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June 2019

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JOURNAL

9 771463 076178

June 2019

Fuso’s stunning new Shogun sets the pace Neville Little shares his history behind the wheel

MetalCorp Scrap Specialist

E F Deadman


Contents

18

26

34

Regulars 04 Welcome 06 News 12 Events

Exclusive premium Content (To read this content subscribe now!)

1

Trucking in the blood Part 1 Neville Little

Turner Truck and Machinery Show

13 14 25 26 36

Multispares Show n’ Shine Deals Subscriber information Gallery NZTA Member Updates

10 E F Deadman Part 1

Improving your work life balance

37 Professional Business

HASWA a plan? Or just a lucky charm!

38 Classified Ads 48 Classics Corner

Brent Knowles at Pan Pac, Whirinaki

P1

Features 18 More European than ever, Fuso’s Shogun sets the pace 26 A new era in scrap cartage 34 Leyland Boxer

The next issue of TRUCK Journal will be in the post on June 12th for our regular subscribers


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Automotive & Light Industrial

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Welcome

Simon Says...

Our content is worth something

We are proud to be members of

NZTRUCKING ASSOCIATION

12 months ago, we changed the way we distribute the magazine, and I’m still coming across people who haven’t fully understood what we’ve done. In a nutshell, we created two magazines out of the one. Our basic edition contains the more readily available information, plus advertising, which remains free to those already on our mailing list. This will remain free at present, but we will be continually reassessing the size of this and the value of delivering it long term. The Premium subscriber edition contains the basic version and it also includes 16 ad free pages of exclusive content – the Profile, Remember When and the poster – in essence, what everyone used to receive. Why have we done this? The answer is simple. The changing publishing landscape sees fewer advertisers willing to commit to hard copy media (magazines and newspapers). Today many advertisers have been convinced that digital advertising is the future. However, here’s the rub, as more and more media outlets understand that they have lost income to the internet, they are now restricting their content on the internet. This doesn’t bode well for the internet, as without fresh new free content it has little to sell in the way of new value to its browsers and advertisers. Add to this the continuing scandals (Facebook especially) and lack of trust that is developing around the online world and the heydays of the global web have passed us by. You only have to check such prime news sites as the NZ Herald or NZME to find out that paywalls are going up. They aren’t the first and won’t be the last. There is a growing trend which will see information locked up by those who take the time, and spend the money, to produce it. Readers are finding it is a case of pay up or miss out. Like every trend there will be no going back. The reduction in advertising spend is a worldwide phenomenon, and we

are not immune. If we don’t get more of our revenue from other sources, we can’t survive in the long term. Last year a large number of people chose to upgrade to the Premium edition which we greatly appreciate, thank you very much! Our approach is the same industry leading approach it has always been. Content has value and people will pay to see it. What we do all month never came for free, it was just that in the past there were more advertisers who recognised the value of what we did. Today many are trying the internet and will find that it can’t deliver what it promises. Where we are especially fortunate is that TRUCK Journal is effectively Fiona and me. Our overheads are very low, especially compared to others in this market. This bodes well for the future as we don’t have a great big machine to feed. Rest assured. food is still going on the table and the (fat) black cat is still getting his very expensive diet formula cat food here at TJ HQ. However, you will note an increase in our cover price in the next couple of months. This is a far too long delayed increase in recovering the ongoing increases in printing and postage costs which we have absorbed over the past few years. Many of you will be aware that NZ Post is increasing the cost of postage soon – the favourable concession rate to those who post large quantities is now considerably less favourable and there is another layer of compliance required to keep that rate. If you want to ensure you continue to get your favourite magazine, or upgrade to the Premium edition, at the best price then renew now! Don’t put it off, thinking that you’ll do it later! (See page 25 for subscription details.) Keep it shiny side up and see you all next month. By then we will have been to Aussie to the Brisbane Truck show, we will have details of this and more… Keep your eyes peeled for our next edition.

Truck Journal... found on owners’ desks and in smoko rooms nationwide


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News Army assists with Westland bridge build The New Zealand Defence Force (NZDF), Downer and numerous sub contracts worked together to help rebuild South Westland’s Waiho River Bailey bridge, washed away by rock-filled floodwaters. “Collaboration is the key to getting the network reconnected for the local community,” says Downer’s South Island General Manager Scott Ford. “We know how important a link this bridge is in the South Island and for the businesses in South Westland,” added NZ Transport Agency System Manager, Pete Connors.

Omnibus changes rules Minor changes to the Land Transport Rule mean vehicle importers may no longer need to retrofit brakes to comply with New Zealand national standards as many of these imports (particularly from Asia and Europe) already meeting higher standards in their country of manufacture. The Omnibus amendment has also clarified truck air brake applications and the definition of gross mass. Full details of the changes can be found at the NZTA website: https://www. nzta.govt.nz/about-us/consultations/ archive/land-transport-rule-regulatorystewardship-omnibus-amendment-2018/

Volvo add Glen Walker Volvo Trucks has appointed Glen Walker as its new Auckland Account Manager based at Alliance Truck & Bus in Wiri. Glen has 25 years of industry experience from driving through to senior management, including time in his own transport business.

IVECO opens Auckland facility IVECO New Zealand’s all-new head office and service facility was opened recently to much fanfare, supported by many of the firm’s top overseas management. The $16 million dollar facility is part of a growing trend by off shore owners to install modern workshop facilities in key locations around the country. Stefano Pampalone, Chief Operating Officer, CNH Industrial, APAC Region spoke to the gathered crowd. He mentioned the need for the company to expand its foot print in New Zealand so that IVECO owners can experience the same levels of service and support that are enjoyed worldwide. Addressing what clients can expect from the brand during 2019 he mentioned the expected arrival of the new X-Way construction vehicles as well as pointing toward a Euro 6 future. He emphasised the brand’s commitment to developing and deploying the best emissions technologies, highlighting the massive steps the company has made with ultra low emission natural gas vehicles in Europe. Based in Wiri, Auckland, the expansive workshop forms part of a multi-million dollar head office, sales, service and parts development designed to support IVECO vehicle owners across the Auckland region. At its expected peak, the operation is expected to employ 50 staff in all facets of the business. The new workshop offers 10 service bays with an equivalent number of factory-trained and trainee technicians. Latest generation aids for the technicians

Iveco senior management cutting the ribbon

6 TRUCK Journal June 2019

include a pair of first flush to the floor mounted 25,000kg rated ‘Sky-Lift’, fixed and mobile hoists and a 5,000kg crane in the 30m wide drive-through service lanes. BM brake testing and suspension testing equipment aid the diagnostic process. The first of two call-out vehicles to support operators after hours has arrived with further vehicles equipped to deal with electrical/computer issues also on the way. The workshop is served by a wellstocked 1400m² parts warehouse, meaning most parts are held in stock. With over 13,000 line items in stock and more on the way, it can supply anything from a full cab to a sensor, and any items not in stock can easily be flown out from the Australian parts centre overnight. This service is augmented by on road sales staff who can assist owners with their parts requirements. IVECO Dealer Principal – New Zealand, Jason Keddie, said the new service facility would go a long way in helping IVECO deliver the highest level of support for its customers. “IVECO recognises the importance of the New Zealand market and we know that it’s not enough to simply provide our owners with high quality products – backing our vehicles correctly is equally as important,” Mr Keddie said. “The new facility and broader dealership increases the professionalism and range of services that we’re able to offer our customers, and in the coming months we’ll be looking to further add to these.” T J


DAF expands cab plant

Ferry companies lose patience over non compliance The NZ Shipping Federation recently reached out to the Road Transport Forum to discuss areas of concern which are not being addressed by the transport community. Two areas of very serious noncompliance have been identified as occurring far too regularly; DG declarations and ferry tie down design and compliance. Ship operators are worried about the safety of their ships and the lives of the people on board. Their interest in the correct cargo packing, documentation and segregation is a very real concern for the safety of the ship and crew. The nature of the cargo affects where it can be stowed, what it can be stowed near, when it can travel and even whether it can travel at all. They have pointed to multiple cases of operators submitting DG declarations that

don’t match what is being transported and/or its location on the vehicle. It is also essential that carriers use accurate technical names when making their declarations. Shippers are taking a two pronged approach to the matter. They have brought this to the attention of enforcement officials and regulators and will likely be increasing random inspections of cargo in the boarding queue with resultant delays and aggravation inevitable. The Shipping Federation has also noted multiple cases of tie down points on heavy vehicles breaking off during transit or whilst being twitched down. Operators must ensure their tie down points are correctly located and there are sufficient for the load, are fit for purpose and must be compliant with Part Two of the Load Anchorage Standard NZS 5444. T J

World first in fatigue research The Australian National Transport Commission and the Cooperative Research Centre for Alertness, Safety and Productivity have released the results of a two-year scientific study evaluated alertness monitoring technology and the impacts of work shifts on driver alertness. It analysed shift start time, the number of consecutive shifts, shift length, shift rotation, rest breaks and their likely impact on driver drowsiness and fatigue. The research involved a study of more than 300 heavy vehicle driver shifts both in-vehicle and in a laboratory, as well as 150,000 samples of retrospective data. The study also confirmed the scientific link between alertness and drowsiness patterns associated with specific work shifts for heavy vehicle driving. The key research findings were that the greatest alertness levels can be achieved under current Australian standard driving hours for shifts starting between 6am – 8am, including all rest breaks.

Greatest risk of an increase in drowsiness occurs: After 15 hours of day driving when a driver starts a shift before 9am. After 6–8 hours of night driving (when a driver starts a shift in the afternoon or evening). After 5 consecutive shifts when driving again for over 13 hours. When driving an early shift that starts after midnight and before 6am. During the first 1-2 night shifts a driver undertakes and during long night shift sequences. When a driver undertakes a backward shift rotation (from an evening, back to afternoon, or an afternoon back to a morning start). After long shift sequences of more than seven shifts. During nose-to-tail shifts where a sevenhour break only enables five hours of sleep – a duration previously associated with a three-fold increased risk for motor vehicle accidents. T J

DAF is to invest EUR 200 million in its cab plant in Westerlo, Belgium in order to be prepared for future production volumes as DAF further expands its success worldwide. The investment will allow production capacity of the cab plant to increase by 45% to 300 cabs per day in a 2-shift operation. DAF president, Harry Wolters: “The new state-of-the-art cab body and cab trimming factories are required for DAF to further grow both inside and outside Europe.”

Government encourages young drivers licensing Prime Minister Jacinda Ardern has announced that more young people will be supported to gain their restricted licence, through a new scheme backed by the NZ Transport Agency and Ministry of Social Development. “Improving safety is our top priority and this scheme is part of a much wider focus by the NZ Transport Agency to improve road safety,” says NZ Transport Agency Senior Manager of Strategic Interventions, Lisa Rossiter. Helping young drivers obtain licenses should also have positive benefits for the transport industry. Younger people no longer automatically seek out a driver’s license which can imped their progress through the licensing process on the way to secure heavy vehicle category licenses.

