Ultimately, that is the environment that promotes non-compliance, a situation that policymakers and all stakeholders must try to avoid.

Transporting New Zealand remains convinced that the only way to maintain the integrity of the NLTF and maintain ‘mode neutrality’ in policymaking is for decisions on transport funding to be made through rigorous cost-benefit analysis using well-accepted methodologies.

Unfortunately, road users are increasingly seen as a cash cow for the government to milk regardless of the critical role roadbased mobility plays in the economic and social fabric of New Zealand.

Register now for The Road Ahead Conference 2022 After a false start due to Covid-19 lockdowns in 2021, Transporting New Zealand has rearranged The Road Ahead Conference for 28 to 29 September 2022. We invite you to join us at Invercargill’s Ascot Park Hotel to contemplate what’s ahead for transport operators as the world looks to recover from the challenges of the pandemic.

The conference will focus on the changing workforce, sustainability and environmental requirements, future fuel sources, supply chain issues, and digital and other disruptors. Speakers will include Minister of Transport Michael Wood, Waka Kotahi chief executive Nicole Rosie and economic commentator Cameron Bagrie. The keynote speaker will be Animation Research Ltd’s Sir Ian Taylor. We also

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hope to hear from the leader of the National Party, Chris Luxon. Doug Kamo is back as MC. The final night of the conference will feature the return of the New Zealand Road Transport Industry Awards. The intention is to recognise the individuals, organisations and companies in and around the road transport industry that have raised the bar regarding safety practices, knowledge, training, industry awareness, innovation and expertise.

The awards will honour those that ultimately make a positive difference to our industry and ensure road transport is a rewarding and safe environment in which to work.

The New Zealand Road Transport Industry Awards rely on nominations from the sector so if you believe an

Sir Ian Taylor is the keynote speaker at The Road Ahead Conference 2022.

individual or organisation deserves recognition, please go to transporting. nz/our-events/industry-awards Conference registration is now available at conference.transporting. nz with an early-bird discount running until 31 July. I look forward to seeing you in Invercargill.

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THE LAST MILE

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BASICS! W

e recently learned that the NZTA is likely to take over control of the country’s supply of roading bitumen. NZTA has denied this, but Janet Wilson in an opinion piece in The Dominion Post on 16 April says that Z Energy announced it intends to pull out of the market because it had been verbally told the NZTA was taking over the market from July 2023. Unfortunately, denial of any move like this is just business as usual when information is sought from any government department or agency. But I suggest that denial is not because the story is untrue but is simply due to the lack of a comms team (spin doctors) to develop a publicity campaign to convince us that such a move is good for all of us. It will come, I am sure.

Alarmingly, we are seeing increasing government intervention into private business, and like obedient serfs, we buy into the spin. Whoever has heard of any government running a successful business? Successful business and government just don’t fit together, never have and never will. As Wilson says: “As soon as any government decrees it can simply take over an industry, you’re no longer living in a democratic country

that values the power of the market.” What’s next? Will the government help KiwiRail buy a large road transport operator and get back into the road freight market because it is more efficient?

What troubles me with the bitumen story is the underlying question of the NZTA yet again departing from the core principles it was set up to deliver. Mind you, it is arguable that this departure started when the Land Transport Safety Authority, whose focus was on road safety, was merged with Transfund, whose focus was on funding roads, to become Land Transport New Zealand 2004. Recently, we have seen the eroding of the road safety function, with NZTA shifting its focus to environmentally friendly ways of getting around, such as walking and cycling. We have surely reached the point now that we should be asking if NZTA is doing the job a world-class road-safety regulator should be doing? You need to look no further than the failure of the heavy-vehicle certification and inspection regime to find an answer.

The proposal in the Proposed changes to land transport regulatory fees, funding and charges consultation document, left me wondering how far our regulatory regime will have to

Alarmingly we are seeing more and more government intervention into private business, and like obedient serfs, we buy into the spin.

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sink before somebody realises we are heading in the wrong direction. One of the proposals (proposal 2) suggests removing the re-sit fees for all drivers’ licence tests. The argument advanced is that if people fail their licence test at the first attempt, then imposing re-sit fees may discourage them from re-sitting the test, the inference being they will not drive until they have a licence. I am unsure of the basis for this as no data is supplied to prove the point, but I am suspicious of the real motivation behind this proposal. I would have thought the situation was quite clear: you failed your test the first time because you did not reach the standard to pass, end of story.

That you should be able to re-sit the test without penalty, i.e, paying a re-sit fee, will only encourage sub-standard drivers.

Perhaps in this new-age world, the idea that people need skin in a game to value something has passed its use-by date and has gone the same way as common sense.

July 2022

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