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06 Welcome

premium (for paid subscribers)

08 News


17 Multispares Show n’ Shine

13 Travelling up State Highway 3, Part 6 Taumarunui

18 Deals 27 Events

Minishifts finds its niche

34 Gallery 35 NZTA Member Updates

Your reputation is your point of Difference

37 Professional Business


39 Classified Ads

22 Next generation FUSO’s Heavy pushes new boundaries

51 Subscriber information

28 New Quon, the best ever?

ACC unpacked, what you need to know

52 Classics Corner

Andrew Geddes

The next issue of TRUCK Journal will be in the post on July 11th for our regular subscribers


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A discussion recently just highlighted how much we actually do for nothing. This fired up Fiona and me. We took a good look at just what we have done for individuals, groups, organisations and companies and we’re starting to realise just what a cost that this has been to the business and to our lives. We give up a huge amount of time, energy and potential revenue for what seem like unpaid causes. The upshot of all this is, why? Why are we helping to promote everyone else at the expense of ourselves? Too nice by far I reckon and too willing to help or say yes when really, we should be saying no, no, no! What’s worse is that most people who receive that privilege are completely unaware of what has been done for them and how much that costs. Is this appalling communication? No, not really, it can hardly be communication when you don’t actually say anything. Whilst it might give me a nice warm fuzzy feeling inside it doesn’t pay the bills. This “stupidity” on my part seems to reach into every facet of the magazine. These days it seems so many people want free access to our readers, or pages, they just want more and more and more. And how much are they prepared to pay for that? Well, nothing of course. They see they can get free access to “people” on the internet so why not in print too? And why not? Because it doesn’t work like that and never will. Whilst the internet has been peddling this great “everything’s free” myth, what has been going on in the background is the greatest data mining exercise in history. Only recently have we glimpsed the true scale of this. Cavalier use of and huge data losses by the very companies who told us to trust them are becoming regular occurrences. Oh, it’s okay, they did say sorry after all… The internet is a wonderfully cheap place to advertise. Is it also a great place to connect with people? Connect, really? What it is, is a great place to draw out chatter. Is chatter from unqualified and often unaffected parties the way to gain genuine contact? I would suggest that chatter from unqualified people is a waste of time and resources, yet millions are spent on it every day. Surely that’s just madness. The internet could be seen a festering sore which is starting to unravel. It is coming as a huge surprise to people just how much their privacy

has been compromised and how much they have been studied, profiled and then targeted by those only interested in selling to them. What is most interesting is that in the media space, people who are sick of being bombarded with poor quality, biased, and essentially fake news and information are reaching out to the traditional media sources to get real information from informed sources who actually understand the news they write and make sure it is fair, balanced and correct. Mainstream media offers the trust, authenticity and reputation it has because it can ill afford to breach that trust without irreparably damaging itself. All the “cool” advertorial or selfpromoting, self-published material on the internet will never make the grade and there is pushback beginning to occur because those doing this sort of thing lack the trust, respect and repute to pull this off. Magazines like ours remain a trusted source of information, information which has been sifted and found accurate and trustworthy, interesting, informative and entertaining which is why people still love them. So where is this all leading to you might ask? Well starting now, we will be focussed on delivering the best value we can to those prepared to pay. Those who are not prepared to pay will find we lose interest in them quickly, whether that is supplying them information, or companies, groups and organisations which just want to get “free ink” from us. It all seems very nice out there away from this desk, a lovely magazine drops into your mail box every month, how lovely. I’ve been asked more times than I care to remember what do I do all month, when I’m not working on the magazine? The assumption is that it all falls together in a couple of days! The innocence of it all – if it wasn’t so funny I’d cry! Those in the publishing industry understand what a quick paced, highly stressed and precarious existence we live. In fact, many in the publishing industry wonder how I manage to pull together an issue each month. Long hours, late nights, travel, huge pressure and much more go into every issue, there is certainly no time to mess around or to do “cool” things between issues. From here on I aim to be more business-like, because at the end of the day, just like every other business out there, money talks and bullshit walks.

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Freightliner Argosy to bow out in 2020 Freightliner New Zealand has announced the current generation Argosy model will not be replaced. The company says the American cab-over model will depart New Zealand showrooms in early 2020, the same year the company launches the all-new bonneted Cascadia. Argosy was introduced in New Zealand in 1999 and soon developed a strong following. “The Argosy has been a very popular model in New Zealand thanks to its low tare weight, spacious cab and its tough American powerplant, in a package developed for maximum

Winter conditions warning The Christchurch office of the NZ Transport Agency recently contacted continuous overweight permit holders to remind them of the to remain vigilant to changing weather and traffic conditions over the winter period. It was emphasised that permit holders need to actively monitor conditions especially if travel involved high mountain passes or routes subject to adverse conditions to ensure they can travel safely. They were also reminded that the Agency and its contractors reserve the right to stop and hold loads if the network operator deems that travel is inappropriate. This warning seems not only pertinent but appropriate for operators nationwide. T J

8 TRUCK Journal July 2018

productivity,” says Daimler Truck and Bus New Zealand Senior Manager, Pieter Theron. Australia and New Zealand are the only markets in the world where the Argosy is sold, after exiting the US market in 2004 and the South African market in 2014. “In 2020, we will say goodbye to the much-loved Argosy and welcome the advanced Cascadia, a model that will signal the start a new and exciting era for Freightliner in New Zealand,” Pieter says. T J

Clive Jones appointed to VGA leadership team Clive Jones, National Sales Manager Volvo Truck and Bus, MTD Trucks, has been appointed Vice President Sales Volvo Trucks Australia, New Zealand and Oceania markets. He replaces Mitch Peden, who moves to Volvo Malaysia as Managing Director. MTD Trucks, General Manager, Murray Sowerby, acknowledged that Clive's professionalism, product knowledge and customer service are second to none and that he will be greatly missed by the customers and the team at MTD. T J

Fulton Hogan picks up Stevensons Fulton Hogan has announced an agreement to purchase the Stevenson Construction Materials business which will see the company take ownership of Stevenson’s quarrying, concrete, transport, plant and equipment and laboratory assets. Cos Bruyn, Fulton Hogan’s Group, CEO, said that both companies had similar family values and the purchase would complement the company’s vertical supply chain. It would also provide the company with a long-term supply of quality aggregates to help meet the growing needs of the Auckland and Waikato regions.

“We look forward to welcoming Stevenson’s 200+ strong workforce to the Fulton Hogan family once the purchase is completed. We thank the Stevenson family for their trust in Fulton Hogan to continue their legacy, and are pleased to retain the Stevenson brand,” he says. The sale includes Stevenson’s Drury and Huntly quarries, four concrete plants (Penrose, East Tamaki, Takanini and the soon to be commissioned Drury plant), transport and laboratory businesses. T J

Freightliner - Technician of the Year New Zealand’s Cameron Nicol has been announced as the Freightliner Australia Pacific Technician of the Year with the final stage of the competition held recently at the newly established Daimler Truck and Bus Training Academy in Mulgrave, in Melbourne, Australia. Cameron, a technician from Trucks and Trailers in Auckland, edged out Brodie Martin (from Daimler Trucks Adelaide) and Adrian Hays (also from Trucks and Trailers) in the close-fought competition. As a result, Cameron receives an all-expenses paid trip to North America, visiting Freightliner’s Cleveland truck manufacturing plant, its test engineering centre in Portland Oregon and the Detroit engine manufacturing plant. He will also attend the United States Grand Prix in Austin Texas. Freightliner Australia Pacific Director, Stephen Downes, says it is important to applaud the valued technicians who support the brand seven days a week, 365 days a year. “Quality technicians are a crucial part of our commitment to our customers, so it is appropriate we celebrate the best of the best with awards like this,” he says. “I want to congratulate Cameron, Adrian and Brodie for displaying such a high level of skill and commitment to Freightliner and its customers.” T J

Brodie Martin - Daimler Trucks Adelaide, Adrian Hays and Cameron Nicol - Trucks and Trailers Auckland

July 2018

TRUCK Journal 9

New MyIVECO app The modern and easy-to-use MyIVECO app introduces a range of connected services for vehicle owners and drivers by putting the world of IVECO in their hands. Product information, news and promotions, along with an on-app service booking facility and dealer location services all being part of the application. There is even a red call button for 24/7 immediate assistance via the IVECO CARE service. Federico Bullo, Vice President IVECO APAC, says, “MyIVECO is the ideal tool for IVECO vehicle owners and drivers. Not only can they remain up-to-date on our latest news and promotions, they can also interact to find the dealer they need or manage their vehicle’s maintenance.” As a dynamic tool, it can be developed and changed to meet customer requirements and add new services in the future. The app can be downloaded from the App Store or Google Play.

First FUSO eCanters handed over in the Netherlands Twelve 7.5-tonne FUSO eCanters were handed over to customers in the Netherlands recently. The will be operated by a range of local Dutch customers: PostNL, the logisticians Albert Heijn B.V., Cornelissen Groep B.V. and Technische Unie B.V. and Bidfood B.V. The vehicles will also be used in place of conventionally powered vehicles with the added benefits of lower noise levels and no emissions. The 100 km range is perfect for inner-city distribution.

DAF CF Electric DAF Trucks is partnering with VDL to release a series of CF Electric trucks into operation with leading customers over the course of this year. The vehicles feature state-of-the-art VDL E-Power Technology for zero emissions and ultra-low noise. These field test trucks will be manufactured by DAF and the full electric installation will be completed by VDL Groep, demonstrating the strong cooperation between both companies. “DAF has a strong history of developing innovative solutions to meet the evolving needs of our customers and we will continue to provide them the full complement of appropriate technology choices to ensure their success,” stated Preston Feight, DAF Trucks president. “DAF was among the first manufacturers to introduce a hybrid electric distribution truck in Europe and has continued to develop hybrid and electric powertrains. As cities announce their intention to require zero emissions and ultra-low noise we will make sure our customers have the optimal solutions for their success.” The VDL Groep, which is also based in Eindhoven, The Netherlands, is a technology leading company with substantial experience in commercial vehicle electrification. “VDL has proven itself as a leader in fully electric buses for public transport and has already delivered hundreds of electric buses to public transport operators throughout Europe,” said Willem van der Leegte, president of VDL Groep. “Partnering with DAF on this electric truck is an exciting development and represents a tremendous opportunity for two Eindhoven based technology companies to lead the electric commercial vehicle world.” The CF Electric is a 4x2 tractor unit developed for up to 40 ton distribution applications within urban areas. The centre of the intelligent powertrain is the 210 kW electric motor, which gets its energy from the lithium-ion battery pack with a current total capacity of 170 kWh. The CF Electric has a range of approximately 100 kilometres which is appropriate for high volume distribution applications. Quick charging of the batteries can be executed in 30 minutes or a complete full charge can be accomplished in as little as 1.5 hours. T J

Fatigue must not compromise safety In 2016, a worker assisting with harvesting operations on a farm in Pukekawa died after he crashed a tractor. The worker had logged a 16.75 hour day before departing the farm, taking a tractor home in preparation for the next day’s work. The Worksafe investigation found that the worker had worked 197.25 hours in the two weeks leading up to the incident. Fatigue was identified as the most likely cause of the accident. The worker was also not wearing a seatbelt. “Getting the job done is important, but not if the hours required to do it put workers at risk of injury or death,” says WorkSafe Deputy General Manager, Investigations and Specialist Services, Simon Humphries. T J

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Econic adds additional safety features The Mercedes-Benz Econic was designed for the busiest areas, be it residential areas or the heart of the city. These areas represent the worst road and traffic conditions. Vulnerable road users, cyclists and pedestrians are part of everyday life in this teaming environment. To cope with the demands this places on the driver, in Europe Merecedes-Benz is now offering the Econic with the latest safety features. Upgrades to the Active Brake Assist 4 (ABA4) allows it to now recognise pedestrian whist Sideguard Assist detects people or objects in the vehicle blind spot. ABA4 with pedestrian recognition is being offered as an optional upgrade to the installed ABA3.