Driver injured by ramp A truck driver suffered a skull fracture and significant head injuries in 2017 after a stock loading ramp used to unload sheep from a truck fell on him when its winch system failed. As a result, the farmer was recently fined $33,000 and reparation of $40,000 awarded to the driver in the Dunedin Court. WorkSafe says the incident is a reminder that all stock loading ramps should be fitted with an automatic brake winch system to prevent unwinding.

June 2019

TRUCK Journal 7


Car transporters parking under investigation Auckland Transport wants to find a solution to the issue of car transporters being loaded and unloaded on suburban streets after safety concerns have been raised. John Strawbridge, AT’s group manager parking services and compliance says AT is worried about safety issues with transporter operators working around car yards particularly in Grey Lynn and New Lynn. AT, representatives of the local boards, the freight industry and the motor vehicle dealers are working on solutions.

Schenker adds more FUSO eCanters DB Schenker and FUSO are expanding their partnership in the field of fullyelectric light-duty trucks with the logistics provider adding four additional FUSO eCanter trucks to its urban short-radius distribution services in Paris, Frankfurt and Stuttgart. DB Schenker has been using an eCanter in Berlin since last year and is testing the use of the vehicles in its mixed fleets. “Our experience with the FUSO eCanter up until now has been valuable, it is perfectly suited to serving our customers in urban areas such as Paris or Frankfurt,” said Tristan Keusgen, head of European Fleet Management, DB Schenker.

Back rub solution for livestock carriers The much more proactive stance being taken by regulatory authorities with the issuing of thousands of dollars of fines to stock carriers presenting cattle with animal welfare issues at processing plants has driven innovative stock crate manufacturing company, Total Stock Crates to deliver a set of innovative simple solutions. Total Stock Crates’ Robin Fellingham says as soon as he became aware of the back rub issues, he and his team began working closely with the livestock industry to develop solutions to this animal welfare issue. The solution has been to modify their stock crates to minimise the chances of back rub occurring by tackling two of the most prominent back rub areas, the centre drains located between the upper and lower decks and the access walkway around the very top of the stock crate. The first solution revolves around the centre drain tray. The simple fix was to raise the centre drain by 45mm meaning the entire roof under the top floor is now completely flat. Without the protruding drain there is nothing left for the backs of the cattle to rub on. This is only part of the solution. By moving the drain up, Total has had to find a convenient and simple method

of ensuring the continued ease of use without adjusting the floor levels which would have adversely altered the compartment heights. By utilising a new C shaped aluminium extrusion, the floors now hook over the centre drain beam and sit on a high density nylon/plastic runner to minimise wear. The access way around the top of the crate previously utilised a sharp edged strengthening bracket to support the edge away from the crate wall. When it was realised that this too, could injure the stock another newly created extrusion ensures that the backs of the cattle just can’t get anywhere near this bracket. By sloping the outer edge to over 60 degrees and then removing the sharp edges by replacing them with re-profiled wide radius corners the new support bracket should no longer present problems for the stock. Robin says, “It still comes as a surprise that after 25 years of building stock crates, a conversation with a customer (in this case Phil Sandford) can lead to the solution to a problem that no-one had previously brought to our attention. We have raised the centre drain about 45mm to now have a bottom cattle deck 1575mm deep and not lost any height in the top deck.” T J

NZTA now leading compliance function Preston Feight new PACCAR CEO PACCAR Inc announced the election of Preston Feight as chief executive officer (CEO) and member of the Board of Directors effective July 1. Preston Feight is currently executive vice president of PACCAR and succeeds retiring CEO Ron Armstrong. Mark Pigott remains as executive chairman and will continue to provide strategic counsel to the company.

8 TRUCK Journal June 2019

The NZ Transport Agency has completed the first phase of its Regulatory Compliance Review, clearing the original backlog of 850 open compliance cases and significantly improving its internal processes. New General Manager Kane Patena is now leading the regulatory function at the Agency, having taken over from law firm Meredith Connell. “Our new firm, but fair approach to regulatory compliance ensures those who are responsible for certifying vehicles and running commercial transport services do the right thing and comply with the rules,” NZ Transport Agency’s Acting CEO Brett Gliddon says. “We know that the overwhelming majority do a great job, but where we find evidence of operators breaking the rules and compromising safety we hold will them to account.”

The review has seen more than 300 enforcement actions taken against service providers, drivers and transport service operators who have failed to reach the required standards. “300 actions may sound like a significant number, but context is key it’s a very small percentage of a huge and critically important industry,” Brent said. The Transport Agency’s regulatory responsibilities include 390,000 Class 2-5 heavy vehicle licence holders, 45,000 Transport Service Licences, course providers, more than 8,300 inspectors working at over 3,500 inspecting organisations, and a fleet of more than 4.3 million licensed vehicles. Meredith Connell will be retained in a legal advisory role as and where needed. T J


This is Japan’s most advanced truck.

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We look after our own


Safety alert – Patrick Chu certifications revoked 7% fuel improvement for Volvo’s FH flagship In order to provide improved fuel efficiency to its customers, Volvo Trucks in Europe is introducing Volvo FH with I-Save. By combining the new D13TC engine with updated fuel-saving features, this new solution can cut fuel costs by up to 7% in long-haul operations – without compromising drivability they say. Changes to axles, engine torque and optimised transmission software along with electronic enhancements (not yet available in NZ) are responsible to the fuel efficiency gain.

US study finds speed and deaths increase together A recently released study in the US has found that increasing speed limits has brought with it an increase in the number of road deaths. The study recognised that increased speed under perfect conditions gave the impression of saving time (minimal amounts) but also noted that traffic conditions rarely delivered the perceived benefit. It concluded that whilst most people recognised that if they crashed it would be more damaging, but also hold the belief that it will never happen to them.

10 TRUCK Journal June 2019

Following an ongoing investigation into ex-heavy vehicle specialist certifier Patrick Chu of Transport and Structure Ltd, the NZ Transport Agency has immediately revoked the certifications of around 300 drawbars and drawbeams on heavy vehicles and trailers. This means the components must be recertified before they can be used to tow anything. Up to 1,700 further certifications have also been revoked, but the vehicle owners will either be eligible to apply for exemptions, or in most cases, will have exemptions automatically applied. The exemptions will allow the components to continue to be used to tow for the periods specified in the revocation notices. Once an exemption has expired, the drawbar or drawbeam must be recertified before it can be used to tow anything. The exemptions will be for either 3, 6 or 12 months. Further details of these exemptions, as well as vehicle plate numbers, will be made available on the NZTA website “It’s important we continue to ensure safety comes first, but we’re also aware of the impact these decisions have on the heavy vehicle industry and heavy vehicle specialist certifiers,” says Steve Haszard,

Regulatory Lead and Meredith Connell Managing Partner. “We’ve carefully considered this decision and feel that a one-size-fits-all approach is not applicable, therefore we’ve applied a number of exemptions to the vehicles affected.” “The result of these exemptions means only around 300 vehicles require immediate recertification of drawbars and drawbeams, this will help off-set the impact to industry.” A team of senior industry engineers and experts at the Transport Agency undertook an investigation into Mr Chu’s files and discovered certification were issued for a range of non-compliant drawbars and drawbeams. To assist vehicle owners with recertification, the Transport Agency is talking with heavy vehicle specialist certifiers regarding options that could ease pressure in the Auckland region. The Transport Agency will cover some costs – more detail is available on the Agency’s website at www.nzta.govt.nz/ patrick-chu T J


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Event

Turners Truck & Machinery Show

Will Bishop attended the Turners Truck & Machinery Show and reports back here. The show had a fantastic turn out with great public support. The move from Kumeu to the Pukekohe Park Raceway seems to have paid dividends with 170 trucks in the Show and Shine, and trade displays and events which captured the imagination. The finale saw the trucks parade around the Pukekohe race track before the prizes were handed out. T J

Results at a glance People’s Choice: NorthChill Ltd – Kenworth T900 Best of Fleet: Riordan & West Ltd New truck: 1 Seay Distribution Ltd – Kenworth K200, 2 Waharoa Transport – DAF CF85 Visual impact: 1 Wyatt Haulage Ltd – Kenworth K200, 2 Aarons Contracting Ltd Kenworth K104 Classic: 1 SuperFreight Ltd – White 2064, 2 Stuart Howard MercedesBenz L312 Tractor unit: 1 NorthChill Ltd – Kenworth K200, 2 Wayne Croft Transport Ltd – Mack Trident Curtainsider: 1 APL Direct Ltd – Scania R450, 2 RPC Logistics Ltd – Hino 700 Crane truck/sideloader: 1 Cargo Plus Ltd – Freightliner Century Class, 2 VT Transport Ltd – Hino 500 Tipper: 1 Luke Brinkley – International TF2670, 2 Maurice Vickers Transport Ltd – Mack CL Livestock/logger: OnRoad Transport Ltd – Kenworth K200, 2 Terrance Howard & Sons Ltd – Mercedes-Benz Heavy Haulage: 1 McRobbie Bros Ltd – Kenworth K200, 2 Ward Demolition Ltd Kenworth T909 Miscellaneous: 1 NorthChill Ltd – Kenworth T900, 2 Counties Ready Mix Ltd – Hino 500 Ute/pick up: 1 VT Transport Ltd 2 Jesmond Contractors Ltd

12 TRUCK Journal June 2019


Check out our TRUCK Journal Show n Shine Facebook page

Multispares Show n’ Shine

Photos: Simon Vincent and Andrew Geddes

Win a multispares prize pack

This four year old Coronado still looks like new

The four truck fleet of Dunedin based McKillop Contracting has to be one of the better turned out trucking operations in town. Three of these trucks regularly run between Dunedin and Christchurch, yet each of them is kept looking immaculate. Congratulations to the McKillop Contracting team on winning this month’s Multispares Show ‘n’ Shine award. T J

We welcome contributions to the Show n Shine section. To enter the competition 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 The winning entry will appear in the next available issue. Please refer to our contribution conditions on the Welcome page or our website www.truckjournal.co.nz June 2019

TRUCK Journal 13


Deals Alex “Tex” McKillop, McKillop Contracting has added a third Freightliner Coronado (the second in a matter of months) to his expanding operation. The Dunedin based truck, along with the other two, haul quad axle semi-trailers to Christchurch daily for TSI carrying food stuffs for the local supermarkets. The striking white truck has been fitted with a 34” sleeper box to enhance the driver’s environment.

Engine: Detroit DD15 560hp, Transmission: Eaton Roadranger RTLO-20918B 18 speed manual. Rear axles: Meritor RT-46-160. Rear suspension: Freightliner 46,000lb Airliner. Photo: Andrew Geddes.

