NZ Truck & Driver March 2020

NZ TRUCK & DRIVER

FREE GIANT TRUCK POSTER LIFTOUT

| March 2020

March 2020 $8.50 incl. GST

BIG TEST GIGA what? And why? | FLEET FOCUS Ch-ch-ch-ch-ch changes… | FEATURE Boom! A Bombay banger

FLEET FOCUS

FEATURE

Ch-ch-ch-ch-ch changes…

Boom! A Bombay banger

Issue 232

GIGA WHAT? AND WHY?

The Official Magazine of the

ISSN 1174-7935

GET $3,000 WORTH OF PARTS WITH ANY GIGA SERIES ISUZU TRUCK

Buy any new Isuzu Giga Series truck before the end of April, and get your choice of $3,000 worth of parts and accessories. To find out more about this great offer, talk to your local dealer or visit isuzu.co.nz All prices GST exclusive. Promotion offer ends 30 April 2020. Terms and conditions apply.

ISZ15863_Q1 2020 Press_NZ Truck & Driver_210x297_R01.indd 1

9/01/20 5:16 PM

CONTENTS Issue 232 – March 2020 2 Aeolus News The latest in the world of transport, including….IVECO to build Nikola heavyduty electric truck; Mack returns to US medium-duty market; Traton moves to buy out Navistar

18 Giti Tyres Big Test Isuzu doesn’t have the flashest, newest, bestlooking truck on the New Zealand market…. but it is, hands-down, the most popular make with Kiwi truck buyers. What’s the big attraction? We seek answers from Brooke Brausch….simply because he bought one of the 346 heavy-duty Isuzus sold in NZ last year

35 Transport Forum Latest news from the Road Transport Forum NZ, including…..Forum keen to see industry develop an accord with the Government; environmental considerations, particularly emissions reduction, is a must for businesses; five new on-the-job training programmes for drivers

42 Teletrac Navman Fleet Focus It’s remarkable that Greymouth-based Trans West Freighters survives in 2020 – 60-odd years after it started up in business.

This is a company that’s been rearranged, reshaped…even revived. An operation that’s endured one helluva list of trials and tribulations, difficulties and demands, setbacks…and, above all, changes

MANAGEMENT Publisher

Trevor Woolston 027 492 5600 trevor@trucker.co.nz

Advertising

Trevor Woolston 027 492 5600 trevor@trucker.co.nz Hayden Woolston 027 448 8768 hayden@trucker.co.nz

EDITORIAL Editor

Wayne Munro 021 955 099 waynemunro@xtra.co.nz

Editorial office Phone

PO Box 48 074 AUCKLAND 09 826 0494

Associate Editor

Brian Cowan

CONTRIBUTORS

ART DEPARTMENT Design & Production

FEATURES 63 Transport operators underutilising telematics

91 TRT Recently Registered New truck and trailer registrations for January

The Teletrac Navman annual benchmark report finds that, on average, customers are using a mere 25% of the features offered by their fleet management system

COLUMNS 85 Road Transport Association NZ Roads shaping as a hot election issue

67 Boom! A Bombay banger

87 National Road Carriers Association

The first Bombay Truck Show is a big success

Advances in the fuel efficiency of diesel engines are making a significant difference to carbon emissions

75 Ramping up the robots New Zealand’s No. 1 trailermaker, Patchell Industries, has added a sixth robot to its manufacturing plant

89 NZ Heavy Haulage Association

81 Merc mountaineers A German team has taken a Mercedes-Benz Unimog 4x4 to unprecedented heights – a world record altitude of 6893 metres above sea level!

The lighting and signage on load pilot vehicles accompanying heavy haulage units make it easy for approaching truckies and other road users to understand what action they should take

REGULARS 80/ PPG Transport Imaging 81 Awards Recognising NZ’s best-looking truck fleets….including a giant pullout poster of this month’s finalist

Gerald Shacklock Dave McLeod Hayden Woolston Olivia Beauchamp Murray Molloy Bill Irwin Luca Bempensante Zarko Mihic

EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Don Leith

027 233 0090

don@trucker.co.nz AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston

027 448 8768

hayden@trucker.co.nz

Dion Rout

027 491 1110

dion@trucker.co.nz

ADMINISTRATION Sue Woolston MANAGER accounts@trucker.co.nz SUBSCRIPTIONS

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ADDRESS Phone Fax Freephone Postal Address Street Address Web

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Truck & Driver | 1

NEWS Mack’s back….in medium-duty

Mack hasn’t had a medium-duty truck in its North American lineup for 18 years MACK TRUCKS HAS LAUNCHED A NEW MD SERIES range of medium-duty trucks for North America – making a mid-range market comeback after an 18-year absence.