Electric Peterbilt 579 Peterbilt recently launched an all-electric 579 model tractor designed for drayage at the Port of Long Beach, USA. The all electric truck produces up to 490 horsepower, has up to a 200 mile range, recharges in less than five hours and has a battery storage capacity of 350-440 Kwh. “These demonstrator vehicles will be used to test the performance of an all-electric powertrain in a real-world environment,” said Scott Newhouse, Chief Engineer, Peterbilt Motors Company. “Electrification is not a new concept to our industry; however, the advances made in battery and electric technology can make this a real possibility moving forward.”

Livestock transporters let down over effluent - Forum Livestock transport operators are extremely disappointed in the way farmers, OSPRI and MPI have failed to implement and properly enforce stock movement regulations as is their responsibility under the National Animal Identification and Tracing (NAIT) scheme, says Road Transport Forum Chief Executive Ken Shirley. “These regulations were put in place for a reason, as we are now finding out to the country’s considerable cost with the Mycoplasma bovis outbreak.” “Stock trucks are fitted with effluent tanks with a finite capacity that require frequent emptying. The act of disposing effluent, which in the past was difficult enough, has as a direct result of the fear associated with disease spread become a significant issue.” Many farmers have been remiss in not adequately standing stock off green feed prior to transport to reduce effluent production while local government and meat processing companies have been extremely tardy in providing access to effluent disposal facilities. Access to traditional disposal facilities is also now being restricted fearing disease spread. “With Mycoplasma bovis upon us greater demands are being put on stock transporters to wash and sanitise their vehicles but there has been no focus on the provision of adequate effluent disposal sites by the other parties. “Farmers and meat processors are placing increased burdens and cost on stock transporters but steadfastly refuse to shoulder the additional costs and responsibility generated by their own tardiness. “What if Mycoplasma bovis was an outbreak of Foot and Mouth Disease? In that nightmare scenario it would clearly not be acceptable to leave the burden of responsibility for effluent disposal solely with transporters, yet the primary sector doesn’t seem to appreciate that the principle here is just the same. “Livestock transporters are more than happy to continue to play their part in the responsible movement of animals. However, MPI, councils, farmers and meat processors also need to help facilitate the appropriate disposal of stock effluent through better facilities and practices.” T J

Freightliner adds gas engines Freightliner recently unveiled a new Cascadia model which is powered by compressed natural gas (CNG). The new Cascadia day cab is equipped with a Cummins Westport ISX12N Near Zero NOx natural gas engine and Eaton Fuller Advantage Series AMT which was developed in collaboration with parcel giant, UPS. The company has also shown a Freightliner M2 112 equipped with a Cummins Westport L9N Near Zero NOx natural gas engine as a road sweeper. T J

12 TRUCK Journal July 2018


BIGGER PAYLOADS BETTER FUEL EFFICIENCY BEST UD TRUCK EVER Being the best is a big claim to make. But when you have created a truck like the All New Quon, you know you can back it up. Features that redefine the Japanese truck market and ultimately keep you on the road longer, like bigger payloads, improved safety, smarter fuel efficiency and better driver comfort. This is why we think the New Quon is the best UD Truck ever.

To find out more, contact your nearest UD Trucks Dealer: Northland/Auckland/ Waikato 09 250 1800 | Rotorua/Thames/Coromandel/BOP 0274 912 793 | Manawatu/ Horowhenua/Wanganui/Taranaki/Hawkes Bay 027 446 6374 | Wellington/Hutt Valley/Kapiti Coast/Wairarapa 021 284 7788 | Nelson 027 589 5552 | Blenheim/Canterbury/Timaru 03 349 0044 | Southland 03 215 8250

Going the Extra Mile

Electric Renault for 2019 Renault Trucks has announced that it will launch a range of electric vehicles in 2019. This range capitalises on the experience gleaned from ten years of testing electric trucks in real-life conditions with its customer-partners. These all-electric trucks are designed for use in urban and peri-urban areas and will be produced at the Renault Trucks plant at Blainville-sur-Orne in Normandy, France where a dedicated assembly line for all-electric trucks is being installed. Renault Trucks has been able to take advantage of the impressive Research and Development resources offered by the Volvo Group and can benefit from tried and tested technology.

Isuzu Australia electrified Isuzu Australia Ltd (IAL) unveiled the first of its locally developed NQR and FSR model electric trucks, products of their (EV) concept program. IAL Director, Sales and Marketing, Andrew Harbison said there was a lot of interest in the new Isuzu models on display. “The interest we’ve had around the new models has been incredibly satisfying,” he said. “Operators working in the freight and logistics field, particularly those involved in ‘last mile’ freight, were eager to engage and learn about the new technology these vehicles use.”

14 TRUCK Journal July 2018

Hino Finance launched Hino Distributors NZ has partnered with the Heartland Bank to create Hino Finance – an online finance platform that offers a simple application process for those wanting truck finance for new and used Hino trucks as well as for repairs and maintenance. Heartland Bank’s Head of Business, Peter Griffin, says Hino Finance was born out of the bank wanting to take its successful Open for Business platform for SME’s to a wider market as well as wanting to leverage its experience with truck finance. “Our Open for Business platform has been well received by small business owners and we knew its online presence would translate well into other market sectors. Couple this with our depth of experience with truck finance and we could see we’d found an opportunity. “Hino Finance has been set up with speed and simplicity in mind. We know truckies are busy – they’re either on the road or they’re managing a fleet from a central location – which is why we offer a simple online application process that means they can apply any time, on any device and get a decision within minutes. “The beauty of the offering is that applicants don’t have to take time off the road or out of the office to visit the bank to enquire about finance. They can access up to 100 percent finance online (including GST) with payment terms up to seven years,” he says. Darren Salt, General Manager of Hino, says he is pleased that Hino can now offer customers an online finance option under the Hino Finance banner. “We know trucks and Heartland Bank knows how to finance them, so this partnership is about taking the best of both and packaging it up for our customers in a simple, online offering,” says Darren. T J

Proposed revision of dangerous goods standard A scoping workshop facilitated by Standards New Zealand discussed the potential revision of NZS 5433:2012 Transport of dangerous goods on land. The current Rule has been recognised by industry as being out of date and not reflecting current best practice, nationally and internationally. Recommendations from the participants were: NZS 5433 be revised, international technical content be removed from the current standard and instead be incorporated by reference, land transport requirements should be aligned with maritime and coastal transport requirements, lithium batteries/cells, hazardous goods/technologies not already accounted for including hazardous wastes should be included, management of tank wagons should be included, management of certified handlers should be included, new formats of the standard be explored and free or discounted access to the published standard should be considered. T J

FilterPro changes filtration market FilterPro may be a new name in the filter market, however its association with the well-respected United Truck Parts operation ensures that clients can expect to receive the very best in service, supply and support available. With encouragement from filter manufacturers, Jimco, who were keen to expand its presence in New Zealand, United Truck Parts, Managing Director, Brian Theobald has been working to develop the new standalone filter business which was formerly part of Untied Truck Parts remit. Heading up the new operation is Brian’s brother Peter, who comes with an extensive background in customer sales and service. The pair were keen to ensure that any move they made was sustainable and after an exhaustive search found a suitable premise for the new business in the transport hub of Wiri, Auckland. With over 1000 square metres of floor space and racking the business has plenty of room to expand in coming years. FilterPro opened for business early in May and is already attracting plenty of attention from clients looking for competitively priced quality filters from recognised brands including: JS Asakashi, Jimco, Donaldson and Sakura. Peter points out that they are not just all about oil filters as they can deliver a wide range of oil, air, fuel, cabin, hydraulic and transmission filters to fit a wide range of heavy commercial vehicles, earthmoving machinery and light automotive. In addition to this they also offer a wide range of Giant oil, lubricant and cleaning products. However, it is their main brands which are commanding much of the attention.

16 TRUCK Journal July 2018

Japanese premium brand JS Asakashi (manufactured in South Korea) and Indonesian suppliers Jimco. Peter enthusiastically reports that, “We’ve only ever had really good reports about these (JS Asakashi filters and Jimco filters).” The backbone of their range is the Jimco brand. Jimco is produced at the firm’s Indonesian manufactured facility which is constantly being upgraded with new machinery adding greater quality and an ever-expanding product range to meet more market requirements. FilterPro has taken over the New Zealand distribution rights for Jimco. Peter pointed out that former seller, United Truck Parts has been marketing the Jimco range for the past five years with great success. It is not a new product and it’s definitely not new to New Zealand he says. He is extremely confident about the Jimco range stating that over the past five years United Truck Parts have not had any direct filter issues. JS Asakashi are leaders in filter technology with one of the best filters

available in the filtration market. Through the use of advanced technology and the very best quality materials, JS Asakashi has achieved its lead by delivering one of the largest surface areas of any filter. This is achieved by a combination of high performance filter materials which remove impurities down to 2 microns without restricting oil flow and superior levels of filter material (up to 3 times the area of some comparable units). A clever tension plate design replaces traditional spring designs and allows even larger cartridges within the same filter housing. If clients are unable to find what they need in either of these two lines, FilterPro is able to access the extensive product ranges of Donaldson and Sakura which ensures that they should be able to find just about anything a client could ask for. Their service even extends to flying in hard to find filters if necessary. Peter is very enthusiastic about the new business with strong sales and plenty of interest already being shown. He sure that they will bring a competitive edge to the market, now and into the future. T J

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Multispares Show n’ Shine Win a Complete Truck Cleaning Package from Multi Spares

This month’s winner of the Multispares Show n’ Shine award is Gareth Miller who drives this smart tow rig for Big Rig Rescue. The Taupo based unit can be called out at any time to assist with accidents or mechanical problems which is why it is impressive just how Gareth manages to keep the truck looking so good. T J

We welcome contributions to the Show n Shine section. Post or email us pictures (a high resolution image, at least 1MB) to: TRUCK Journal, PO Box 4116, Highfield, Timaru 7942 or email shownshine@truckjournal.co.nz Please refer to our contribution conditions on the Welcome page or our website www.truckjournal.co.nz July 2018

TRUCK Journal 17

Deals The name says it all, Crane & Cartage Ltd are a family owned operation that was established in 1984. While the firm is mostly recognised for its specialised moving business, being predominantly a truck mounted crane operation, the most recent addition to its fleet isn’t joining the regular manoeuvres of the business but is instead sub-contracted to Route & Retail Distribution Ltd. This new job sees this new high roof sleeper equipped International 9870 tractor unit join the firm’s 20 strong Auckland business. It will be delivering temperature controlled freight to Foodstuffs stores around the North Island with this Maxicube tri axle refrigerated semi-trailer. Driver: Brien Tobin. Engine: Cummins X15 530hp. Gearbox: Eaton Roadranger Ultra-Shift MXP 18 speed. Rear axles: Meritor RT-46-146. Rear suspension: IROS air suspension.