Christchurch freight company, Burnell & Son Transport Ltd has recently added this memorial truck to their line-up. The custom 34” sleeper equipped truck has a host of custom touches as part of the chrome and stainless additions. The back wall of the sleeper features a mural remembering Wayne’s late father, Ron “Rocky” Burnell, a long time Timaru based truck driver. The graphics and mural were completed by Timaru Signs and Graphix. The new Freightliner regularly tows a quad flat deck semi-trailer. Engine: Detroit DD15 560hp, Transmission: Eaton Roadranger RTLO-20918B 18 speed manual. Rear axles: Meritor RT-46-160. Rear suspension: Freightliner 46,000lb Airliner. Photo: Andrew Geddes.

14 TRUCK Journal June 2019


Ross and Nicky Butler, Rosnic Ltd have put this latest generation Mercedes-Benz Arocs on the road with nationwide freight forwarders, Owens Road, servicing Central Otago from Christchurch. The big eight wheeled freight carrier has a curtain side body and five axle trailer provided by TMC Trailers.

Driver: Ross Butler. Engine: Mercedes-Benz OM471 530hp, Transmission: Mercedes-Benz G330 Powershift 3 12 AMT. Rear axles: Mercedes-Benz hub reduction. Rear suspension: Mercedes-Benz eight air bag.

Well known Canterbury rural carriers, Ellesmere Transport has recently taken delivery of three Mercedes-Benz Arocs stock units. These trucks continue to cement the strong alignment between the brand and the firm which stretches back decades. The Arocs shown here includes a deck which was built in house and a new Nationwide Stock Crates stock crate. It can be seen towing one of the firmâ&#x20AC;&#x2122;s existing four axle trailers whilst a new five axle is built. The bold yellow stripes and signage were completed by Timaru Signs & Graphix. Driver: Corey Chapman. Engine: Mercedes-Benz OM473 580hp, Transmission: Mercedes-Benz G330 Powershift 3 12 AMT. Rear axles: Mercedes-Benz hub reduction. Rear suspension: Mercedes-Benz eight air bag. Photo: Andrew Geddes.

June 2019

TRUCK Journal 15


Whakatane might be home base for DPS Haulage, however the firm also has trucks spread around the logging hot spots of the East Coast and Gisborne. The latest addition to the 20 odd strong fleet is this custom built Kenworth K200. The truck has been to Patchell Industries where the unit was fitted out for its intended role with multi bolsters on the truck and a

three axle multi trailer. A fully enclosed self-loader crane completed the jigsaw. The truck was imaged by Haddock Spray Painters with MCS adding all the shiny bits. CTI aids traction in the bush. Driver: Darren. Engine: Cummins X15 600hp, Transmission: Eaton Roadranger RTLO-22918B 18 speed manual. Rear axles: Meritor RT-46-160. Rear suspension: PACCAR Airglide 460.

The melding of transport entities has been an ongoing part of the transport industry for as long as the industry has been in existence. The OTL Group Ltd, which comprises the former Otorohanga Transport Ltd and Lime Haulage Ltd businesses, welcomes another long serving name in the livestock game to its ranks, Nic â&#x20AC;&#x153;Nigsâ&#x20AC;? and Megan Ericksen of Ericksen Trucking Ltd based out of Pirongia. The Ericksen family has been historically involved in the industry with four of its members previously working in livestock. Ericksen Trucking Ltd has wrapped this stunning new Kenworth K200 in OTL Group blues to haul livestock around the North Island. Jackson Enterprises built the stock deck with Nationwide delivering the stock crate. CTI and load shear front suspension were also included. Engine: Cummins X15 600hp, Transmission: Eaton Roadranger RTLO20918B 18 speed manual. Rear axles: Meritor RT-46-160. Rear suspension: Hendrickson Primaax.

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The family trucking business of A C Palmer and Sons has a history stretching back to the 1970s. Today, under the control of the second generation, the company continues to offer the Nelson district locals excellent service. Palmer’s latest addition to its line-up is a second DAF CF85.510. The DAF has been specc’d to cope with its on/off highway workload with straight beam front axles. Guy Norris Engineering in Christchurch added the steel bathtub deck before the truck was delivered. The unit will carry fertiliser and aggregates around then district. Driver: Allan “Frewie” Frew. Engine: PACCAR MX375 510hp, Transmission: Eaton Roadranger RTLO-20918B 18 speed manual. Rear axles: Meritor RT-46-160. Rear suspension: PACCAR Airglide.

Whitfield Transport Ltd’s spectacular blue, white and silver livery never fails to impress. The colours look good on any truck but maybe none better than this striking new Kenworth K200 Aerodyne, one of two new quad tractor units to take over the mantle with the imminent discontinuation of the firm’s past favourite model. Covering the country, the units can be seen with either six axle B-Trains or quad semi-trailers. These highly specc’d trucks have a

host of extras to make them stand out. Much of the finishing work was carried out by the crew at Southpac Trucks in their Auckland preparation department. Engine: Cummins X15 600hp ADEPT, Transmission: One Eaton Roadranger RTLO-20918B 18 speed manual and one UltraShift AMT. Rear axles: Meritor RT-46-160. Rear suspension: PACCAR Airglide 400. Photo: Alex Vincent.

June 2019

TRUCK Journal 17


More European than ever, FUSO’s Shogun sets the pace FUSO’s Shogun name has been missing for far too long. However, the return of the name only scratches the surface when it comes to what the new FUSO heavy duty model range actually offers. Simon Vincent has been to find out why Fuso NZ believe they have cracked the market with the latest version of the renowned Shogun. Where the Shogun looks set to lead, others will surely have to follow. This month we review the amazing level of spec on offer, we will bring you our driving impressions which confirm just how far ahead the impressive new FUSO has gone in an upcoming issue. There’s plenty to talk about. The arrival of the latest generation FUSO heavy weight brings with it the welcome return of the legendary “Shogun” name which has been synonymous with the brand since the 1980s. Launching a new model of truck can be fraught with uncertainly for any truck maker yet FUSO’s latest iteration of its Shogun represents a world of difference from its former Euro HD models. Gone is parent company, Daimler Truck and Bus’s passion to differentiate its products to specific sectors which left FUSO fighting with one hand tied behind its back. In its place comes a product range which looks set to lead the Japanese brand’s assault, not only in its own sector, but also in the lower end of the European market. This may well

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help reverse the trend which has seen European brands successfully nibbling away at what was traditionally seen as the Japanese truck market. For the trucking community in New Zealand this means a range of trucks which deliver on every level. These new Shoguns are providing a European level of power, performance, driver comfort, quietness, ease of operation, and safety features that are only found on some of the top end of the automotive market. Oh, and did I mention tare weight? Which, given the ever increasing weight of trucks, is a welcome respite in the upward trajectory of curb weights. It seems that the Shogun really is bringing back the fight for the middle ground – a luxury spec with sensible

pricing and a standard feature list like no other. “We are very excited to be bringing Shogun back to New Zealand as the most advanced Japanese truck ever,” said Fuso NZ managing director Kurtis Andrews. “It’s an iconic name with an impressive legacy and the new-generation model is sure to add to its prestige.” The heart of the new Shogun is its highly efficient Euro 6 Daimler 10.7L OM470 engine which comes rated to either 398hp/2,011Nm (T2) or 460hp/2,213Nm (T4). A hallmark of this engine is a very steep rise in torque ending in a flat top torque curve. Couple this to the middle rev range maximum horsepower output and you have more


or less constant power from 1450rpm to 1800rpm. This Daimler family engine blends the engineering strengths from all its global divisions but remains closely related to the well-respected 11-litre Detroit DD11, itself part of Daimler’s heavy duty engine platform range of engines. With the addition of German precision and Japanese attention to detail it becomes a package that’s hard to beat. Built as an entirely new design, the OM470 is packed with state of the art componentry. Long proven in the automotive industry, asymmetric turbo charging (no more VGT or wastegate) delivers simplicity with improved performance by manipulating the ERG system to meet the engine inlet pressure requirements.

The X-Pulse Common Rail Injection System controls injector pressure and volume for optimum combustion at a lower temperature and a shorter afterburn period reducing harmful exhaust gases (NOx) and particulate matter. Twin solenoids in the injector control pressure and opening intervals. Improvements to the fuel economy come from more precise fuel injection and burn rates. Natty features such as the engine starting on only three cylinders and then running on the same three cylinders under low load conditions also add to the lower fuel burn picture. The OM470 now includes a three stage Jacobs engine brake which delivers a full 460hp of retardation power in either horsepower version (and significantly

more that the 320hp of the old OM457). The Jake brake utilises the existing cams associated with the four valve DOHC valve train, which has meant removing the dedicated exhaust brake valve gear and the need for a butterfly exhaust valve system. These changes have simplified the engine. Even the air compressor is SMART controlled so as to disengage when not required. Daily oil checks have been replaced by a simple check through the truck’s dash mounted multifunction display. The OM470 also offers a handy 170kg weight saving over the older OM457. “Testing across a range of New Zealand conditions, we’ve seen a 20% reduction in fuel use over the HD,” Kurtis enthuses. June 2019

TRUCK Journal 19


The modern interior includes a fatigue monitor in addition to all the other safety features

Behind the new engine is an all new, direct acting, integrated clutch. Sensors ensure the clutch sits ready to shift at all times and its self-adjusting mechanism ensures perfect adjustment every time. This means the former external air cylinder and push rods which were used to operate a traditional clutch have been removed. A major step forward has been the introduction of “ShiftPilot” to replace the “Inomat” automated manual transmission control (AMT). Whilst retaining the proven mechanicals of the Daimler derived 12 speed G230/G330 transmissions, the latest electronic controls and shift mapping are streets ahead of the old design. With a simplified communications network, fewer electronic control units and a common language the shift in the Shift Pilot has halved the time it took to shift previously. At 0.6 sec shift speeds it will match or better most other AMTs on the market. What makes the transmission stand apart, even from similar versions of the same basic transmission, is the extent to which FUSO has gone to customise the software to match local operating conditions. Japanese engineers spent two weeks working with the test trucks with experienced test drivers to ensure that the shifts occurred as and when needed. Changes mean the transmission now down shifts 100rpm later than in either the power or standard modes. Changes to the parameters of the incline sensor in the gearbox will also help prevent hunting in the top two gears over our wonderful rolling country. Other changes include moving the kick down from 2000 rpm to 1800 rpm to ensure the engine drops straight back into the power band. The initial lift off gear has also been reset, moving back to third in this version. “Its new ShiftPilot transmission mapping, customised for New Zealand conditions, is a huge step up and drivers will appreciate the significantly quicker gear shifts,” Kurtis believes. The combination of faster gearshifts and customisation for New Zealand road conditions makes all the difference for drivers out on the highways.