The MDs come in two 4x2 conventional models, the Class 6 MD6, with an 11.7 tonne gross vehicle weight, and the Class 7 MD7, with a 14.9t GVW. Both models are powered by a 6.7-litre Cummins B engine, rated from 220 to 300 horsepower/164-223 kilowatts, with 560 to 660 lb ft/759-894 Newton metres of peak torque, driven through Allison six-speed automatic transmissions, including one rated for PTO use. Also standard are Meritor front and rear axles and optionally available is Mack’s Maxlite cab air suspension.

Mack is aiming at the likes of dry van, refrigerated, flatbed, tipper and tanker applications with the MDs. The truckmaker is already taking orders and will start full-scale production

in a new $US13million manufacturing plant in Virginia in July.

“Mack Trucks is very proud to make this investment and to now offer a full lineup of Class 6 to Class 8 commercial vehicles, serving virtually every segment of the market,” says Mack Trucks president Martin Weissburg.

“With this investment, Mack is well-positioned for future success.”

Both models, Mack says, feature a sharp wheel cut for enhanced manoeuvrability “for tough urban settings.”

The MD has a 103-inch-BBC dimension and will be offered in eight wheelbase lengths. Its cab styling is based on the heavy-duty Anthem.

Driver-friendly features include a low step height, a short bonnet for good forward visibility and an ergonomic wraparound dash, tilt/telescopic steering column, a flat-bottomed steering wheel and an air-suspended driver’s seat.

Mack says that it used to have a strong presence in the medium-duty market and its return to the segment means it can once again be “a singlesource supplier for all our clients.” T&D

Traton moves on Navistar TR ATON, VOLKSWAGEN’S GLOBAL truck unit – with often-declared aspirations to become the world’s No. 1 truckmaker – has made its long-expected bid to buy out Navistar.

The truck conglomerate, which already wholly owns Scania and MAN, has held a 17% stake in Navistar – the manufacturer of International trucks – since 2016.

It has offered to buy the balance of the American company for $US35 a share. That would put Navistar’s total valuation at $US3.5 billion, according to US reports – and would cost Traton upwards of $US2.5bn.

Since taking its stake in Navistar, Traton has collaborated with the US company on a number of research and development projects. The alliance has also seen Navistar introduce a MAN 2 | Truck & Driver

engine as the International A26 and a prototype medium-duty etruck.

In a press release, Traton said that as the global commercial vehicle industry evolves, it believes that the proposed transaction is “the logical next step.”

The combined company would be better able to meet the demands of new regulations and rapidly-developing technologies in connectivity, propulsion and autonomous driving, it said.

Traton CEO Andreas Renschler said: “Over the past three years, we have benefitted from a highly collaborative and productive strategic alliance with Navistar.

“As the market continues to evolve, we believe there are compelling strategic and financial benefits to a full combination of Traton and

Navistar. The proposed transaction would create a leader in commercial vehicles with global scale and a strong portfolio of leading brands and cutting-edge products, technologies and services, while delivering immediate and substantial value to Navistar stockholders.”

Navistar said it would it would “carefully review and evaluate the proposal.” T&D Traton is committed to growing its global presence

IVECO to build Nikola HD electric

NEWS

This picture: The Nikola TRE will go into production at an IVECO factory in Germany next year Below: The Nikola tractor unit will be based on an IVECO S-Way platform

ELECTRIC HEAV Y-DUTY TRUCK STARTUP NIKOLA appears to have leapt ahead of its rivals – its previously-announced partnership with IVECO now blossoming into a plan to begin building production trucks next year at an existing IVECO factory in Germany.

The challenge of large-scale production has been seen as a major stumbling block for startups Nikola, Tesla and their like.

But IVECO and Nikola say that IVECO’s current chassis engineering hub in Ulm will be upgraded to produce the Nikola TRE battery electric HD truck – and, eventually, a fuel-cell electric version.

The TRE is a combination of the IVECO S-Way platform and Nikola’s electric truck technology, controls and infotainment.

Testing is expected to begin in the middle of this year, with prototypes to be showcased at the IAA 2020 commercial vehicle show in Germany in September.

CNH Industrial president of commercial and speciality vehicles Gerrit Marx says that “by drawing on our gold-standard, world class manufacturing sites….where the IVECO S-Way is produced, we are able to accelerate final assembly, powertrain integration and high-end customisation of the Nikola TRE for a timely market introduction in 2021.”