From small beginnings in 1992, Summerland Express Freight has grown to over 70 trucks and 120 staff spread throughout the South Island. Owners Ross “Smilie” and Barbara Millard started out by purchasing a small trucking business but had a bigger vision of what they could achieve with this. Still based out of their home town in Cromwell and now assisted by their family (daughters Ashley and Jervase), the operation now has facilities in Queenstown, Dunedin, Invercargill and Christchurch. Backing up this growth has been a selected fleet purchase program which restricted truck purchases to a limited number of brands and suppliers. IVECO trucks have always commanded a solid presence in the long haul trucking operation and this new IVECO Stralis II is the latest to proudly wear the firm’s logos. Engine: IVECO Series II Cursor 13 560hp. Gearbox: IVECO Eurotronic II 16AS2630 TO 16 speed. Rear axles: Meritor MT-23-155. Rear suspension: IVECO 8 bag air suspension with ECAS. Photo: Andrew Geddes.

18 TRUCK Journal July 2018

With over 12 years’ service to the farming community around Canterbury, Canterbury Plains Transport Ltd (CPT) could be said to have found their niche. During its time in business the company has branched out from its North Canterbury home in Rangiora to now include a satellite depot in Ashburton. What hasn’t changed over the years has been the firm’s dedication to the Mercedes-Benz brand which has always featured strongly in its ever increasing line up. It is therefore no surprise to find CPT at the front of the queue when it came time for the next generation Mercedes-Benz to arrive. Two of the very latest Arocs 3263L/52 eight wheelers with 2.5m wide Stream Space flat floor sleeper cabs have now joined the operation in the hands of eager drivers. Whilst the trucks are new, the trailers are existing units taken from within the fleet. Drivers Luke Henderson and Bo-Deane Thompson. Engine: Mercedes-Benz OM 473 625hp. Gearbox: Mercedes-Benz G330-12 Powershift 3 12 speed. Rear axles: Mercedes-Benz H7 hub reduction. Rear suspension: Mercedes-Benz 8 bag air with ECAS. Photos: Andrew Geddes.

July 2018

TRUCK Journal 19

With a period of sustained forest planting in the late 1980s and early 1990s, forestry production has risen significantly around New Zealand. These forests now required harvesting, and this is placing pressure on all facets of the timber harvest, processing and export industries. With Nelson/ Marlborough plantation forests making up approximately 10% out of the 1.7million ha of plantation forest nationwide the need to harvest and transport timber means there continues to be a large number of trucks being added to the already booming transport market. Operators around the top of the South Island have readily adopted Kenworth’s rugged forest haulier, the brawny T659 eight wheelers, a truck that some might call the ultimate log truck. Each of the trucks has visited the Rotorua workshops of Patchell Industries to have logging gear fitted and new five axle trailers attached. Four operators have recently taken additional versions of these heavy duty

20 TRUCK Journal July 2018

loggers for operations around Nelson, Marlborough and Golden Bay. Stuart Drummond Transport Ltd is no stranger to the T659 Kenworth, with the first being delivered last year. The company has a strong PACCAR presence with numerous Kenworth and DAF trucks. This pair are the second and third to be delivered to the Nelson based firm for log haulage. Drivers: Neville Martin and Gordon Weir. Engine: Cummins X15 600hp. Gearbox: Eaton Roadranger RTLO20918B 18 speed. Rear axles: Meritor RT-46-146. Rear suspension: PACCAR Airglide 460. Tasman Transport Solutions Ltd may be a new name in the log transport landscape, however its owners, the McIntyres, are well versed in logging around the district. Graham Ching (021) 777390 Engine: Cummins X15 600hp. Gearbox: Eaton Roadranger RTLO20918B 18 speed. Rear axles: Meritor RT-46-146. Rear suspension: PACCAR Airglide 460.

The resurgent Waimea Contract Carriers Ltd is another company growing its Kenworth T659 fleet in addition to the other Kenworth and DAFs already in the fleet. With roots that stretch back more than 40 years, the

company is one of the largest logging operations in Nelson. Engine: Cummins X15 600hp. Gearbox: Eaton Roadranger RTLO-20918B 18 speed. Rear axles: Meritor RT-46-146. Rear suspension: PACCAR Airglide 460.

Tumeke Logging Ltd is a Solly family operation based over the hill in the beautiful Golden Bay. This new T659 is the third the firm has now taken. Driver: Brendon Taylor and Grant Hansen. Engine: Cummins X15 600hp.

Gearbox: Eaton Roadranger RTLO20918B 18 speed. Rear axles: Meritor RT-46-146. Rear suspension: PACCAR Airglide 460. All photos: Chris Hoult.

July 2018

TRUCK Journal 21

Next generation FUSO’s heavy pushes new boundaries

Japan is the new frontier for advanced technology truck development. The race is on with European owned brands leading the charge to deliver the most innovative, technologically advanced and safest trucks ever. With Daimler as its parent, FUSO has access to some of the best technology in the world to deliver what is now the most advanced and safest launched so far in Japan. Simon Vincent has been checking out what we can expect from the next generation of FUSO Heavy Duty truck when it arrives in New Zealand.

FUSO NZ, Managing Director, Kurtis Andrews makes no bones when he pronounces that the new generation of Heavy Duty Truck (HDT) due to arrive in New Zealand mid-next year will be the, “safest and most advanced Japanese truck ever made.” This is a very bold statement given the recent arrival of a highly equipped competitor. However, his stance can be explained by the inclusion of not only state of the art European engine and transmission technology, but a long list of technology and safety systems which would seem to be more at home in a top of the line luxury car than on a truck. It appears Daimler is serious about building what they consider to be the most advanced and safest trucks around the globe. Having conquered Europe and America, where they have set some very rigorous standards with highly advanced products, the conglomerate has now turned its attention to

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Japan and ultimately, the South East Asian market. Through its FUSO brand, Daimler is now extending its technological reach through its global platform strategy as it ramps up the race to deliver safer, more efficient and advanced technologies which some of the local manufacturers may struggle to catch without access to the huge resources that some of the global truck manufacturers can offer. At a recent media briefing held at FUSO’s global headquarters in Kawasaki, Tokyo, New Generation HDT Project Management, Rajanand “Raj” Rao explained just how far the latest generation HDT has come is a few short years. Raj announced that the new HDT will be a “more electronically controlled” truck than anything FUSO has ever produced. Continuing, he says the new truck is built on “global electric architecture” shared across the Daimler global empire which gives them access to the very best technology available. Design for the New Generation HDT began ten years ago however Raj explains that he has only been involved with the project for the past three years. After millions of kilometres of testing and hours of customer appraisal and feedback the flagship New Generation HDT was launched at the Tokyo Motor Show in 2017. It was the first time in 21 years the truck had received a thorough make over which includes a more modern familial interior and exterior styling cues to set it apart from its predecessor. The new truck has been constructed around three distinct pillars – efficiency, safety and comfort. Efficiency gains come from the move to adopt the Mercedes Benz OM470, a 10.7 litre “family” engine from the Heavy Duty Engine Platform (which includes the Detroit DD11). This high-

The interior has a family feel

Active Sideguard Assist monitors the blind spot on the left hand side of the vehicle

tech engine has earned a reputation for fuel efficiency and in Japan this is seeing fuel economy gains of around 15%. Whilst the newer OM470 engine has a smaller swept volume approximately 1.1 litres less than the outgoing OM457, the smaller engine offers almost the same horsepower and torque ratings. The differences between the engines revolve around engine technology, the addition of exhaust gas recirculation and the move to an improved injection system. The older unit pump arrangement on the OM457 which could deliver injector pressures of 2000bar has given way to a new Amplified Common Rail System which can offer a dual stage injection process at 2500bar to improve fuel atomisation and therefore improved fuel burn and lower fuel consumption. These factors see the OM470 capable of meeting the extremely stringent JP17 emission standard, which is more stringent than Euro 6. At the same time, they have been reducing the engine’s fuel burn and improving economy. The smaller power plant also delivers around a 100kgs of weight saving. The OM470 is manufactured and tested at Mercedes-Benz’s Mannheim plant in Germany before being shipped to Japan for final dressing to suit the Japanese chassis with software updates applied locally for the more stringent emission compliance. The muffler is the same large right hand mounted box as fitted to Mercedes-Benz’s current crop of trucks. The large combined muffler, DPF, SCR unit generally actively burns off any excess soot whilst in operation, however a manual override option is included for trucks used on light duties. The only engine option currently available, and restricted at this stage to Japan, is a smaller 7.7 litre OM936 which they utilise in weight sensitive operations.