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After optimising the transmission to shift at the engine’s sweet spots, further fuel savings are available with the Eco Mode 3.0 which offers Eco Roll and Eco-Cruise. Eco Roll neutralises the transmission when power is not required but kicks immediately back into gear when the brakes or power is added. Eco-Cruise allows a driver a selectable range of speed variances before responding to brakes or throttle. Further driver assistance for difficult conditions comes through the “Rock Free” and “Crawler” modes. Manual mode gives drivers the option of performing ondemand gear changes. FUSO high-grade engine oil and Mercedes-Benz synthetic oil in the transmission and differential allows for improved performance and extended oil change intervals up to 60,000km in some applications. The on-board computer calculates and can readjust the service intervals based on the host of different operating conditions and parameters it monitors. This next service information is easily attained from the multifunction dash display. A safety inspection and greasing still need to be carried out every 15,000km. This is to ensure reliability isn’t compromised and are a requirement for maintaining full warranty coverage. The Shogun retains its light weight SuperFrame chassis, with its rivet-less top flange. The only major change below the frame rails has been the addition of a FUPs (Front Underrun Protection) bar. What is most noticeable is the significantly larger exhaust muffler/catalyst box mounted to the right hand chassis rail. This state of the art tail pipe emissions filter contains a pair of catalysts (pre and post the Diesel Particulate Filter) which incorporate considerably more material to neutralise the harmful exhaust components (primarily NOx and particulates). The new system consumes considerably less AdBlue (claimed at approx. 2% down from around 5% currently) due to its more efficient operation. Fuel tanks remain alloy with a 400 litre capacity and Alcoa aluminium wheels are standard fitment.


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TRUCK Journal 21


FUSO suspension and axles are carried over from the previous model. It is the cab which will attract the most attention from the driver and his new office is a major step forward. The exterior sheet metal remains largely untouched with minor styling cues and updates. Inside is a world apart from the outgoing HD. An extensive range of safety systems and a premium interior mean the Shogun will appeal equally to drivers who want a safe and comfortable work environment, and operators who want to demonstrate that their staff are their most valuable asset. Fuso NZ have chosen the “Premium” trim package for the Shogun, the most plush package available from FUSO. The allblack interior is accented by carbon fibre highlights, bringing a luxurious premium feel to the refreshed space. FUSO’s “Silent Cabin Package” has been specified for all models, and it includes additional sound-deadening material and a thicker mattress to minimise engine noise intrusion into the cab. Getting to the Daimler contoured and cushioned air-suspension seat with its integrated seat belt is a breeze. Extended grab handles and comfortable, evenly placed staircase steps make the entry process as simple and safe as possible. Additional lighting has been fitted to improve the access process after dark. The 400hp model range Shogun returns to a lower floor and cab height of earlier engines before larger cooling packages necessitated lifting the cabs. Slip behind the multifunction leather steering wheel and look out over the new Daimler instrument multifunction display and gauge binnacle and you will begin to feel just how FUSO has put ease of operation and driver comfort first. FUSO has introduced keyless operation with one-touch push button engine start. In association with this is built in security

22 TRUCK Journal June 2019

with multiple layers of immobiliser protection bringing more safe guards and security. Extra functionality includes a yard shunting and extended idle facility with the key removed. A large centrally mounted multifunction display gives drivers all the information they need whilst, at the same time, allowing driver inputs to suit their desired requirements. These are easily accessed via push button controls on the steering wheel. The steering wheel will be familiar to those already running Daimler product. The ShiftPilot stalk control is on the left-hand side of the steering column. This stalk offers full control of the transmission and the three stage engine brake. Gears can be manually shifted by paddle shifting the stalk, manual and auto mode selected, and driving modes chosen in a single convenient location. The indictor stalk takes its rightful place on the right hand side of the steering column. With access to the latest safety systems from the Daimler group, FUSO has added six active safety systems alongside its traditional passive measures. Electronic Brake System (EBS), Electronic Stability Control (ESC) and Active Emergency Braking (ABA4) are complemented by a Lane Departure Warning System and Adaptive Cruise Control and Active Attention Assist (AAA), an advanced driver fatigue monitoring system. Of these, ABA4 delivers an immediate and extremely valuable automatic braking system. At speeds up to 80km/h ABA4 helps to avoid or mitigate collisions with other vehicles whilst it will detect and react to pedestrians up to 50 km/h. The system relies on a combination of radar and a forward facing camera to monitor the road ahead for any hazards. The AAA driver fatigue monitor relies on a range of inputs from monitoring steering inputs and driver behaviour, tracking the truck’s path between lane markings, accrued time behind


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the wheel and the driver’s head position and eye movement (including through sun glasses) to register signs of driver fatigue. It will issue an alert if it detects any signs of drowsiness. Over time these alerts will be registered back at the truck’s base in real time by the vehicle’s telematics system. The Proximity Control Assist (adaptive cruise control) automatically adapts the truck’s speed through acceleration and brake control to maintain a driver configurable safe proximity to the vehicle in front. The system incorporates a stop-and-go function which will bring the truck to a complete stop if the vehicle in front stops and then slowly pull away when the vehicle in front starts to move ahead (if the vehicle ahead stops for a few seconds). After a longer stop, the driver can restart the system by pressing on the accelerator or reengaging the adaptive cruise. A robust state-of-the-art CAN bus electronic architecture provides for seamless integration of all the Shogun’s multitude of sensors and control units from the engine and transmission to the plethora of electronic safety features. The CAN bus ensures smooth and efficient interoperability with data transfer speeds at the top of the industry. Passive safety features include an ECE-R29 European strength cab structure with side impact beams in the doors and a front mounted FUPs beam. Inside, the driver benefits from an airbag in the steering wheel. The large 7” touchscreen media unit (no CD player) delivers safety and entertainment benefits. On the safety side it provides for a high definition Infrared reversing camera that will be delivered with each truck. The system has the capability of housing up to five camera inputs, can monitor reversing sensors and includes a tyre pressure monitoring system for those who want it. The unit also works with Apple CarPlay and Android Auto which has been offered exclusively to Fuso NZ for two years. The ability for drivers to take and make calls hands-free and read and reply to text messages via the text-to-speech functionality

24 TRUCK Journal June 2019

means they no longer have to turn their attention away from the road. Steering wheel controls ensure safe operation of this safety based system. The unit is also compatible with phone apps such as Google Maps and Spotify. Rounding out the safety package include an Emergency Stopping Signal (flashing brake lights), speed limiter, Hill Start Assist, traction control, inter-axle diff lock, trailer brake, autosensing and levelling XtraVision LED headlights (LED low beam only) and auto-wipers. A new electric twin mirror system provides a larger viewing area with separate lower spotter mirrors both sides, a very welcome improvement. Kurtis is keen to advise that, “In addition to all of these benefits, we’re offering an extended 5yrs/500,000km warranty as standard across the range. Simply have your Shogun serviced at an authorised FUSO Service Centre, at the recommended servicing intervals, and you are covered by an additional 2yrs/250,000km on top of the first 3yrs/250,000km.” Right from the start the all new Shogun has been engineered to provide a swift return on investment to the operator. Fuel gains, safety upgrades and driver comfort enhancements all add to the delivery of what must be one of the best trucks to emerge from Japan. With a general trend toward safer, more efficient vehicles, the Shogun is not only ideally placed to capture a solid market share in what has traditionally been the domain of the Japanese brands, it can now stretch up into part of the growing European market. So, when you consider FUSO’s latest marketing slogan ‘We look after our own’, it’s not hard to see what they mean. Engineering for maximum efficiency and performance, whilst built with better-quality materials for improved longevity, the Shogun is certain to lead the way for its growing client base. Watch out for my driving impressions report in the near future. T J


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Trucking in the blood Photos: Neville and Audrey Little collection, Stu Ennis

part 1

Neville Little with his restored pride and joy

The Little family has a long history in the transport arena. Neville is second generation, having begun his career with the family firm in Waianiwa Transport Ltd in Southland. Nearing retirement, Neville is enjoying the sunnier climes of mid-Canterbury whilst still pushing trucks around the Island for Rural Transport in Ashburton. Simon Vincent has been to speak with him about his time in trucking and how much it has changed. This is the first in a two part series. June 2019 TRUCK

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One of Waianawa Transport’s 1418 Mercedes-Benz

Mercedes-Benz bulk spreader

Neville with a load of hay on an Austin

Like so many youngsters with a family connection to transport, Neville Little has been around trucks since he was born. From the family of five, it was Neville who contracted the transport bug, the rest of the family choosing their own paths. Neville clearly remembers driving trucks from an early age. From around the age of 10 he would drive around the paddocks to help collect bales of hay. The young boys would be assisted with turning around or such like only if necessary. It was up to the men to do the heavy lifting getting the bales onto the deck and then stacked and tied for transport. On leaving school at 15, Neville found himself an apprenticeship as a carpenter/joiner. The job involved a fair amount of working away from home with time spent around Queenstown and Frankton or out on farms. He says they’d stay away a lot, only returning home on weekends. Even if they were working locally, they still did long hours due to the manual nature of the job, everything was done by hand from mixing concrete to pitching roofs. All this hard work and long hours left little time to do anything else during the week but come the weekend Neville would help out his father with the transport. He would drive the bulk sower which he reckoned he “quite enjoyed” as it helped build up his experience as he roared around the paddocks. After Neville had completed his time, his father lured him back into the transport by offering him a Mercedes-Benz 1418 truck with a tag axle and trailer unit to drive after the driver indicated he was leaving.

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Neville initially spent his time driving the firm’s TK Bedford doing a bit of stock while waiting for the bigger truck to be free. He also spent more time in the bulky, it was all just part of a normal day’s work in transport. When Neville finally took over the bonneted 1418 he was also expected to take on the “horrendous hours” involved. It has to be remembered that this was the norm for the time and not something which would occur today. One of the major benefits of the time was that the pay structure could be considered much better than today. Time and a half after eight hours, double time, trailer money, dirt money, wet weather gear money, third deck money, meal allowances - the list of allowances goes on… Neville recalls Reg Brown (a local farmer) used to buy all his weaner stock from Canterbury during the droughts and Waianiwa Transport would haul it all home. There would be two truck and trailer units sent empty to pick up the stock twice a week (more if they could fit it in) to keep up. Neville recalls his first experiences with stock crates. His first time was with one of the firm’s old Leyland artics which involved using crawl through wooden crates! If the sheep wouldn’t come to you, you had to crawl in and push them out. Later they got crates where half the floors would fold which improved matters when it came to loading and unloading. One of Neville’s most exciting experiences carrying stock occurred when working for the same farmer. He was dispatched to a property at the Gates of Haast on the way to the West Coast.