The first models to enter production will be the battery-electric 4x2 and 6x2 tractor units with modular and scalable batteries – with a capacity of up to 720kWh and an electric powertrain that delivers up to 480kW of continuous power output.

IVECO’s Ulm factory is located in a region determined to become a hub for fuel-cell mobility, with an expert workforce and research labs already present….and with support from regional government to help fund research and development projects and from the German Federal government, specifically for hydrogen research.

CNH Industrial CEO Hubertus Mühlhäuser says: “Our European joint-venture with Nikola and today’s announcement is real proof that zero-emission long-haul transport is becoming a reality – resulting in tangible environmental benefits for Europe’s long distance hauliers and its citizens.”

The first stage of the project will see the JV partners invest 40 million Euros to upgrade the existing manufacturing facility, which will focus on final assembly of the vehicle. Start of production is anticipated within the

first quarter of 2021, with deliveries of the Nikola TRE beginning later in the year.

Nikola Motor Company CEO Trevor Milton says: “The Nikola TRE is proving to be the most advanced articulated truck in the world and will continue to set the standard for zero-emission vehicles today and in the future.

“The decision to volume produce the TRE in the city of Ulm is a fitting example of how to create jobs, foster innovation, provide certainty to new zero-emission parts suppliers and serve as an example to other OEMs. “The world is ready for zero-emission freight transportation, and the joint venture between Nikola and IVECO will be the first to deliver. I look forward to seeing the first production vehicles come off the line.”

The Ulm factory will receive module supplies from IVECO factories in Spain, enabling a rapid ramp-up to meet expected customer demand.

FCEVs, built on the same platform, will be tested during 2021 for an expected market launch in 2023.

The IVECO/Nikola JV is part of a wider partnership intended “to accelerate industry transformation towards emission neutrality of Class 8 heavy-duty trucks in North America and Europe, through the adoption of fuel-cell technology,” the two companies say.

“The primary focus of the collaboration is to leverage each partner’s respective expertise to successfully deploy zero-emission heavy-duty trucks and to disrupt the industry with an entirely new business model.” T&D

Truck & Driver | 3

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NEWS Sanford’s seafood delivery van is a battery electric LDV EV80.... also fitted with an electricallypowered chiller unit, making it completely emissions free

Double electric Kiwi delivery van SEAFOOD SUPPLIER SANFORD IS PUTTING New Zealand’s first fully-electric chiller van on the road in Auckland.

The LDV EV80 van is unique, the 96-year-old company says, because not only is the van electric powered – so too is its chiller, thus making its daily deliveries completely emissions free.

Sanford expects the van to have a 150-kilometre operational range, while carrying up to 1000 kilograms of fresh seafood. Its lithium phosphate battery can be fully recharged in two hours – using a public charging station in the carpark at the Auckland Fish Market, where Sanford & Sons is a fishmonger. The station and the van have been built with the support of EECA’s Low Emission Contestable Fund.

The temperature in the van can be monitored remotely so that Sanford can be sure its seafood is always at its best.

Sanford CEO Volker Kuntzsch says “it’s always exciting to be on the cutting edge of sustainable technology.

“Being able to deliver fresh, chilled seafood daily to our customers is an absolute necessity and we’re delighted we’ve been able to find a solution which is zero emissions, which fits with our focus as a company taking a

sustainable approach to everything we do.”

Sanford’s general manager of supply chain, Louise Wood, says “the EECA funding is great because it encourages innovation and investment to promote, enable and accelerate the uptake of electric vehicles.

“That’s made a big difference to us and has given us the encouragement to try something new.”

The company developed the electric/electric delivery van in league with LDV, refrigeration unit supplier PlugnChill and Auckland Auto Air, which customised the vehicle – fitting the refrigeration and insulation.

Its eutectic technology allows for cold plates in the van, filled with phase changing material (PCM), to be solidified and store thermal energy. This thermal energy will keep the temperature in the van between 0 and 4 degrees for the time the deliveries are being made.

Sanford has several fishing vessels landing fresh fish into Auckland most days and this product is quickly delivered to a variety of customers around the Auckland area by the van, which is branded with Sanford & Sons livery.

Sanford says the van has the battery capacity equivalent of around 10,000 iPhones. T&D

Giant hydrogen electric dumper

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GLOBAL MINING COMPANY ANGLO AMERICAN HAS launched a project to develop the world’s largest hydrogen fuel cell electric mining dumptruck.

It has engaged Williams Advanced Engineering (WAE) to develop the ultra-class fuel cell electric vehicle (FCEV) as part of its FutureSmart Mining programme.

It aims to use innovation and technological advances to address mining’s major sustainability challenges and help it achieve its target of reducing its global greenhouse gas emissions by 30% in the next 10 years.