Radar is used by the predictive cruise control

Whilst there has been much hullabaloo surrounding the inclusion of a 520ps (13 litre OM471) version in the future, the difference between desire and reality is still considerable. Official development work has yet to start. However, Raj did admit that a pre-evaluation test vehicle had been undertaking some field trials off shore. Fitting the larger engine and ensuring that there is sufficient cooling capacity is just part of the larger picture. Initially New Zealand and Australia appear to be the target markets for the high horsepower variant with Taiwan and South Africa long term prospects in the future. “It is very early days for development, we have not started serious development” he admits. Coupled to the new engine is the latest Daimler transmission, either the G230 or the G330 12-speed automated manual transmission. (No manual option will be offered.) This state of the art transmission is known in FUSO parlance as the “ShiftPilot” to distance it completely from the less than successful Inomat generation of transmissions. The software, Raj tells us, is largely unchanged for the current Mercedes-Benz “PowerShift 3” only having been updated to reflect the final drive ratios, torque capacity of the drive train and geographical differences (hilly terrain). The new software jumps the transmission software forward two full generations from the “fudged” “PowerShift 1” equivalent currently used by FUSO heavies. The transmissions will be offered with three distinct shift modes, standard, economy and power and also have a “rock free” function incorporated. The Eco Mode 3.0 enhances the fuel efficiency with an Eco Roll function which disengages the July 2018

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transmission on downward slopes, and soft cruise to improve fuel economy in hilly conditions. The transmission is produced at Mercedes-Benz’s nearby Gaggenau plant. The rear axles are manufactured in Japan but utilise a gearhead produced in the Mercedes-Benz’s Kassel plant, Germany, as well as the US in Redford, Michigan by Detroit. When it comes to safety, FUSO leads the pack. Given that the truck operates on standard CAN bus technology electronic architecture, integrating Mercedes-Benz’s suite of safety extras was never going to offer any problems. The HDT offers a host of safety aids which many cars don’t yet feature. Lane Departure Warning System warns of unexpected moves (no indicators) to exit or change lane. Active Brake Assist 4 (ABA4) automatically brakes to mitigate or minimise any collision damage. Active Attention Assist is there to monitor driver behaviour with its Meandering Driver Assist System MDAS-III technology or driver attention lapses (fatigue and sleeping at the wheel). Active Sideguard Assist is the first technology from a Japanese manufacturer to warn against dangers (objects or people) hidden in the left side blind spot area with audible and visual alarms. Proximity Control Assist, is an active cruise control (from 0km/h) which maintains the driver’s pre-set distance between his vehicle and the one in front. As well as bringing the vehicle to an automatic stop (holding for a few seconds) and then restarting when the vehicle ahead moves, all without driver intervention. The only input required from the driver is to depress the accelerator for a short time if the vehicle stops for longer than the preprogramed time. This is going to be absolutely invaluable in stop start, slow moving, city traffic like Auckland. Even tyre pressures can be monitored by the onboard systems. New Xtravision LED headlights will improve night time vision. FUSO has also led the move to manufacturer based telematic solutions becoming the first in its home country to offer

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“Truckonnect” to check the trucks’ vital information in real-time. “Truckonnect”, FUSO’s own “black box” is to be standard fitment to all trucks in Japan. “Truckonnect” is offered in two stages, a customer orientated version with all the usual vehicle track and trace and driver score card (fuel economy, harsh braking, etc) available through the customer’s internet devices. Clients can still access basic truck data with third party suppliers via a SAE J1939 port which will allow them to connect to the required systems as is common today. The second stage (which requires a full time telecommunications connection) involves real time exception monitoring service which looks at truck crucial data (out of parameter issues). If any irregularities or onboard vehicle failures occur FUSO’s monitoring centre is on hand to contact the client to resolve the issue immediately. They can book the vehicle in for service as soon as required. Given that customer data is involved FUSO has ensured that they gain customer approval before they collect the truck’s data. An impressive 65% of new clients have opted to share their data with the company and this is already paying off with lower warranty claims, the company says. In less than 12 months, the new HDT Fuso is enjoying very good sales with an order book of 6000, and 1900 already on the road in under six months. That doesn’t mean development has slowed down. A mid term upgrade for 2021/22 is planned which will offer even more advances. The Active Sideguard Assist is expected to move from the current passive system to an automatic system. A new Active Drive Assist will bring with it partial automation to manage speed and steering under certain conditions (Stage 2 automation) and Auto Stop is also to be included. For New Zealand the first trial vehicles will be on the road in the near future. Three trucks, a tractor unit, tipper and long rigid will undertake local trials during June with factory engineers arriving later that month to assess the trucks’ suitability under our unique conditions.

Wide opening door, staircase steps and long grab handle assist entry to the cab

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New Zealand spec trucks will feature minor differences from those photographed here which feature Japanese market mirrors, side intrusion bars and other small detail changes. Our trucks will continue to offer the well appreciated four mirror arrangement, have different badges, they will come with a chrome sash below the grill, a New Zealand spec infotainment centre and high class ISRI seating. I had the opportunity to take a very short run around the Kitsuregawa test track in the new FUSO HDT. Loaded to an all up weight of 60 tonnes, the new 11 litre engine is surprisingly lively, pulling away strongly right from the start. The truck quickly shifts up through the AMT gearbox. Whilst it only took single shifts, given the total weight this is an excellent effort. The gear shifts were quick and precise and everything we have come to expect from this high level of technology. Later we were given the opportunity to test out the truck’s hill starting ability. The proving facility has a graduated hill which gets progressively steeper with 6%, 8% and 10% sections. Stopping at the top of the 8% section as it transitioned to the 10% section, I found the hill holder, a wonderful addition to any truck, works really well. It stops the truck rolling back during the fraction of a second it needs to apply power to move off. The same 60 tonne truck gently released the clutch (even more smoothly than on the flat), and then picked up five quick gears in the remainder of the very short 10% slope. This sort of performance is impressive. The low down torque of the engine and slick gear changes ensure that the new “ShiftPilot” is right up with the best Japanese automated manual transmissions. When it came time to descend the slope the truck performed admirably. I can’t give a definite answer on its performance given the truck we trialled was fitted with a water retarder which is considerably more powerful than the engine, exhaust brake combination which will be fitted for the New Zealand market. It’s a moot point to speculate on whether or not this will be fitted to New Zealand trucks given there are all sorts of cost, availability

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and serviceability issues which come with such decisions. I’m sure the FUSO importer will choose what they believe to be the best mix for the local market. Overall, I came away very impressed with the major revisions the truck has undergone. The new HDT is a considerable step forward and a major step up into the technology space. Given that nothing going into the truck is really new technology, the new models should perform exceedingly well when they are released sometime next year. When you add in the likely fuel efficiency of what is essentially a European spec engine with the smarts the new ShiftPilot transmission has on offer, there will be much to like in the next generation HDT. Inside, the upgraded interior is also likely to find favour with a state of the art familial makeover which aligns its looks and feel with the rest of the Daimler product range. If there is one area that doesn’t quite match its competitor it would only be the lack of disc braking, otherwise it looks to be pretty much the leader in safety technology and advance engineering. Roll on the new models – we can’t wait! T J HPT Project Management Rajanard “Raj” Rao

Premium Section - Profile

Minishifts finds its niche

24 years ago Minishifts opened up a new niche for moving smaller plant and equipment around Auckland. Steve Speir may not have started the business, but he has taken the company from a single truck operation to one of the best known machinery movers around the Auckland district. Along the way the company has been optimised to meet Steve’s needs. Simon Vincent called on Steve and his brother Ben to find out more about this great family run business.

Steve and Ben Speir Photos: Simon Vincent, Earl Edward, I H Wedding, Big Rig Fotos - Ed Mansell, Late Stu Barnes collection, Minishifts collection

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This Mitsubishi was the first purpose built transporter for Minishifts

Auckland’s Minishifts has grown from a single truck operation delivering small machines to one operating a fleet of nine trucks of varying sizes delivering a huge variety of plant and machinery from the lightest diggers and earthmoving machinery to some pretty impressive plant and equipment over the Auckland district and beyond. When asked about the origins of the company, Minishifts owner Steve Speir recalls, “I purchased Minishifts from Wayne Kennedy who was working out of Cable Price in Mt Wellington.” Steve was working for W Stevenson & Sons Ltd as their transporter driver at the time and, with plenty of time on his hands to consider future opportunities around a truck based transporter for light machines, which up until that point had been the preserve of underutilised tractor units with tri axle low loaders. Driving past the old Cable Price operation he spied a Japanese import eight wheeler truck with a transporter deck, which looked perfect. “For a couple of years I had had the urge to build something exactly like it,” he said. “If you could get an eight wheeler on small wheels you would have a great transporter for carrying a 12 tonne digger, that’s when the Japanese imports started coming into the country and these eight wheelers were made for it.”

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Steve chose to keep at least one Volvo in the fleet at all times

Today the company boasts a mixed fleet of trucks ranging from a four wheeler right up to tractor units with a range of transporter trailers and a dolly to meet their requirements. The original mission of the business has grown along the way with its clients, from moving small machines and equipment, to today delivering some pretty impressive loads. They pick up and deliver a huge range of new and second hand machinery for over 2000 clients who range from operators to machinery sellers and rental firms. Some of the more unusual jobs include shifting giraffes for the Auckland Zoo. They also carried the secret plugs for the keels for Team NZ. Confidentiality agreements, disguising and covering the plugs and operating under the cover of darkness were all part of the rigmarole of the job. Whilst Steve is predominantly out on the road driving the firm’s Kenworth T404ST, his brother Ben is keeping the operation running, manning the phones and dispatching the fleet. The family’s association with the trucking industry stretches back (starting with the brothers’ parents, Dennis and Carol). The family home was situated near the Southern Motorway in Papatoetoe and a young Steve loved sitting on the fence watching the trucks go by on Saturdays and school holidays. One of the regulars that would pass by was Coal Lines (later TransOtway). If one of the drivers gave Steve a wave he’d tear

This Volvo was purchased to cope with the larger loads

Ben’s Hino with Steve’s Mitsubishi

home and make a lunch, shoot to the shop and buy the appropriate “smokes” for the driver, then head back to wait by the fence. Next thing a truck would pull up and he was up in the cab and gone for the day. If he got in early enough, one of the deliveries was to Forest Products in Penrose where you could get sausages, eggs and chips from the cafeteria. The boys also spent a lot of time in the Eady Seay yard where Dennis worked. The trucks would arrive in the yard at the end of the day and the keen young fellas would gladly back them into their parking spaces after fuelling them up. Steve recalls his dad taking him out to the Pigeon Mountain quarry and leaving him there while he did another round. Steve would jump on the machines for a tutu, he loved it. Ben remembers driving an ancient four wheeler Foden dump truck in the same quarry for the school holidays. The Gardiner powered Foden fortunately had an automatic transmission. Perched on the front of the seat he felt like a “real man.” What more could a 12 or 13 year old boy want? Imaging trying that today…

This Mitsubishi replaces the Volvo F12

Minishifts - the beginning Minishifts was originally established in 1993 by Wayne Kennedy who at the time was a truck salesman for Cable Price in Auckland. This side line initially involved an Oshkosh tractor and semi-trailer combination. After shifting a lot of small machines (like D2 bulldozers) with the big truck into very tight and hard to reach destinations around the city’s inner suburbs, Wayne figured there must be a better way. It must be remembered that at that time there was a lot of infill housing occurring around Auckland. Something small and versatile was called for and so Wayne approached Noel Williams, a well-known engineer in Auckland about building a deck to fit a Japanese import eight wheeler cab and chassis, the ones with the big front tyre and small second to fourth axles. The object was to get the deck down low because previously eight wheelers sat on big rubber. When it arrived back, Wayne painted the truck in what would become one of the most recognisable colour schemes around Auckland. The magenta, white and blue colours were inspired by a milk carton of the era. “It looks like a candy bar with white wheels and boy, did they stand out,” says Steve. The business had only been going for about 12 months when Wayne sold it to Steve. Steve said he was given the customer list but only ever did one job from it and reckons Wayne was just “pottering (around)” with it. July 2018 TRUCK