Neville enjoyed this Detroit powered Scammell Crusader

Having found the place, he backed up to the loading ramp in preparation for pushing on 25 odd head he had to take back to Waianiwa. Neville was the only person there, so he set about getting them onto the truck. After opening the crate doors and walking down the race he came face to face with what could only be described as wild cattle staring back at him. “They took one look at me, and decided we’re going to have you!” he remembers. Neville wasn’t about to hang around! He vaulted over the side of the race and the cattle roared past into the crate. Standing outside the run he was left wondering how he was going to pen them up. No problems, he’d open the rear door and have a try at getting them into the pens. No such luck, on opening the rear doors they all flooded straight back into the yards. By now he had a bit of a handle on what was happening. Once again, he stood in the race and the cattle rushed for him again, straight back in the truck. Neville figured it was best just to leave them as they were, so he shut the gates between the truck and the trailer and set off for home. When he got home, he recalls telling Reg that the cattle were “mad, just nuts”. Well, after opening up the truck, the beasts simply rushed out, broke down gates and scattered themselves across the farm. The next day they received a call asking if Neville could take

them to the freezing works because he couldn’t keep them in anywhere. When he arrived to pick them up the stock yards were surrounded by tractors and machines as the cattle had been breaking out of the yards. At the works Neville wished the stockmen luck with the unruly mob and left, pleased to see the back end of them. Whilst Waianiwa had the licences to carry stock long distances, the rail monopoly was still strong and most other product still arrived by rail. Cement for the local builder was a classic example. It was unloaded from the rail, bag by bag, loaded on a truck and then delivered 200 metres up the road and then unloaded into the builder’s shed. That was half a day’s work. “Everybody was fit in those days,” he says. He also recalls those early days when his dad, Bob, was still running the transport. He says Bob would spend an hour and a half to two hours every night at his desk ringing all the farmers and working out his whole day. Once the loads were sorted he’d have to ring the drivers with their instructions for the next day. Bob’d be in the yard seeing the first truck off, even if it was 4 am in the morning. As time went by they got R/Ts. These were a great help – if you could get a signal. Neville has no idea how many bales of hay they’d shift in a season and every bale had to be double or triple handled. June 2019 TRUCK

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This early T-Line served as a demonstrator before Bob purchased it. Neville seen here with Trevor Hourston

He recalls that there would be three or four trucks and every driver (and more) on Reg Brown’s property for three or four days clearing all the paddocks of hay. In later years they benefitted from the first moves to mechanised handling. Initially they had the ubiquitous hay loaders, and these were followed by bale loaders on tractors. These picked up a dozen bales in a stack which quickly improved the speed and handling. If the loader driver was any good they could stack the bales straight on the deck in such a way that so long as they didn’t have to go out on the road they could drive to the hay shed without having to tie it down. Neville says the promise of a free beer to wash away the dust after the job was complete made the job more bearable. He still felt that the work was a lot of fun at the time. Neville’s 1418 was written off after a spectacular accident in Invercargill during 1978. He was approaching a rail crossing when he realised the lights and bells weren’t working. With a train right there, he hit the brakes which failed so he turned the wheel to go with the train. Fortuitously, Neville was uninjured and was found sitting on the roof, inside the cab on the driver’s side, amongst the mangled remains of the truck. The truck chassis was folded in half and the cab crushed. Understandably, it was written off afterwards.

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Because of this Neville had his licence revoked. To cover for this Audrey went and got her heavy transport licence which allowed her to drive Neville around in the truck when needed. Neville still got to do all the loading and unloading, though. Neville was then put on a dedicated stock unit in the form of a Scammell Crusader. This truck did a power of work, Neville says. During the peak season he could be doing a Canterbury return load every day. To keep up with this frenetic pace the truck would be loaded by one of the other drivers so that he could do it all again the next day. Even as a fit man this pace soon caught up with him. The turning point came when on the way home from Canterbury one night he stopped in Gore to try and refresh. To this day he can’t remember driving the last leg home. It was at that point he told his father it had to stop. The truck was the first in the fleet with what at the time was a “new fangled” 15 speed Roadranger constant mesh transmission and Neville was the only one who could drive it properly. He still wonders how the other drivers ever manged to load the truck for him. The truck was powered by the ubiquitous Detroit Diesel 8V71. Neville clearly recalls getting out of the cab one day in


Attending the Invercargill Truck Show

“Woody” hard at work carting logs

Canterbury after battling a northwester all the way to find the manifolds glowing red hot. It was a good old truck, it went really, really well, he says - but noisy! Short stacks, crates and open windows drove the noise of the Detroit straight back into the cab. In the months before the business was sold, Neville and Audrey started taking an active role in the day to day running of the business, answering the phone, working out the loads and directing the drivers. This all happened whilst Neville was still driving a truck. By 1980 Bob felt that it was time to sell the business. This way the four brothers and a sister could all follow their own paths and not have to try and make a go of the transport, which was really only Neville’s passion. It was a decision Neville supported as it didn’t really worry him at the time. Ryal Bush Transport Ltd picked up the trucks and the work but the name was retained for continued use for a while. As a way of keeping Neville in work Bob purchased one of the very first 290hp International T-Lines in Southland. The smart new truck had been used as a demonstrator. With the Waianiwa Transport Ltd legend on the door, Bob and Neville teamed up with Trevor Hourston, a local forestry contractor, to transport export logs to Bluff for rural stock and station company JE Watson Ltd.

When the logging work started to slow up Neville started carting to the chip mill at Awarua, just north of Bluff. With the logging work slowing even more, Neville was left with a small amount of work servicing saw mills around the district. One day Jim Dynes rang Bob and enquired what the truck was doing. With not much on, Jim offered them work around Nelson assisting with the burgeoning growth in selective logging. Grateful of the work, Neville took the T-Line north to assist Nelson Pine who were short of trucks as they waited for their new builds to arrive. The work was supposed to last only a couple of months but ended up being much longer. He worked alongside a number of trucks from North Island operators, including Stan Williamson, John Gifford and Colin Sargison. Dynes TW50 Nissan and Neville rounded out the group. Living at the Stoke pub and working together ensured that, after a few months, the drivers became firm friends. Neville ended up staying for months and there was no chance to go home when you were working six days a week. In the end Audrey and the kids had to come up to Nelson to see Neville. The work was good with runs as far away as Springs Junction or Reefton. The days were long, generally a long cart in the morning and a short one to finish the day, occasional he would have two long carts. The hope was that the next day would be a short one… June 2019 TRUCK

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Neville’s new career in freight with Southland Freight Haulage

Father and Son, Bob with Neville

The weather was bitter over the middle of winter as they battled muddy tracks, black ice or driving conditions so cold the fog froze into a solid sheet on the stone guard. Even coming from the notoriously cold Southland Neville says he’d never seen frosts like it. At some skids there wouldn’t always be a full load of long logs. As his truck was only set up for long logs, they’d lay down a bed of longs, build that up with shorts and then top off with some more long logs. With belly chains in place he’d head back to town. There were never any questions asked about the legality of the method and never any incidents of the loads moving. Neville says some of the tracks were worse than goat tracks, just straight clay roads. In the wet it was so bad that he would sometimes have to run the trailer in the water table to hold the truck back! There was no use connecting a bulldozer to the trailer as the weight of the logs was the only thing holding the unit together, the pole was only there to control the steering of the trailer dolly. “Driving a log truck teaches you so much,” Neville says. “That’s how drivers learn to cope with some of the worst driving conditions around. If you mess it up you have to walk a long way to get someone to come and help.” This was especially so, as there wasn’t the volume of log trucks and nicely metalled tracks that proliferate around the forests today. When Neville returned home, the logging work was still in the doldrums. But a solution was at hand. Ian Guise, Southland Freight Haulage, rang Bob and offered Neville and Audrey the chance to move to Christchurch to

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become owner drivers. They were expanding their freight operation and Ian was particularly keen to a have Southland driver take up this role to work alongside a Christchurch contractor (Cyril Kenworthy). Bob and Ian sorted out a rate for the tractor unit as Freight Haulage would supply the trailers. Neville and Audrey moved to Christchurch in 1984 to take up the new role. Company drivers Alf Paine and Alistair Gorrie, who both had International T-Lines, had been doing the Christchurch run day about (one going north one going south) from Invercargill. The aim of the change was to double the capacity by doing swaps. Neville ended up swapping with Alf in Dunedin. For Neville and Audrey the deal was pretty good, they had been promised four runs per week and they were paid whether they ran or not. This was back in the days when there was plenty of integrity and respect. The company realised that the owner drivers had put everything on the line and needed regular cashflow to meet their commitments. Neville says that if there wasn’t enough for his truck to do a run south, he would find something to do around the yard to help the smooth running of the operation (loading, manifesting etc). It was a time where give and take mattered. Both parties were looking toward the common goal, and both would succeed if they worked together to achieve that. This is in stark contrast to today’s single minded focus on looking only at one’s own personal interests and to hell with everyone else.


Poster

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

Central stunner Central Otago makes a stunning backdrop for Jolly Earthworks Ltd’s recently restored 1986 Mack Super-Liner. Craig Jolly purchased the Mack mid-2018, and for the next six months the truck underwent a massive make over before arriving home in Wanaka around Christmas time. The Super-Liner was purchased from Nigel Hope, BTRi, where it had been used to recover heavy vehicles and relocate over size loads. Craig delivered the Mack to Wilcock Truck Painters where it was given a complete make over. The Wilcock’s team stripped the cab back before repainting it in Jolly’s stunning sliver and blue livery. The interior has been extensively tidied with new

carpet, door cards and recovered seating. The head lining and rear panel are still original. The truck has a new rear bumper, new rear guards, new windscreens and much more was added before it was ready to deliver. Whilst Craig says the truck will get used occasionally, most of the time it is safely tucked away in a shed. This icon of the 1980s and 1990s has had a long and distinguished career in trucking. Starting its life with chemical specialists, Chemical Cleaning Ltd (Ixom today) in Mt Maunganui it has spent time with both Holltranz and BRTi before being snapped up by Craig. T J

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JOURNAL

June 2019 TRUCK

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Neville’s Mercedes-Benz as featured in Transpac marketing literature

The Mercedes-Benz arrived in Freight Haulage colours and was soon painted in Transpac’s livery

Neville says there was still a considerable amount of camaraderie within Freight Haulage as a lot of the staff had started out in Southland and then spread through the group’s widening operations, they were already part of the team. “It was like a family business.” Not only was there camaraderie within the company, all the overnight swap trucks from the various companies would all get along well together, stopping to eat together or forming up as a group to traverse the Northern Motorway and the Kilmog north of Dunedin if it had snowed. By going together they felt there would always someone there to help. In less than a month the truck was doing five swaps a week which certainly helped when it came to paying off the truck. The rate remained as agreed, with no hint of a rate cut just because there was more work. Neville and Audrey purchased the truck off Bob and N.R. Little & Co. Ltd was born. The truck ran really well and the only thing he can recall going wrong was when it broke one of the Hendrickson spring packs whilst doing line haul. It never broke a spring during all its time logging. Within a year the T-Line was traded in on a new MercedesBenz 2233S/30. Freight Haulage had ordered around 15 of the same trucks and offered them to the owner drivers at the same advantageous pricing. Bob was still in the thick of things and his love of the brand swung the deal. The major disappointment for

Neville was that he had ordered a high spec version with luxury add ons. When the truck arrived Freight Haulage were desperate for a truck and Neville agreed to let them have his truck and to take one of the later deliveries, which turned out to be a lower spec fleet truck. The truck never really met his expectations because it wasn’t the one he’d ordered and then a series of niggling little faults soured his experience. The truck was also not that good on diesel. A gearbox change to an over drive version helped but then he had to watch his speed and make sure that any other driver was just as careful. Work grew to such a stage that a young driver, Ross Busch was taken on to do the night swaps and Neville would run it though the day on local work. The driver arrived quite sceptical as he knew the truck had done 400,000km and had been expecting it to be a wreck. Instead, it still looked brand new, which is testament to Neville’s care and maintenance. Ross was a really good little driver Neville commented. Neville had begun hatching a plan to gear fast and run slow with his next truck. To test the theory of watching the rev counter and not the speedo, Neville completed a very slow trip home from Dunedin but proved that lower revs equalled much less fuel burned (70 litres less in fact). He was onto a winner. Next month we will continue Neville’s march through the transport industry. T J June 2019 TRUCK

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exclusive Premium content - Remember When L-R: International abound. First is the AA110 run about, followed by several R190s starting with the Cummins powered version (Joe Boyce), then the Detroit 6V53 truck (Nicky Houpapa), a petrol model later repowered with a 8V53 (Barry Mariu), and pair of 6-71 powered trucks (Bob Deadman and Jo Kahu).