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This Iveco Eurocargo proved very reliable

Steve’s was instrumental in designing this forklift trailer

Giraffe loads always attract plenty of attention

Minishifts handle everything up to loads such as this D10 Caterpillar

A wise man, Dennis insisted that the boys “get an apprenticeship or you’re staying at school”. Steve left school after the fifth form and started an apprenticeship as a sheet metal worker at Ridler & Murray on Church Street in Penrose. He admits that the apprenticeship was “up there with the best things I’ve done”. It has certainly come in handy in his business where he has been able to undertake many of the engineering jobs required around the yard. Ben became a fitter turner, he keeps his hand in turning up bushes and does a lot of welding and milling as required. Their other brother, Adam, is a truck driver down in Kerepehi but he started out doing his time as a spray painter. His skills used to come in handy when he was involved in the firm too. The dream of becoming a truck driver became a reality when Steve started with IH Wedding & Sons Ltd. Steve was allocated a KT Dodge 6 wheeler tipper known as “Betty Rubble.” Working for Ian “Boof” Wedding wasn’t without its challenges. “Ian was one of the few who would take a “green guy” on,” Steve recalls. At Weddings you started at the bottom and moved up the ladder depending on your skills and ability. Steve’s memory of the first time he backed a trailer will be the one he will never forget. “The Dodge had two 6x4 inch mirrors and I was towing a two axle trailer carting metal to a job in Panmure.” Tom King was

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running the job. Steve had to back up 100 metres to where Tom wanted the metal spread. “He’s standing there with one foot on the shovel indicating “that’s where I want it”. After about an hour of severe road rolling I finally got it to where he wanted it.” Steve says he can laugh about it now, but boy there was a lot of anger and sweat, “the jam had really been taken out of my doughnut!” It was a great learning experience. He did everything from changing tyres, oil and filters, greasing and all the general maintenance a truck and trailer would require. He even built a couple of decks with steel obtained and folded by his uncle who ran a sheet metal business. That was the era when operators would modify their own gear to do the jobs that they wanted. Changing wheelbases, modifying trucks, repowering, building your own decks were all par for the course. Over the next couple of years and what he called a “small amount of collateral damage along the way” he got to ride “shotgun” with Wedding’s transporter driver Dobbie Harris. Steve recalls feeling an “instant connection” to the transporter work. All the machinery and the challenge of loading, unloading and then chaining down, the variety of places visited and watching the changing face of Auckland City first hand were intoxicating.

Dobbie left the company a year later and Steve finally got his bum on the seat of the transporter. Unfortunately, it was only a short taste as Ian wasn’t sure he was quite ready, and Steve ended up back on a TM Bedford and three axle trailer doing tip work around Auckland and the Waikato. After a few months and a couple of transporter drivers later, Steve was back in the transporter No. 27, ‘Zonk’ a Mitsubishi FV415. “I wasn’t giving it back,” he maintained. Steve learnt a lot at Weddings. Driving the transporter taught him an awful lot about loading and load security, driving plant and quarry machinery, axle weights and the transport rules around large and heavy loads. Steve, and a fellow driver, share the dubious honour of being the first drivers in the country to lose their licences for failing to hold logbooks shortly after they were mandated. Steve says, at the time, Boof felt his timesheets were sufficient for a driver’s records, the law had a differing opinion. Logbooks were issued immediately thereafter… Steve says he still pops down to see lan at the Thursday night barbeque, it’s always interesting and you never know who is going to roll in he says. Zonk’s still sitting waiting for Steve to come back and do it up… For the next couple of years, Steve moved to Warren Fowler Ltd. There he was in charge of the firm’s 2226 V10 Mercedes

Benz transporter shifting every kind of earthmoving machine. A lot of work was also carried out for outside customers. His last job was with W Stevenson & Sons Ltd operating the company’s F4870 International Eagle transporter. This was the big time with its powerful 475hp 8V92 Detroit Diesel engine, Spicer 20 speed transmission and a two rows of eight dolly and three rows of eight trailer. Minishifts was born 1993 and Steve purchased the truck in October 1994. It helped that Steve had a lot of contacts from his time on transporters. During the first month he turned over $6000 and the second saw $19,000 invoiced. Steve admits 1994 was a great time to be starting out. “There was plenty of construction going on, in particular SH20 between Manukau and Mangere. Ross Reid was the main contractor and they started using Minishifts for moving 12 ton and under machines.” A lot of their success can be put down to machinery operators realising that their time and resources were better spent in the cab of the machine. Time spent driving a truck is not productive and finance required to own a truck, which will be under-utilised, doesn’t make a lot of sense. Work grew to such an extent that in just months the eight wheeler was being double shifted. A four wheeler transporter July 2018 TRUCK

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looked like the best step so Steve convinced Ben to purchase a Hino and join him as an owner driver. Taking over the lighter jobs worked well and the Hino could access the very tight areas around houses and spaces not really designed for trucks. The Hino was traded for a new EuroCargo in 1998. That Iveco covered 700,000 kilometres without so much as a clutch, Ben says. It performed extremely well, the only issue he had was when a plastic bush in the gearstick failed and the gearstick dropped out of the cab. In 2001 Ben had a back operation which put him out of the driving seat. The best result for the company was to put Ben in dispatch so he and Steve swapped places. Ben remains the friendly helpful voice on the end of the phone today. “Ben is a great asset to the company,” asserts Steve. In the early days, operating within 50 kilometres from base, they could pretty much operate without logbooks. That improved their productivity as they could “stretch” the days if necessary to handle the mountain of work which was ahead of them. They would work six days. Sunday would be maintenance day and Sunday nights involved getting ahead for the coming week with the loads being delivered to the furthest destinations delivered. Keeping ahead and exceeding clients’ expectations enhanced their reputation for delivering superior service. Growing the business was easy because the phone never stopped ringing. Ben must take 250 phone calls a day Steve reckons.

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Ben admits he has to work 12 hours plus most days to keep on top of the job with the phone calls and texts chasing him home every night. By the time he arrives back in the yard there will be another dozen jobs on the email. Carefully managing clients’ expectations, and then meeting those expectations is key. If they’re held up for some reason, Ben is on the phone to keep the customer informed. “It’s when you don’t turn up when expected that people get upset,” Ben states. There is so much work they don’t have to advertise because even now they struggle to cope with the levels of demand. Delivering gear to major construction jobs can instantly expand to relocating more machines around the site. With all the big jobs occurring over the last few years, and then the same mangers moving to other large jobs around the city, Minishifts have ended up working on a lot for the major roading and infrastructure projects. The size of the jobs has also increased. Steve says their clients are getting bigger gear as they strive to improve productivity. As a result, Minishifts has had to add to its original plan by adding bigger and more specialised transporters to meet customer demand. The first move to larger gear came when a worn out F12 Volvo and brand new three axle transporter arrived. The truck was so sick that they had to Loctite the injectors into place to keep it running, the gearbox was suspect too, losing gears then giving

Poster Photos: Simon and Alex Vincent, Andrew Geddes and Big Rig Fotos - Ed Mansell

“Kendra” has a long history around the transport industry however today it is being cared for by Nick McEwan from Dunedin as part of this busy transport operation. Kendra is certainly no wall flower and apart from visiting numerous truck shows around the mid and lower South Island, the Kenworth is often seen earning its keep towing a variety of trailers carrying anything from cement to gravels. Originally from the North Island, Nick’s Kenworth has been through a variety of owners doing a diverse range of jobs from logging to heavy haulage before finally finding its way to Nick’s hands. A selection of photos at various stages of its life are included on the back of the poster. Once it arrived at its new home in Dunedin, the Kneworth underwent an extensive makeover with new paint, chrome and stainless steel accents and smart custom extras. Driver Andy Brockbank takes a keen pride in Kendra and you will usually find that it is Andy’s hard work that keeps the truck looking the part. T J

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Profile continued This Kenworth will be a long term restoration project

Steve’s KT Dodge at Weddings

them back again without notice. They ran the Volvo long enough to replace it with a 400hp V8 Mitsubishi. The move to maximise productivity doesn’t just rest with their clients and work is underway to establish the gains a ten wheeler might bring. Other items on the shopping list include a second hand Kenworth C501 some time and a new four wheeler, this time a European model. The boys grew the business and by the early 2000s the fleet had peaked at 14 trucks. Steve admits that staff became a “real issue”. This drove the reduction in fleet size to a more manageable nine. “It takes a special guy (in this line of work), some start with a hiss and a roar and it’s not for them,” says Steve. “We go with character first.” Many applicants just want to drive big American trucks but are not prepared for all the rest of the job which is dirty and challenging. A basic requirement is the ability to drive anything from a tractor to a skid steer loader, a bulldozer to a motor scraper and so much more. Some of the latest machines are even remotely controlled. This fast moving change to machine design is necessitating a move to greater training of the staff by the owners or importers of the machines. Drivers must be familiar and competent to handle the various types of machine they will encounter. It is just another step in the Health and Safety programme to ensure compliance and knowledge. “You can turn a blind eye, but if something goes wrong it’s all over for you,” Steve emphasis.

Later he drove this TM Bedford

Steve even admits to finding working on the firm’s H&S to be quite satisfying. He recognises the value in training, the guys having the right PPE and all the necessities which go toward protecting himself and his business. In addition to all the usual permits, they have three drivers with BESS (Bridge Engineering Self Supervision) and four with Class 2 Pilot licences. Three of the staff are long serving with Gaye Walford having been with them since 2000, whilst Brett Heka and Carl le Noel have remained loyal to the firm. Steve also recognises all those drivers who have worked alongside them over the years. “They helped make the Minishifts brand what it is today,” he says. Steve also mentioned the enthusiastic contribution of Jo Allen, the accounts administrator. Steve, Ben and Jo form the basis of the team making decisions on major purchases. To keep a ready pool of trained and qualified drivers Minishifts has taken to training them up themselves. “It’s the only way you can recruit staff,” Ben points out. “You’re got to (train them) otherwise you’ve got no staff.” Most young guys these days turn up with a class 2 or 4 licence. They’ll be started on the four wheeler Fuso, stepping up later on to one of the eight wheelers. If they want to go further they will be given the oldest tractor and semi- trailer combination, No. 9, an “indestructible” Kenworth T401. They also gain their wheels tracks and rollers licences along the way. July 2018 TRUCK

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Working with small machines gives the newbies more respect for the machines. Small machines are twitchy and quick on the controls whilst larger machines tend to be much more fluid and smooth. Both Steve and Ben have noted the increasing number of women in the industry. They are very complimentary of this change finding women much easier to deal with and generally much calmer. Things are done properly, “there’s no short cuts, or she’ll be right (attitude),” Ben says. They will oversee deliveries right to the final location, ensuring clear paths and the safety of all around. By comparison, a lot of men will simply point to a spot, mumble something about putting it there and then turn around and walk off – the old “don’t talk to me, I’m too busy” routine... The fleet is made up of a Western Star, several Kenworths, a Volvo, and a trio of Fusos. We like the simplicity of the “composite” Caterpillar/Roadranger combination of the Kenworths, Steve says. “Second hand Kenworths are pretty cheap for what you get,” Ben adds. “The Kenworth is a bit of an attraction to the drivers too,” admits Steve. The 1998 model T401 which has been with them for 20 years “still makes money every day”, Ben enthuses. Perhaps the biggest impediment to the business these days is the level of traffic which is now on the road. “We start at 6 o’clock in the morning and not that long ago you’d be the only one on the road,” Ben laments. Up until 2015 Steve did all greasing, servicing and COF work on the fleet. Heavy Diesel Maintenance now leases the workshop with Bryce Dragt and his team of mechanics attending to all of Minishifts’ fleet maintenance in addition to selected outside clients. Chris Wood from Tyre Worx takes care of the company’s tyres. It’s a job Steve and Ben still love and have great pride in their achievements over the past 24 years. “We still enjoy it,” says Steve. “The truck driving’s the easy part of it. You’ve got to like getting dirty because you will from the first job of the day. There is still a lot of challenge at this level,” he says. Driving the tipper didn’t provide the challenge Steve was looking for but put him behind the wheel of a transporter and he’s in his element. It not a game for the faint hearted, “You’re always under the public eye – everyone loves seeing those big loads,” he concludes. T J

Once seated behind the wheel of a transporter Steve knew he had found his niche

Warren Fowlers Mercedes

W Stevenson & Sons F4870 International

Family history in transport Transport runs in the Speir family. Parents Dennis and Carol were also involved in transport for a long time. Over his time in the industry, Dennis was the transport manager at Eady Seay Ltd where he also spent time working in Twizel on the Benmore dam project for the Ministry of Works. Later Dennis became an owner driver. With a liking for International trucks it seems obvious that he would purchase an ACCO C1100 “Butter Box” tipper. Two weeks into the new job and the engine was pronounced dead. A Perkins repower solved the problem and he was soon back on the job. Dennis continued to run International trucks throughout his career, his last was a T-Line. Dennis was also very keen to support the industry and his fellow owner-drivers, serving two terms as president of the Auckland Truck Pool which became the Auckland Owner Drivers Association and what is today known as the National Road Carriers Association. Later he drove an F12 Volvo for W Stevenson & Sons carting cement from the Golden Bay Portland plant near Whangarei back to Auckland twice a day. He’d start at 1am and would be back with the second load by mid-day. The traffic was a certainly a lot lighter back then…

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Eric Deadman’s second P9, about to be unloaded at a mill gantry. However, notice the sign which reads NO THOROUGHFARE, I thought it said NO PHOTOGRAPHERS!

Travelling up State Highway 3 Part 6


Ben Uncles’ series on his travels up State Highway 3 ends up in Taumaranui this month. With the chance to use the boss’s bach and the desire to catch up on the local trucking scene, our intrepid photographer was in his element during the 1960s snapping anything with an International badge on the front. We continue diving into Ben’s wonderful collection of photographs from the 1960s and ’70s. In the early 1960s, I got married, and changed to a more “normal” job which went from 7am till 5pm. It happened to be just at the time my new boss, a prominent business man, and his best mate, another prominent business man, decided to build houses at Omori Point, on the shores of Lake Taupo. These houses were both the latest Lockwood designs and some of the first to be built. After some months I was selected as one of six to go over monthly and help build a ginormous double boat shed, help with the planting, and conduct other work associated with setting out the sections. Needless to say, this regularly took me up through Taumaranui. I took these opportunities to catch up on what industry in the area had to offer. To me, this was a truck haven and I must add, I and other staff had regular use of this “bach” for weekends and holidays. This gave me time to search out the area as far afield as Turangi where there was plenty going on. This was the era of the

International LF/RF 195s, F1800s, and heavier vehicles in the International Harvester range. Lighter work was carried out by the lighter Australian range of the period. The Taumaranui International Harvester agency was owned by RJB (Taumaranui) Ltd when I started at RJ Burkitt Ltd in New Plymouth and this was my introduction to International trucks. It may go some way to explaining why whilst there were other makes, I just never saw them! Some years later the dealership changed to become CP Hartage. Having bought and read the three volumes on Taumaranui, by Ron Cooke and Audrey Walker, my coverage is barely scratching the surface of transport in the area that operated through the 40s,50s, and 60s. My coverage is mainly in the 1960s. Names like Poole, Topless, Ongarue, and many others were not discovered until much later. But that’s another story for another day. T J July 2018 TRUCK

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Here is an ex D&D Quarries International F1800, and an unidentified RDF 195 wait outside CP Hartage

An International Mk.2 AACO 180 with a Caltex tank on the back

This International AB180, in KBT colours, was shot in Kaukapakapa still in the colours of JS King

Another Mk.2 AACO International next to an LAD cabbed Albion

An unidentified Mk.2 AA164 International parked just off the main street

Tyres would indicate this to be a 4x4 International AB 160 owned by PM Vermunt wool and skin buyers

Barry Towler drove for many companies in the Taumaranui area, including Eric Deadman and his name is on the door of this Mk.2 AACO 180 International.

An identical unit operated by nearby Piriaka Transport

14 TRUCK Journal Premium July 2018

Following on from the International 190 era were two P9 Pacifics, one of them hauls another load of export into the Mount for Eric Deadman

Warren Sinton ran an assorted fleet over the years with Commers, Dodge and this International AACO 180 with a brace of Mercedes-Benz.

A rather stretched International Mk.2 AACO of RA Ferguson

The Mobil depot at Mananui was the base for Noel Whitehead’s International Mk.2 AACO

This is a much modified International AACO 180 of Allan Elliott was repowered in New Plymouth by Diesel Services Ltd with a V8 Cummins

The name speaks for itself, “COSTA LOTTA” of Allan Fergusons which had been converted to include a tandem rear end

The Taumaranui County yards were always worth a peek as there was a number of International AB 180 bottom dumpers and this is one of an identical pair July 2018 TRUCK

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An International RDF 195 hauls a load of export into the Mount

Mananui base Ian Wood operated a Ford Thornton and other trucks as well as this White CO 3000 with a Perkins badge on the grille seen at DSS in New Plymouth

This 1950 International LF195, also a repower, also with a Perkins, which would have been grossly underpowered for the roads it was expected to haul over

CP & PD Smith operated this early 1950s International LF195 seen here on the Auckland motorway

Here this International LF195, one of the first five in the country, was up for sale having finished with Deadman’s, it moved to Taranaki for another life in logging

The L Line was replaced by the R Line and this pair is sit out the weekend, the left one with a Cummins powered unit and the one on the right with a GM. The mascot is my then 2 year old daughter

Deadmans old red and white colours had gone and gold and red had been added to jazz up the looks of this International RDF195

16 TRUCK Journal Premium July 2018


Gore Truck Show

The 2018 McDonough Contracting, Gore Truck Show, proved another great show with 59 trucks parading up Gore’s main street past the usual large crowd of locals keen to see what the transport industry had to show. As always, a lot of time and effort had been expended to have the trucks presented in pristine condition.

Results at a glance King Rig: Peter Kingsford, Gore Freight & Storage Ltd People’s choice: Neil Peters, Andrews Transport Ltd Kilometre classes 0 to 40,000: Martin Burgess, Allied Concrete 40 to 100,000: Neville Phillips, McDonough Contracting 100 to 400,000: Kevin Taylor, Caldwell Contracting Ltd 400 to 700,000: Robert Gault, Gore Freight & Storage Ltd 700 to 1 million: Isaiah McLellan, McLellan Freight Ltd Over 1 Million: Alex McLellan, McLellan Freight Ltd Best of Kenworth: Isaiah McLellan, McLellan Freight Ltd DAF: Bryan Barbour, Gore Freight & Storage Ltd Freightliner: Hamish Sutherland, Ryal Bush Ltd Mercedes-Benz: Dylan Jenner, Ryal Bush Ltd Mitsubishi/Fuso: Jennifer Hewitt, Ritchies Transport Holdings Ltd Volvo: Dale Oliver, Fonterra Mack: Robert Gault, Gore Freight & Storage Ltd Nissan Diesel/UD Trucks: Blair Chambers, Eden Haulage Ltd Scania: Russell Nelson, Fonterra Hino: Gary Bassett, McDonough Contracting Isuzu: Steve Anderson, RTL – Tuapeka Transport Other: Tim Harris, Northern Southland Transport (Sterling) Lights: Johnny Park, Central Southland Freight Ltd Line haul: Robert Gault, Gore Freight & Storage Ltd Logger: Craig Martin, Caldwell Contracting Ltd Premix: Martin Burgess, Allied Concrete Tip truck: Tim Harris, Northern Southland Transport Timber cartage: Johnny Park, Central Southland Freight Ltd Curtainsider: Col Frew, Eden Haulage Ltd Bulk sower: Dylan Jenner, Ryal Bush Stock truck: Greg Anderson, RTL – Tuapeka Transport Tractor unit: Isaiah McLennan, McLellan Freight Ltd Specialised: Russel Nelson, Fonterra Passenger service: Jenny Hewitt, Ritchies Transport Holdings Ltd Light vehicle: Gary Bassett, McDonough Contracting HW Richardson Group truck: Martin Burgess, Allied Concrete Paint job: Kevin Taylor, Caldwell Contracting Ltd Furthest distance travelled: Robert Crosbie, Scott Transport Ltd Oldest working truck: Daniel Eason, McNeil Distribution Refurbished truck: Alex McLellan, McLellan Freight Ltd Vintage: Alex McLellan, McLellan Freight Ltd Fleet: Eden Haulage Ltd Female driver: Jax Dores, Freight Haulage Ltd July 2018

TRUCK Journal 27

New Quon, the best ever? It’ll be hard

UD Trucks think the new Quon is the best UD Truck ever and they’re not shy about pushing that point. The truck has undergone a massive make over which started at the ground and worked all the way to the top. Today’s Quon is almost unrecognisable from even its most recent predecessor, the only carry over being the cab shell and even that has had a major facelift. The new Quon is a technology marvel which utilises all the strengths of the parent Volvo Group whilst at the same time adding the built in reliability that Japanese trucks are renowned for. Simon Vincent has been to Auckland to check it out.

The new generation UD Truck Quon had its first outing at the Trucking Industry Show in Christchurch during March. So far, the new range extends to 390ps (1,750Nm), 420ps (1900Nm) and 460ps (2200Nm) six wheel variants with both the 390ps and 420ps eight wheelers making a very welcome return for the brand. At a press briefing event held recently at the Pukekohe Raceway we were given a full run down on the updated Quon range. UD Distributors, General Manager, John Gerbich introducing the new range said, “This really sets the scene for where we’re going with product for the foreseeable future.”