EF Deadman Ltd – Part 1 Eric Deadman began hauling logs in the King Country before the Second World War. From small beginnings his business grew from a single truck to a small fleet before selling the business to his son Bob and his wife Margaret. By the early 1980s the changing regulatory environment and declining business ethics saw the new owners sell up their stake and take up farming, a decision they haven’t regretted. Simon Vincent looks back over the history of this well-known logging business with the assistance of the Deadman family. It has been thought that Eric Deadman most likely left school to work on the family farm at Piriaka in the King Country. Born in Te Kuiti and educated around the centre of the North Island, Eric’s journey to adulthood mirrored that of many a young man. At the tender age of 14, assisting the family break in land at the top of the farm was what was needed to help the farm grow to keep up with feeding and providing for the family. Once he had finished on the farm, Eric spent time at a saw mill where he lost two fingers. He then moved south to Palmerston North where he found work as a carpenter, but was put off during the depression. Eric was able to find a permanent position with the fire service, which also provided a roof over his head. Together with a business partner, it is understood Eric ran a parcel delivery service PDQ (Pretty Damn Quick) using his 1912 Harley Davidson motorcycle with an attached side car. Eric met his wife Lorna whilst delivering parcels around Palmerston North and the pair were married in Wanganui in January 1934.

By 1935 Eric was getting right into the transport game. His Transport License was approved in May of that year and he purchased a brand new three tonne Bedford with a cam and roller hoist costing the massive sum of 411 pounds. This was not only a huge amount of money, but it occurred during the height of the depression years. So, for a young man to have such reserves at that time would have been an impressive achievement. Eric and Lorna’s son Bob says that during its first year of operation the business turned over 1400 pounds which gives us some indication of the value of the new vehicle. Eric initially began carting and spreading metal for Spencer & Smith around Taumarunui, however this doesn’t appear to have lasted long. Eric soon converted the truck to haul logs and added a single axle trailer which cost a further 70 pounds. The newly transformed unit was contracted to Smyth Bros and Boryer Ltd who operated saw mills in the central North Island. Eric was soon carting sawn timber from Hauwai at the southern end of Lake Taupo to the National Park rail head.

Eric Deadman’s first Bedford

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Photos: Bob Deadman collection

Eric’s REO

Eric in conversation with the man from the Ministry, he received his first overweight ticket after this photo was taken

Eric’s Leyland Cub six wheeler

L-R The Cub loaded with various saw mill components

The family had moved to Hauwai during 1937 not long after their son Ray was born. Hauwai has long since disappeared. By this stage the Bedford had been replaced by a six wheeler 1936 Leyland Cub flat deck truck. The Leyland Cub is reported to have gone well and been reliable apart from its propensity to drop its gearbox onto the road from time to time. A second truck, a second hand 1934 International, helped out with the timber cartage as well as delivering sawn timber into Taumarunui. George Machin drove the International. Of course, the saw mills continually relocated to be nearer the source of the raw material. During such shifts the timber trucks would be employed to help relocate the milling apparatus. This included boilers, winches, rail tractors, machinery and such like. In 1938 the family returned to Taumarunui where Bob was born.

Eric went back to hauling logs again having converted the Leyland to a log truck. He was once again supplying Smyth Bros and Boryer’s saw mill at Te Whakarae. The logging roads were no better than before. This presented challenges for the larger Leyland which struggled to negotiate some of the difficult terrain, and often required multiple turns to negotiate its way along the tightest of the bush tracks. During the war years, Eric had a brush with the law over his hours of service. As today, drivers were required to maintain a “time book” that could loosely be described a as log book. As an owner driver Eric felt he should be exempt from having to fill out such a document, however the judiciary felt differently! During the war Eric’s trucks were requisitioned, along with everybody else’s. Having failed a medical, he operated machinery for W Stevenson in Auckland and Spencer & Smith in Taumarunui.

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Eric’s Cub, H S Poole’s Diamond T and a pair of unidentified Internationals

Moving bulldozers bush fashion on timber beams

Bob Deadman with an International R190

It has also been speculated that Eric somehow obtained a 1937 White “704” truck with a Tidd trailing axle during the war. This would have been quite an achievement given the war time restrictions in place. After the war, Eric become the owner of an REO “Heavy Duty” model. The Reo was used to haul logs down State Highway 41, known locally as the Punga. To increase performance the original Reo motor was replaced by a six cylinder Hercules petrol engine. Another innovation which was taking hold at the time was the use of water to cool the brakes. The cooling effect of the water could extend brake life on the gruelling 16 mile descent into Mananui. The idea for water cooling came out of Canada and early efforts involved securing ever larger drums of water to the chassis. Eric took the concept further, building purpose built rectangular tanks (eventually of 80 gallon capacity) which he fitted behind the cab. A series of pipes were then plumbed to the brake drums with nozzles spraying water on the brakes as required. Sand traps were added to the lines to prevent the nozzles blocking. The ever present fear of being caught overloaded finally became a reality when Eric’s single drive REO was weighed by a

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Traffic Officer in July 1950. The truck was found to have nineteen and a half tons of logs on. The result of course was Eric’s first ticket for over loading which, after appearing in court, netted him a very substantial 15 pound fine. With parts from a wrecked International truck, Eric grafted a double drive rear bogie to the REO in his own workshop (imagine doing that today!). Whilst this reduced the fines, they never quite went away. Even representations to government ministers and the Transport Department for greater carrying capacity limits seem to have failed to gain ground. Bob said that in 1951 the same truck blew a diff whilst climbing the Punga fully loaded. The diff was removed, and the truck was left overnight. During the night, some scoundrel siphoned off the petrol tank. The next day they returned to replace the diff and get on with the journey. As Eric had broken his arm, Reg Porter had been employed as a relief driver. Reg set off with the truck only for it to run out of petrol on the downhill side of the Punga. Without any brakes (the vacuum system stopped working without engine power) the truck raced onwards. After passing a grader Reg jumped from the cab, breaking both his ankles in the process.


A massive log on an early Inter

The brake cooling water system can be seen behind the cab, Bob is supervising the loading

Deadman’s first White logger

The truck was less fortunate and was a complete write off. As a replacement, Eric purchased his first L190 International, a move that would pretty much cement the brand in the fleet for the future. Bob recalls the L190 was powered by an RD 450 six cylinder petrol engine which delivered 145hp. This truck has great significance for Bob as it was the truck he learned to drive in when he was just 17. Bob had left school and worked for Dalgetys and the Ministry of Works for a while before being summoned to join his father in the transport operation. Eric had broken an arm again, so Bob was rather needed to fill in during 1956. Bob’s most exciting experience was to be pulled over, weighed and have all the legal paper work examined for the truck. What proved most fortuitous was that the officer never requested his license. Less than a month later, the day he turned 18, Bob sat his heavy traffic license. That same officer took him for his test! During the 1950s the operation grew. A second International, a newer R195 was procured to cart logs to the Ellis & Burnard mill in Ongarue. This contract continued until 1966 when the mill closed.

A third truck was purchased second hand with a transport licence from the Tama-i-whana Timber Co. This White 2064 arrived with another long-time logging identity Barry Towler behind the wheel. The White was traded in for a new International in 1962 and Ross Todd Motors in Cambridge squeezed a Detroit Diesel 6-71 engine under an elongated hood. The fourth truck arrived from the South Island via another Taumarunui contractor. This truck came with a petrol engine and was specified with full air brakes from new by George Wallace, Haast Transport. Later it was repowered with a Detroit Diesel 8V53. This was one of only two R195 Internationals Deadman’s had with full air braking. The next truck was an F1800 which had been repowered with a 4-71 Detroit Diesel previously owned by George Davis from Raetahi. Nicky Houpapa, who served the company for over 20 years, drove this truck. The F1800 was moved on in favour of an air braked 6V53 powered R195 International. We will continue the Deadman story in the next issue of TRUCK Journal. T J June 2019 TRUCK

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Loading logs with a winch and poles

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Brake cooling in evidence, water runs from under the truck


Gallery

send us a pic of your truck at work to be in to win

This month’s winning entry

Uhlenberg Haulage driver “Pitch” has sent in these two entries, the first taking a dozer out of a Taranaki pine forest with a Peterbilt and the second a Kenworth T409 SAR in the Taranaki back country.

Jess Taylor from Tow Works sent in this image of their tow truck taken by Andrew Geddes.

This Bulldog is taking his work seriously.

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


Above: Diana Heywood sent in this image of the Aysha Mack log truck her husband drives. Right: Eden Haulage’s International Eagle takes a break in the scenic central South Island.

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June 2019

TRUCK Journal 27


A new era in scrap cartage

The cartage of scrap metal has traditionally been a bit of a motley affair of worn out trucks with makeshift bins. This approach hardly engenders the inspiration and innovation needed to portray these businesses as the vital ingredient of the supply chain they are. A partnership between Metalcorp NZ Ltd and Wilsons Bulk Transport Ltd has delivered a flagship truck to tackle this arduous task with a level of professionalism and presentation not often seen in this part of the industry. Simon Vincent went to find out more about what is arguably New Zealandâ&#x20AC;&#x2122;s best looking scrap metal carrier. 28 TRUCK Journal June 2019


The scrap metal business is often seen as the poor cousin of the transport industry. The industry has, in the past, been dominated by old, worn out gear, poorly presented or unkempt trucks that often looking as worn out and beaten up as the product they cart on their backs. Unfortunately, the scrap industry’s far from “sexy” image has prevented it from attracting the calibre of staff that it would like. However, you would be missing the point if you didn’t realise that the scrap industry is a vital link on which so much of our manufacturing capacity relies. Old, worn out trucks and machines are reborn into the latest generation trucks and equipment from recycled metals. Whilst some in the industry remain locked in the past, others have embraced a professional new future. A future with modern and efficient equipment, working from modern and tidy facilities. Those that are leading the scrap metal game are investing in technology and developing best practice operations.