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UD Trucks Australia, Vice President of Sales, Mark Stambi strongly emphasised, “We’re very keen to say it’s the best UD truck ever. “We’ve been able to reintroduce an eight by four version, the uptake of which has been sensational for us,” he continued. The 460ps 8x4 chassis is coming. Maintaining emission compliance with the relocated combination muffler, DPF, SCR catalyst has meant a small delay in getting the truck to market as the exhaust plumbing needed to be redesigned to suit New Zealand applications. Mark stresses the Volvo Group are “very conscious” of its obligations to meet appropriate emission standards. “We’ve seen what happened to some car people, that weren’t quite so rigorous in their testing of emissions standards. “We won’t release a product onto the market unless we’re fully satisfied it meets those standards,” he emphasised. UD Trucks will continue focusing its expertise in the heavy duty sector where it has the skills and market share to make the biggest difference. Even though the firm covers the medium and heavy duty markets, Mark points out that the heavy duty market is by far the larger for them by way of volume. “To have a good product offering in the market is critical,” he says. Enthusiastically he continues, “Over the next couple of years, you’ll see a lot more from us.” However, we were here to see and hear about the here and now of the new Quon.

to beat

Stylish new interior with many Group features

The latest version of the Quon is a completely different beast from the model it replaced. The truck has undergone a massive change with a huge injection of (Volvo) Group technology. As a completely new design the trucks sits on a new high tensile bolted steel chassis which has brought in extra strength, shorter side rails and weight savings across the range. This has improved the load handling ability and, along with new suspension, gives the truck a completely different feel. The axles also originate from within the Group and come with sealed bearings and disc brakes on all axles. The disc brakes offer superior performance over traditional drum brakes, are fade resistant, resist water and are smooth and progressive in service. Improvements to service life and increased up time are likely to appeal to the end user. The disc brakes are part of a larger system using blended braking technology to deliver superior performance. Initial application of the brakes sees the truck deliver the most appropriate combination of the exhaust/engine brake (even with the engine brake in the zero position) before bringing in the foundation braking. “It’s a fantastic feature, it’s saving on pad life, it’s using the auxiliary brakes to their optimum,” says Neil Carey, UD Trucks Australia, Product Manager. Asked if there is any intention of introducing a more powerful retarder, Neil says there’s no real call for a water/hydraulic retarder in the market at this stage.

“I would never rule it out, but it would have to be requested by the market,” he admits. Under the cab the familiar Group GH11 Engine family, which is being manufactured at UD Trucks main Ageo production facility, has been uprated with improvements to fuel efficiency, emissions compliance and power outputs. UD Trucks argue the refinements to the driveline are delivering an efficiency gain of 5% in Japan. At the same time, they say the new engines comply with the strictest emission standard in the world, JPN16 (pPNLT) which exceeds even the extremely comprehensive Euro 6 regime. By changing the shape of the combustion chamber and combining this with unit injectors and a common rail fuel system the engine now generates its torque over a wider revolution range. Mark feels confident that the firm’s decision to deliver its offering with an 11 litre engine is the correct one. In every market engines are being reduced in size, yet power, torque and reliability are all improving as are emission levels he says. “Anyone can get horsepower but you’ve got to get the torque out of them as well, while reducing fuel consumption and making them cleaner,” he says. Mark is equally adamant that UD Trucks will not be putting a 13 litre engine between its frame rails. They view 460ps as the sweet spot in the market. The well regarded ESCOT series of automated manual transmissions has evolved with the latest 12 speed ESCOT July 2018 TRUCK

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Two step entry is aided by a new extended grab handle

The new Quon drives very nicely

VI offering enhancements to its hardware, software and performance. Faster and more accurate gear changes as well as improvements to performance in demanding off road conditions are being promised. The ESCOT is based on a Group transmission manufactured in Europe with the software installed in Japan. It features new technology developments which have been optimised in Japan to best suit the needs of their market and their clients they say. Compared to similar transmissions across the Group, Neil says, “There are a lot of similarities, similar architecture, and physically a lot of similarities.” But he says identical features are not necessarily carried across all brands. UD Trucks “pick and choose” what’s most applicable to their business he indicated. Yoshikazu Suzuki, UD Trucks Japan, Director, Vehicle Sales, International Sales said that they while they use Group technology, they build in Japanese quality. The latest version of the ESCOT now includes ESCOT Roll and Eco Roll (neutralising the transmission on flat and downhill sections) function. Other fuel saving additions include an Acceleration Limiter which limits sudden acceleration, Soft Cruise Control suppresses sudden acceleration when returning the truck to its set speed, and the all new ‘Nenpi Coach’ which offers fuel efficient driving advice to the truck driver on the move. Whilst the cab sheet metal is ostensibly unchanged, the new frontal make over gives a distinctly fresh new look. Inside the cab has undergone a significant make over. Improvements in ergonomics help deliver greater driver comfort with potentially more to come. These changes have resulted in a re-designed dashboard, steering wheel with fingertip controls, Group gear lever and pedal changes. The dash mounted information display features typical speedometer and tachometer gauges surrounding a large 5 inch colour display which handles the remaining functionality. LED lighting , including the head lamps, has been extensively incorporated into the new models. Binding all this new technology is an advanced electronic architecture operating a common CANbus electrical networking system. The biggest changes are relatively unseen. The introduction of a raft of electronic safety aids will stand the UD Trucks range away from the mainstream Japanese brands for the time being.

30 TRUCK Journal July 2018

“We’ve been able to come to market with product that is packed with features, against the other Japanese manufacturers who have not got that level of technology in their trucks,” Mark says. He continues by outlining the safety features the European parent has offered and which have been incorporated in to the new Quon. These include: Traffic Eye Brake System (automatic emergency braking assistance), Traffic Eye Cruise Control (active cruise control) and Lane Departure Warning with the option of the Driver Alert System (driver alertness monitoring). These excellent safety features have been added to meet changing market demands which now have a definite appetite for these types of advanced technology. “Safety’s at the forefront of everyone’s mind, the things we’ve got as standard, and have chosen to take as standard, really ticks a lot of boxes for a lot of companies,” John said. He goes on to mention the HW Richardson Group as an example of one such company that is leading the charge to purchasing safer trucks. Health and Safety considerations seem to be a major driver for change. This will be augmented in the future by telematics capabilities which will deliver significant information to clients about the operation of their trucks whilst offering improvements in vehicle up time. UD Trucks see this as an opportunity to partner with its clients to deliver even more benefits. It will allow them the chance of ensuring their customers feel more appreciated and important over the longer term. “UD Telematics” might be new to UD Trucks, however it is well established throughout the Group. Both Volvo and Mack utilise the basic product DynaFleet, with each brand using its own inhouse derivative of the base system. Utilising the Group platform ensures clients with multiple Group branded truck can access the system through a single internet portal. This will open up a world of new data to the clients and improve the relationship between dealer and operator. Mark says, “From what I’ve seen so far it’s a pretty exciting step forward.” Optimised service agreements, UD-TRUST, will also be arriving soon. These agreements will be individually tailored for the truck, the operator and the application. Tied in through the telematics

they will offer unsurpassed levels of service, out of parameter warnings, fuel theft alerts and true preventative maintenance. Mark happily says, “A lot of the new technology is in there to improve the up time for the customer.” Improved service intervals up to 60,000km (more likely to be nearer 40,000km) are a huge leap forward in vehicle utilisation time, he says. If the UD Distributors order intake is anything to go by, it would seem that the market has really warmed to the latest Quon derivatives. Since November, orders for the new Quon have reached a very creditable 82. Even with the eight wheeler limited to a maximum of 420ps, 22 orders have been placed for both 390ps and 420ps variants. Johns says the 390ps are finding favour in rigid truck (no trailer) applications whilst the more

powerful 420ps are finding homes as eight axle combinations, 50 tonne plus being just too challenging at this power output. However, with a 460ps version waiting in the wings this may sway some to tackle higher weights. The choice of engines has been evenly spread between 420ps and the 460ps version which surprised John somewhat as he had expected a more definite move to the 460ps version. “What we’re finding (is that) the 420ps demand is still there.” He clarifies this by pointing to the fact that lower horsepower trucks have found a niche in city metro, container operations and the tipper market. “What people have realised is you can actually get away with 420ps for that market,” he says.


1976 Mercedes-Benz 1418/32 tractor unit approx 800,000km, nicely restored, good mechanical order, shed stored. Price by negoiation.

Phone Ollie Turner 027 493 3535 July 2018

TRUCK Journal 31

The realisation that the combination of low inner-city speeds and an inability to get any more loads done in a day have helped played a part in realigning the expectation in this sector. “The 420ps have held up and the 460ps have been incremental business for us,” he enthuses. John noted that demand for the 460ps has been so great that they will be unable to supply a chassis, air or spring suspended, until late August at the very earliest. “Given the fact that no one’s had the chance to drive the truck it’s pretty amazing. For something that no one’s seen, our uptake from the UD customer base has been absolutely fantastic,” he smiles. “No one’s complaining about the price of these things. If you look at what you’re getting for your dollar, you’re getting a really good truck, very high spec’d for a price point that’s acceptable to most people,” John says. He concludes, “We’re proud of this one. This’ll see us through the foreseeable future.” T J

Electronic safety features Traffic eye brake system is an active emergency braking system. It has a two stage alarm and if the driver takes no action after the warnings, the braking system will actively intervene and bring the vehicle to a stop. Lane Departure warning monitors lane keeping and warns if the driver starts moving or drifting out of its lane without the driver using the indicators. Traffic Eye Cruise Control uses a millimetre-wave radar to detect vehicles in front. The system then maintains a fixed distance from it. It will accelerate or decelerate to match the speed of the vehicle ahead. The company has consciously

32 TRUCK Journal July 2018

chosen 30 km/h as the lowest speed the system will operate at. This is to ensure the driver remains engaged and fully aware of what is going on around them in difficult conditions. “In slow moving traffic there is a high risk of accidents happening,” admits Neil. UD Stability Control onboard electronic stability program. Driver alert system uses the onboard camera to sense if the driver is swerving or lurching around and will alert them if it feels the driver’s actions become erratic. It will sound an alarm and recommend the driver take a break. This alert is currently the only optional safety feature.

A short drive During the press day I was able to take a couple of short laps around the Pukekohe race track in a tractor unit and truck and trailer. This small teaser shows that what UD Trucks are promising and what they have been able to deliver appears to be remarkably similar and not just all marketing hype. As part of the new generation of Japanese trucks UD Trucks (and one of their competitors) have been able to steal a march on the remaining Japanese brands bringing fuel efficiency, power, torque, reliability and advanced electronics which you will only find in high spec automobiles. Climbing into the new Quon is a breeze with a simple two step staircase arrangement and a new full-length grab handle at the front of the door opening. Settling into the seat the dash may look new however there is a comforting familiarity to its layout and operation. The new Group sourced gearstick is also familiar and easy to use, shift to drive and away you go. Up or down shifting manually (which you’re hardly likely to use) is achieved by buttons on the side of the stick. The park brake remains conveniently located behind the gearstick. However, the trailer brake has been moved to the dash (and is now operated by a push button – no more riding the trailer brakes).