Metalcorp NZ Ltd may be one of the smaller metal recyclers, but its efforts to stand out as an industry leader are paying dividends. State of the art machinery and highly skilled staff ensure its Christchurch head office is showing how the industry should run. Over two years ago the company began investigating the best method for relocating its scrap product from around the middle and lower South Island. Facing an uphill battle in ensuring consistent transport services, Metalcorp owner, Trevor Munro began the process of evaluation, with an eye to purchasing and operating his own bulk materials unit. Trevor was keen to move to a walking floor trailer having witnessed what these trailers could do overseas. Checking out what could be purchased, Trevor came across Keith Walking Floors. After witnessing a two tonne electric motor being dropped and then bouncing on the floor ribs of one of these trailers without damaging it, he was sold. With the floor decision out of the way, his thoughts turned to a suitable truck and trailer combination. Initially he was drawn to a June 2019

TRUCK Journal 29


The walking floor literally throws out the load in a matter of seconds

quad axle semi trailer which he could have a contractor tow with an eight wheeler truck. It was around this time than discussions with the company that would become his transport partner, Wilson Bulk Transport Ltd in Ashburton, resulted in a complete rethink. Wilson’s General Manager, Jonathan Ward said that the quad semi wasn’t really going to be a suitable combination, there was a better way. After working together on the project, Trevor admits that when it comes to transport, using professionals who understand the business end to end proved to be the best solution. He thought he knew the best way to do the job but says the expertise shown by Jonathan and his team at Wilson’s has far exceeded his knowledge and expectations. It was all about the details right down to specifying the truck with heavy duty chassis rails. A complete rethink of the configuration to maximum weight and length meant the change to a nine axle unit would offer the best payload and capacity. General access with 50MAX and permits up to 58 tonne for specific routes would give significant payload advantages over a standard four plus four tipping combination with container bins which were being used at the time. Careful consideration was given to the unit’s stability, especially when unloading. Whilst most of the yards they would deliver to have solid, flat hard standing, the waste product (flock) disposal requires tipping at landfill sites which are neither level nor firm. By selecting a walking floor trailer, the risk of a trailer rollover is eliminated with the added benefit that a longer, larger capacity trailer could be utilised. Before the final go a head was given, Jonathan, Trevor and David Lusk from Lusk Engineering in Ashburton travelled to Australia, attending the Melbourne Truck show during 2016. This allowed them to confirm the suitability of the walking floor concept with a Keith Manufacturing Co representative. While there they were able to view a similar trailer in action at a local landfill site.

30 TRUCK Journal June 2019

The speed and ruggedness of the heavy duty steel V floor appealed and an order was placed. The Australian unit had obviously suffered some heavy use and, even in a damaged state, continued to operate without fuss, quickly and efficiently. On his return, David began the process of designing and building the maximum capacity unit. He had engineering drawings created by TransTech Dynamics, transport engineers specialising in harden steel designs based on his preliminary design. With drawings in place and the walking floor on hand, the process of building a standard 7.2m high cube tip bin for the truck and an 11.8m five axle high cube monocoque trailer began. Both bins were created using Hardox 450, a high tensile strength steel supplied by Real Steel and now in common use in the tipping industry. The bins have both been designed with the latest curved wall design technology which offers significantly improved strength without the need for additional bracing in addition to delivering a reduced tare weight. This means Lusk’s has only had to fit two stiffening pillars to the trailer and a single stiffener on the truck body. Both bins have been fitted with swing out container style doors and electrically operated covers. Internally the bins deliver a 2.3m width top and bottom within an overall 2.5m standard vehicle width. The truck has a capacity of 42m3 and the trailer comes in at 62m3. Fitting the walking floor was simple, according to David, with the unit placed in the bottom of the trailer and supported as the instructions required. Once in, they only had to supply flow and return hydraulics and power to the control module for the unit to work flawlessly. The floor utilises three double acting hydraulic rams which sequentially move one of the three slat rows back and forward to eject the trailer load. Emptying the trailer is a remarkably quick operation and the inclusion of a sweep mate leaves the floor clean.


Hardest. Toughest. Lightest. Swedish Steel truck bodies and trailers

Hardox & Strenx truck and trailer bodies built by Lusk Engineering

“This unit has carted thousands of tonnes of scrap metal but due to the Hardox it still looks brand new, with no dents, and the doors still operate perfectly. The scrap metal industry is very hard on gear and unit stands up to it, no worries.” — Trevor Munro, MetalCorp NZ At Real Steel we partner with you and the best transport engineers to build gear for most demanding work in New Zealand.

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Volvo remote

WABCO SmartBoard

To ensure the unit runs legally, the trailer has been fitted with WABCO SmartBoard which utilises the trailer air suspension to monitor axle loadings. On the truck, load cells under the hoist ram and tip pin deliver a similar result. These features ensure the 28.5 tonne payload can be fully utilised either in the yards or out on site. Since the unit entered service nearly 12 months ago, David says he hasn’t seen it back in his workshop, a great testament to the floor and the trailer design. The new Wilson’s unit hit the road in the middle of 2018 and has since gone on to impress everyone involved. The truck has been finished into Metalcorp’s striking purple, white and yellow livery as part of the process. Adding the livery has led to a noticeable increase in business requests, Trevor mentioned. From Trevor’s perspective, the truck represents a massive step forward for the company. What they have achieved is that they now have a dedicated transport service without any of the hassles of owning the truck, staffing it and making it run smoothly. He reckoned he would have to have added a staff member to oversee the transport, had to deal with sick leave and holidays – that is if he had been able to recruit one of the calibre he required, and would in all probability have specc’d and purchased a unit which didn’t deliver what this truck has been able to. He says that the move to have Wilson’s run the truck is, “The best decision we’ve ever made”. Trevor says the service Metalcorp receives from Wilson’s and especially the driver, Chris Murray, is exceptional. He especially appreciates how Chris has taken ownership of the job, a sentiment echoed by Jonathan. In fact, Jonathon says that he generally only knows where the truck is when he checks it on the GPS system. Chris runs the truck almost like an owner driver, liaising directly with Metalcorp and its clients to ensure the truck is utilised to its

32 TRUCK Journal June 2019

A sweep mat ensures a clean deck

full capacity. There are regular pick-ups and deliveries, and then there are the occasional out of routine jobs which have to be managed in. He also ensures the servicing, maintenance and general upkeep of the truck is maintained. Chris ensures that the truck is run legally, check weighing every load to ensure weight compliance. He also manages his workload to ensure he stays well within work time and log book hours. He is also fastidious with his presentation of the unit, something Trevor would not have been able to expect from a regular staff member. Trevor says Wilson’s have been able to supply a first class professional driver, something he admitted he would struggle with as professional drivers don’t typically consider industries outside professional trucking companies, he says. He believes he has all the benefits of having a dedicated truck without any of the hassle. The only teething trouble they ran into was when the first load was delivered. With the system activated, the trailer slowly spat out just a fraction of the load which left everyone scratching their heads. Consultation with the “User Manual” quickly resolved the situation and the load shot out the back. Summing up, Trevor says the move is, “The best thing I ever did.” When preparing for the bulk unit, the choice of truck came down to one of three makes with Kenworth, Freightliner and Volvo all in the mix. Jonathan says that unlike most of the fleet, this run demanded a higher specification truck. The distances and kilometres involved justified 600hp and fully equipped sleeper cab, which is utilised for sleeping most weeks. The Volvo’s long service intervals, driver safety and comforts and the cost effective Volvo Bluetooth remote (used to operate a number of the truck’s functions plus all the functions for the tip bin and walking floor) were major enticements. The only additions they have made to the spec has been the inclusion of a GPS system and Drivecam. T J


Chris Murray

Hardened slats eject the load

Loading at MetalCorp Ashburton

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1974 Leyland BX1000 Boxer Peter “Polly” Murdoch picked up this classic of British engineering to take participate in the classic truck scene having previously travelled with other run participants. His Leyland came from Ian Brown, an agricultural contractor in North Taieri (Dunedin). The Boxer spent most of its life carting fresh vegetables, from Mamona (south of Dunedin) to the Reilly’s Auction House, for Bankside Gardens owned by market gardener KaLang Young. KaLang purchased the Leyland from the Dunedin branch of Domtrac during 1974. The Boxer model was the cheapest truck on 20” wheels at the time Polly reckoned.

The truck did little in the way of mileage over its life and was sold when KaLang retired. Polly bought the truck in 2009 and set about tidying it up, attending to the brakes and mechanicals before getting it repainted. The signwriting on the door is a recreation of what it had when new. During its life the original, and unreliable, 100hp Leyland 698 (BMC diesel) engine was replaced with an Isuzu 6BD1 which still utilises the Turner 5 speed gearbox and Eaton rear axle. Polly still uses the truck to do the odd job from time to time and it can also be seen around the country attending classic truck runs. With only 150,000 original km on the clock it should have plenty of life still in it. T J

EXCLUSIVE PRE MIUM CONTENT

- Remember Whe

n

L-R: International abound. First is the AA110 run several R190s starting about, followed by with the Cummins powered version (Joe then the Detroit 6V53 Boyce), truck (Nicky Houpapa), repowered with a 8V53 a petrol model later (Barry Mariu), and pair of 6-71 powered (Bob Deadman and trucks Jo Kahu).

Our Premium Edition features 5 pages of EF Deadman’s history. Subscribe now for the full story.

EF Deadman Ltd – Part 1

Eric Deadman began hauling logs in the King Country before small beginnings his the Second World War. business grew from From a single truck to a small business to his son fleet before selling Bob and the environment and declining his wife Margaret. By the early 1980s the changing regulato business ethics saw ry up farming, a decision the new owners sell up their stake and take they haven’t regretted . Simon this well-known logging business with the assistanc Vincent looks back over the history of e of the Deadman family. It has been thought that Eric Deadman most likely left school work on the family farm at Piriaka in the to By 1935 Eric was getting King Country. Born Kuiti and educated right into the transport in Te around the centre Transport License was game. His of the North Island, journey to adulthood approved in May of Eric’s mirrored that of many that purchased a brand tender age of 14, assisting a young man. At the new three tonne Bedford year and he hoist costing the massive the family break in with a cam and roller the farm was what land at the top of was needed to help a huge amount of money, sum of 411 pounds. This was not only the farm grow to keep with feeding and providing but it occurred during up depression years. So, for the family. the height of the Once he had finished for a young man to on have such reserves that time would have where he lost two fingers. the farm, Eric spent time at a saw at been an impressive mill achievement. Eric and Lorna’s son He then moved south Bob says that during to Palmerston North operation the business its first work as a carpenter, where he found turned over 1400 pounds year of but was put off during some indication of which gives us the depression. the value of the new Eric was able to find vehicle. a permanent position Eric initially began service, which also with the fire carting and spreading provided a roof over Smith around Taumarun metal his head. Together a business partner, ui, however this doesn’t for Spencer & with it is understood Eric lasted appear long. to have ran a parcel delivery service PDQ (Pretty Damn Quick) using Eric soon converted his 1912 Harley Davidson motorcycle with an the truck to haul logs attached side car. single axle trailer which and Eric met his wife Lorna cost a further 70 pounds. added a whilst delivering parcels transformed unit was The newly Palmerston North and contracted to Smyth around the pair were married Bros and Bdwyer Ltd who operated saw January 1934. in Wanganui in mills in Eric was soon carting the central North Island. sawn timber from Hauwai end of Lake Taupo at the southern to the National Park rail head.