All that remained was to gently push on the accelerator and the truck eased away as smoothly as you please. Fully loaded, both trucks pick up effortlessly along the long, flat front straight. They handle surefootedly around the tight S bends before accelerating nicely down the back straight. The combination exhaust and engine brake proved sufficient on the flat however I’d like to see how it performs in a more meaningful environment. The brakes feel progressive and pull the rig up smoothly. Even though there was little time to test out all the new features I did take the chance to quickly try the hill start assistance and the Traffic Eye Cruise Control. Following the second truck around the track soon proved how simple and easy to operate the adaptive cruise control really is. It delivers as promised. This and the other electronics really are cutting edge and bring a new dimension to the Japanese truck market. What we are really doing is testing out individual systems for future automation for the truck manufacturers… Overall the trucks deliver a very good first impression. It’s time to locate a working example and find out how they really perform in daily operation. Stay tuned for more in the future.

July 2018

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Gallery This nicely posed shot from Luke Webley caught our eye

This month’s winning entry

Tait Robertson sent in this picture of Summerlands Western Star at the firm’s 25 year celebration

Post or email us pictures (a high resolution image, at least 1MB) of your rig and be in to win. Each month we will select the very best photograph we receive from our readers. The submitter of the featured ‘Picture of the Month’, will receive a pair of Caterpillar boots courtesy of Transport Wholesale Ltd. (Entrants will be eligible to win only one pair of Caterpillar boots in any calendar year.) Post your entries to: TRUCK Journal, PO Box 4116, Highfield, Timaru 7942 or email gallerypics@truckjournal.co.nz Please refer to our contribution conditions on the Welcome page or our website www.truckjournal.co.nz

This photo of Jackson Carne & Heavy Haulage’s Kenworth comes from Alex Vincent

Jason Gillies supplied this photograph of Clarke Machine Hire’s transporter delivering a train to Middlemarch

Larry Beesley was delivering concrete panels to a farm out the back of Morrinsville




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July 2018

TRUCK Journal 35

nzta Member Updates

Your Reputation is your point of Difference What’s your point of difference in the market? For successful Trucking Operators their point of difference is their reputation. They have built theirs by focusing on the basics of doing things the right way. They have a commitment to health and safety, compliance, good quality employees, training, above average remuneration, excellently presented and maintained equipment, up to date information and technology systems, and an inclusive management culture. Getting your business image and reputation right is one of the hardest tasks a business can face. Get it right and you are on the road to success. Get it wrong and you are on a fast road to nowhere. It is one of the main reasons a customer will choose you over your competitors. If your customers are faced with choosing between different trucking operators who are similar on price and service, then it will be your reputation that becomes the deciding factor. Take time to understand your customers business, and their needs and expectations. This will put you in a better position to build on the relationship, and by default building your business reputation. Your business reputation is only as good as the people who work within your business. A good business reputation that has developed over many years of hard work can be destroyed, in a very short period, by individuals within your business who have bad reputations in either their personal or business lives. To help your business develop a good reputation, there are a number of basic rules to follow: • Be professional and operate with integrity and honesty with your customers, your employees, with government agencies and with the public. Build your business on best practices. • Be friendly and easy to do business with. Be approachable, helpful and informative. Make sure that the first point of contact people has with your business is a pleasant experience. • Join a Trucking Association. This demonstrates your professional commitment to the trucking industry. As a member you will be able to access up to date advice and keep up with the latest trends, information and legislation that affects your business. • Deliver on your promises. Develop a Service Promise Agreement with your customers. This will enable you to meet the expectations of your customers and your business. It is better to under promise, and then over deliver on expectations. Always commit 100% of the time. Show people you are sincere, treat people fairly, actions will always speak louder than words. • Communicate well. People are not mind readers. Keep customers and staff up to date with any issues or new developments. Develop clear and regular communication processes.

36 TRUCK Journal July 2018


By David Boyce, CEO NZ Trucking Association

• Do the right thing. If you make a mistake, own up and take responsibility. Fix the issue quickly. Put procedures in place to reduce the risk of the issue recurring. It’s how you handle any issues that will define your business and help build your relationships. • Plan to succeed. Sit down with your team and do a SWOT analysis (strengths, weaknesses, opportunities and threats) of your business and from this develop a Business Plan, with clearly defined action points. Review your business plan at least annually to keep yourself on track. • Invest in your people. Engage; get the whole team on the same page. Everyone in your business needs to understand the business goals and objectives; they need to understand the importance of the business’s reputation. Invest in training; it is the actions and behaviours of your staff that will have the greatest impact on the reputation of your business. • Embrace Technology. New technology is offering many competitive advantages. From smartphones to tablets that can be set up in trucks to exchange real time information within the business, and with customers. Modern telematics systems provide the ability to track freight, monitor vehicle location, fuel use and driver behaviour. • Develop a network of contacts. Take advantage of trade shows, industry association functions, industry conferences, customer functions and local events. These are a good opportunity to meet new people. Utilise business networking sites like LinkedIn to help develop wider groups of business contacts that you wouldn’t normally have access to. • Have a professional Website presence. Business gained by word of mouth is important, but it is not the only way. A professional well-presented and easy to follow website is a must. Include good news referrals from existing satisfied customers. This helps to sell your professional image. Keep your website up to date with the latest information. Make your contact details clear and easy to access. • Monitor social networking sites. Be very careful about any information that you put on to the internet. Once information is in the public domain, it is very hard to remove. Monitor staff and employees Facebook pages for adverse behaviour or comments that can affect your business. Many a business has been sunk by the power of social media. To succeed in the trucking business in New Zealand, where the average business profit is 1% of turnover, you need to maintain every advantage possible, which makes having a good reputation more important than ever. Remember your reputation can last a lifetime, good or bad. T J

July 2018

TRUCK Journal 37

Professional Business

ACC unpacked, what you need to know ACC is a unique no fault accident rehabilitation and support system. So most of you know about ACC covering you for your medical expenses to treat you and recover from an accident. The other aspect you will be aware of is the replacement of your income if you are injured and off work. 80% of your lost income can be replaced after seven days while you recover. • ACC have four key areas they provide benefits for; motor vehicle injury, work related injury, treatment injury, and personal/ recreational injury. • ACC is mandated under legislation. However, what you may not fully appreciate are the other benefits and situations ACC provide for: • ACC provide accidental death benefits called fatal entitlements • ACC contribute to funeral costs in accidental death situations • ACC have options to replace income if you are not working for a period of time, sabbatical or leave without pay situations • ACC have safety discount programs for business and selfemployed • ACC replace income if you are disabled in an accident • ACC have fixed agreed value cover options for self-employed • ACC also help and manage rehabilitation and attendant care if it is required • ACC in certain situations provides lump sum entitlements where there are permanent injuries. Funding - ACC is funded by Levies, predominantly from employers and motor vehicle registration. The Law - ACC is mandated under legislation and is compulsory. You cannot opt out and in any case you would not want to. NZ’s ACC scheme is considered world class and envied by other countries. Fatal Entitlements - Morbid as the definition suggests, this is about accidental death. If you died in an accident, ACC would provide your family financial benefits for your lost future income. ACC provide up to 80% of your income at death for your family if you have died as a result of an accident. This is broken up as: • 60% of the 80% for your spouse or partner for five years or until your youngest child reaches age 18, whichever is longer. • 20% of the 80% per child (maximum of 2) paid to the caregiver or children, depending on age, until age 18 or if in tertiary study until age 21. If you are self-employed and have cover plus extra, the fatal entitlement is based on the actual cover you have. Funeral costs - If you die in an accident, you can apply to ACC to contribute to the funeral expenses, the entitlements here are up to $10,000 depending on the circumstances. Run your own business - You should have a look at safety. ACC can apply up to 20% in discounts to your annual levy account if you meet their criteria and have implemented a certified safety program. If you have had a history of workplace accidents having a closer look at this aspect of your business could well return more than the safety program costs you.

38 TRUCK Journal July 2018

By Trevor Toohill

Replacement income, or weekly compensation in ACC speak, for employees - If you are an employee, it is simpler than for those self-employed. You pay an ACC levy in the tax deducted from your wages. If you are disabled in an accident ACC will start contributing to your income after 7 days, this payment is up to 80% of your gross taxable income up to a maximum of $122,063 (2016/2017) of gross earnings. ACC does not cover medical or degenerative disabilities. So if you have a back problem and it did not start with a fall or an impact of some sort, it is unlikely ACC will cover you. ACC is about compensation while you are not working, once you are able to go back to work payments cease. If you cannot go back to work in your own occupation but you can work in another, ACC will still cease support. Replacement income for self-employed - ACC rely on averages of past income. Your accounts should be kept up to date! There is a significant risk if they are not. Because the accounts are out of date ACC could assess that your business may not be trading, this would potentially make the business owner non-earning from a weekly compensation position. It could make it difficult to prove that you were working if the accounts were done post-accident. Statements after the fact do not hold up as well as statements and records before an event. For so many reasons it is a no-brainer to make sure all your accounting records are up to date and taxation accounted for. Rehab and Attendant Care - If you are injured, then ACC is responsible for your recovery. ACC place a huge emphasis in rehabilitating claimants. They are generally very good at getting you in front of the right people. The challenge is often people are not quite as motivated to comply with the treatment recommended. You do need to keep in mind non-compliance with your treatment can put your weekly compensation at risk. This potentially leaves you with an ongoing disability but no continuing financial support. If your injury is significant and you cannot do things for yourself, then ACC can provide attendant care to assist with the things you can’t do, or if you need it 24-hour care. Lump Sum Entitlements - ACC have entitlements for lump sum payments if you have an injury, and you do not fully recover. These lump sum entitlements are subject to what is called whole body impairment measurements. This is something assessed by a medical specialist for the individual’s situation. An example would be in the situation where someone lost a limb or sight, ACC would assess this for a lump sum entitlement. If you want to discuss your situation and how you can add appropriate levels of insurance for what you may not be covered for, we would be happy to assist – www.trucksure.co.nz This information is only intended to be of a general nature and should not be relied upon in any part without obtaining full details by contacting MultiSure Limited or your broker. T J


July 2018

TRUCK Journal 39

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Classics Corner

Timaru truck photographer, Andrew Geddes, has shared some of his early collection of trucks from the early 1980s with us. The trucks were all taken locally around town or in the surrounding districts. Andrew was able to gather quite a variety of trucks form around the South Island as they passed through town as the road transport industry started opening up.

52 TRUCK Journal July 2018

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TRUCK Journal July 2018  

The Kiwi Truckers favourite magazine, delivering a combination of modern, classic and historic trucking stories about the people and compani...

TRUCK Journal July 2018  

The Kiwi Truckers favourite magazine, delivering a combination of modern, classic and historic trucking stories about the people and compani...