34 TRUCK Journal June 2019 12 TRUCK Journal Premium

Eric Deadman’s first June 2019

Bedford


nzta Member Updates

Improving your Work Life Balance Every year I manage to take some time off with my family, taking time to recharge my batteries and focus on the important things in life. This also gives me time to re-evaluate my own work life balance to make sure I have the mix right. Although nowadays I work in a salaried position, for many years, like many others in the Trucking Industry, I was selfemployed. Most people in our industry start out as employees working on wages, over time many gravitate to being self-employed. Lured by the wish to get ahead financially, but also wanting to get into a position where they can have a better work life balance, to enable them to spend more time with family and friends. Unfortunately, like many self-employed people in the Trucking Industry they find the reality is very different, and that they end up working every available hour. Many find that the pressures of running their own business results in working significantly longer hours than when they were an employee. This makes it difficult to focus on the important things in life such as friends and family, or interests like sport and recreation, let alone having time to relax and recharge your batteries. Those people, who overwork without a healthy lifestyle balance, greatly increase their chances of suffering from health related issues, including stress, fatigue, illness, depression, stroke and heart attack. None of which you want. Going without holidays or time out from your business is also bad for your health, increasing your chances of burning yourself out. Do you think that your business will suffer if you don’t work long hours? The truth is you need to work smarter, not harder. Focus on quality, not quantity. The more tired you are, the more mistakes you will make. Today’s technology means that your office is always with you. You need to develop strategies to regain control of your life. One strategy is to turn your phone on only four times during the working day to clear messages and emails, this will allow you to have more quality work time, and hopefully achieve more tasks, without the constant interruptions of answering every call or email as it comes in. At the end of the day, and when you get time off with family and friends, get into the habit of turning off your work mobile.

36 TRUCK Journal June 2019

NZTRUCKING ASSOCIATION

By David Boyce, CEO NZ Trucking Association

Keeping your health, relationships, family, business, finance, social life and personal satisfaction balanced is important, without a balance your life will go off the road very quickly. Visiting your doctor regularly is important for your well-being. At least once a year have a full medical check. This will give you peace of mind, and if anything is out of order, you can get on top of it. Look at your diet; eat a balanced and healthy diet and get plenty of exercise. Reduce your intake of coffee, sugar and alcohol. Eat more fruit and vegetables. Make time to go for a half hour walk around the block each day. You will be amazed at how much better you start feeling in a short time. Spend some quality time with your partner. Set some time aside and make a date, away from the stresses of work. Relationships are a twoway thing, they require effort from both parties, and the more time you put into them, the better and stronger the relationship will be. Spend quality time with your family, your children and your parents. Family and relationships are the two most important things in life, next to your own health. Without these, everything else is of secondary importance. “Now” is always a good time to organise a family get together like a BBQ or pot luck dinner, take some time to catch up, and find out what everyone else is up to. Keep on top of your financial situation. If you need help, seek professional advice from those who understand your business. Financial stress can put your life out of balance quickly if not managed correctly. Set aside time to regularly review your business. Review your strengths, weaknesses, opportunities and threats. From this you can develop a plan to enable your business to succeed. Make time to catch up with your friends for some social time and see what is happening in their world. Look after your friends, and they will be there for you when you need them. You need to take time out occasionally to look after yourself and recharge your batteries. It may be something as simple as going for a walk with the dog, a bike ride, spending some time on the list of jobs at home or even reading a book. It’s amazing how even only a half hour of relaxation will improve your health and wellbeing. T J


Professional Business

By Trevor Toohill

HASWA a plan? Or just a lucky charm!

It is now three years since the Health and Safety at Work Act 2015 (HASWA) came into effect and it’s now timely to briefly update you on some of the most significant prosecutions under the new Act. Firstly, a look at the conviction that resulted in the highest fine to date. Secondly, a touch on the rising interest in industrial manslaughter laws and finally, a brief update on the first HASWA conviction for reckless conduct. I hope you find the articles useful and a wake-up call to review your HASWA procedures. You need something a bit more robust than – “As a part of a costcutting experiment all of our safety measures will be replaced with good luck charms.” The importance of managing vehicle and pedestrian interactions in the workplace: One of New Zealand’s largest freight-forwarding and logistics companies was ordered to pay a fine of over half a million dollars following a conviction under HASWA in May 2018. The fine remains the highest imposed under the Act to date. Toll Networks (NZ) Ltd (Toll) was prosecuted after its Onehunga site caretaker was killed at work in September 2016. The deceased was fatally struck when three pallets of oats, each weighing 400 kg, tipped from the tines of an operational forklift. The investigation revealed systematic failures including the absence of specific procedures to barricade off the unloading area and erect temporary warning signage. In addition, the procedural controls in place were contradictory and insufficient to ensure worker safety. The Court found that Toll’s offending fell within the “high culpability” band and fixed a starting point of $900,000. With discounts for the reparations to be paid, cooperation with the investigation, Toll’s good safety record and an early guilty plea, the final fine was $506,300. The Court also ordered that Toll pay reparations to the victim’s family of $110,000 for emotional harm and $8,020.10 for consequential loss as well as $6,030 towards WorkSafe’s costs. Additionally, although unknown, the final financial costs to Toll from the prosecution would almost certainly have included substantial legal costs – possibly well into six figures. What lessons can businesses learn from this incident? Inadequate segregation of pedestrians and plant is a leading cause of deaths at work. Businesses should assess how the risks arising from the interactions between people and plant can be eliminated or minimised. WorkSafe has produced guidance on traffic management and provides links to further Australian and UK guidance. In addition, there is specific and useful Australian guidance on establishing loading and unloading exclusion zones to ensure pedestrians stay isolated from plant. Industrial manslaughter – the next significant development in health and safety legislation? The creation of a nationally consistent offence of industrial manslaughter has been recommended by two recent Government reports in Australia and may soon be back on the table in New Zealand. Potential offending under industrial manslaughter laws will only occur if a death arises from work. This differs from current offences under HASWA which relate to the risk of injury or death only. Industrial manslaughter also generally requires that the offender engages in criminally negligent or reckless conduct in relation to the death. Safe Work Australia’s just completed review of Australia’s model Work Health and Safety (WHS) law recommends that a new offence of industrial manslaughter be added. New Zealand’s HASWA is largely based on the Australian model WHS law.

Queensland and ACT already have industrial manslaughter offences in place. The more recent Queensland Amendment Act came into effect on 23 October 2017 and provides for a maximum penalty of 20 years imprisonment for an individual who is an officer or a PCBU (person conducting a business or undertaking), and up to a $10 million fine for a PCBU that is a corporation. In New Zealand, the Hon. Andrew Little has been a long-time advocate for industrial manslaughter offences – especially for corporations. In 2012 he sponsored a private member’s Bill to introduce the offence into the Crimes Act. After the Police decision to file no charges over the CTV building collapse in the 2011 Canterbury earthquake, he explained that the Government was looking at introducing a corporate manslaughter law. What are the implications for insurance if an offence of industrial manslaughter becomes law in New Zealand? Insurers, brokers and business will need to consider how and to what extent insurance will apply in this area – especially if the offence is included under the Crimes Act. Statutory liability insurance might cover defence costs, but it is unlikely the law will allow insurers to pay for fines or any sort of punitive award. Policies will also need to provide sufficient cover for high quality and independent legal representation for each potential defendant (as well as the PCBU) during what could be an extensive and expensive investigation and prosecution process. First conviction for a charge of reckless conduct under HASWA: An earthworks contractor has been convicted of reckless conduct in respect of a duty after a lengthy trial in the District Court. The conviction is the first under section 47 of HASWA and carries with it the highest potential penalties available – for an individual who is an officer, up to five years imprisonment and a $600,000 fine. Sentencing was set down for the end of April. The Civil Aviation Authority prosecuted the defendant after the helicopter he was piloting crashed in the Canterbury High Country killing his business partner. The charges filed included one each for reckless conduct as a worker and as an officer. The defendant used the helicopter to fly himself and the victim to a remote work site at Mt Algidus Station. On 30 April 2016, while flying up to the site, the helicopter encountered diminished visibility from a cloud layer below it. The defendant decided to make a descending spiral manoeuvre through a hole in the cloud. During the descent, visibility worsened. The defendant then chose to bring the helicopter to a hover but lost spatial awareness. The overloaded helicopter sunk downwards, struck the hillside and crashed. The victim died at the scene. Many businesses will have employees who travel to off-site locations to do work. During the trial, the Court considered whether the men in the helicopter were “at work”, and therefore covered by HASWA, while flying up to the work site. The Court found the helicopter journey was not an ordinary “commute” (which would not generally be covered by HASWA) because the men were travelling from their usual work base in Athol to the work site with the primary purpose of undertaking work. These are just a couple of examples of issues to become aware of in the operation of your business. Being an owner and operator has some inherent responsibilities and HASWA is out there flexing its muscle. Thanks to Vero Liability – “The Safe Side” and to Jane Birdsall MA (Hons), IDipNEBOSH (Dist.), DipTchg (Sec) VL Health & Safety and Statutory Risk Consultant. T J

June 2019

TRUCK Journal 37


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The Pan Pac mill at Whirinaki near Napier has always attracted the attention of the truck enthusiast and back in the 1980s it was Manawatu local Brent Knowles. Today Brent remains part of the transport scene having served his time as a diesel mechanic. Enjoy Brentâ&#x20AC;&#x2122;s photographs of trucks around Napier. T

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having begun his is second generation, transport arena. Neville Neville is enjoying a long history in the Nearing retirement, in t Ltd in Southland. The Little family has for Rural Transport firm in Waianiwa Transpor trucks around the Island career with the family whilst still pushing and how much it has of mid-Canterbury his time in trucking the sunnier climes speak with him about 1 to been has Journal Premium Vincent June 2019 TRUCK Ashburton. Simon first in a two part series. changed. This is the

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TRUCK Journal June 2019  

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

TRUCK Journal June 2019  

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