The haul truck will be powered by a hydrogen fuel cell module, paired with a WAE scalable high-power modular lithium-ion battery system.

The replacement for the dumptruck’s usual diesel engine is controlled by a high-voltage power distribution unit delivering in excess of 1000 kWh of energy storage.

The power units will be designed and built at WAE in England and integrated into an existing haul truck, with testing taking place later this year at Anglo American’s flagship platinum group metals mine in South Africa.

Regenerative braking will see the battery system recover energy as the haul truck travels downhill.

WAE is drawing on its experience as the sole battery supplier to the global Formula E electric motorsport series for four seasons and next year’s FIA Extreme E racing programme. T&D An existing dieselengined ultra-class dumptruck is being repowered with electric motors and a hydrogen fuel cell

Truck & Driver | 5

NEWS

New Keith Andrews Trucks group CEO Aaron Smith formerly headed Gough Group businesses Gough TWL and Gough Transpecs

New CEO, more Merc for KAT IN THE WAKE OF THE DEATH LATE LAST YEAR OF ITS iconic founder, Keith Andrews Trucks has appointed former Gough Group exec Aaron Smith as group CEO and executive director.

Smith, who has 31 years’ sales, operations, business management and technical experience in the transport and trucking, heavy machinery and petroleum industries, will also head KAT’s associated business, The Parts Hub. Group director Kurtis Andrews says that KAT has navigated a difficult period with the recent passing of Keith Andrews and he is looking forward “to the clear and focused direction” Smith will bring.

“The past 12 months have been challenging for the entire organisation and Aaron’s appointment is a large step towards normality and an even larger step towards realising Keith’s vision.

“The board and I see Aaron as a highly skilled business leader, with directly applicable industry knowledge and experience to help a family-owned company such as ours succeed. We are very excited about his potential to move the business forward and help execute our goals.”

Kurtis Andrews will return to the role of CEO of Fuso New Zealand, and oversight of the Keith Andrews Holdings sales and marketing functions.

Smith was most recently general manager of Gough Group’s NZ transport businesses, overseeing the operations of truck and trailer parts specialists Gough TWL and Gough Transpecs – companies with 19 branches, three distribution centres and a team of around 200 staff.

6 | Truck & Driver

Smith, who starts in his new role next month, says “the opportunity to lead NZ’s largest truck retailer was too good to look past.

“I’m thrilled to be joining the Keith Andrews Trucks and the Daimler family,” said Smith.

“I have the utmost respect for the legacy that Keith Andrews and his team have created. As part of the collective Keith Andrews and Fuso NZ operation, I look forward to building on these solid foundations to create the next phase of evolution to support our team’s, our customers’ and our supplier partners’ goals and aspirations.”

Meantime, KAT – a longtime FUSO dealer – also continues to expand its product lineup…..its Auckland dealership now joining KAT’s Hamilton and Whangarei branches as a fully authorised sales, parts and service outlet for Mercedes-Benz trucks.

KAT says that the addition of Mercedes-Benz and Freightliner to its stable of brands “presents a cohesive and specialised Daimler Trucks offering.”

Kurtis Andrews says: “We have been working with Mercedes-Benz, Freightliner and FUSO for a number years across our network.

“We have experts in each range and a proven track record in delivering the best solution for our customers. Now they know they will receive the same level of service at each of our three main dealerships.

“The shared heritage of each brand as part of the Daimler family gives us a depth and breadth of expertise that is of direct benefit to our customers’ various businesses.” T&D

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NEWS

NEWS

The Semenoff Group runs around 100 trucks across its fleets

Semenoff story adds news twists A LONG-RUNNING DISPUTE between big Northland transport operator, the Semenoff Group, and the New Zealand Transport Agency over allegedly short-paid Road User Charges and a failure to address safety concerns, has taken new twists and turns.

Firstly last month came a press release from Teletrac Navman detailing how the Group is embracing compliance, safety and asset management with the installation of the telematics supplier’s GPS-based fleet management equipment and software.

The group will, said Teletrac Navman, adopt its systems across its entire fleet of close on 100 vehicles, starting with its bulk cartage, livestock and log transport operations.

After using a number of different telematics systems following several business acquisitions over the last 10 years, the company was now “looking to upgrade to an all-in-one solution, including compliance, safety and logistics technology, for its entire mixed fleet.”

As well as in-cab devices for easy communications and transport-specific applications, it was adding Teletrac Navman’s electronic logbook, speed assist and pre-start checklist for drivers, and RUC Manager for electronic RUC management and processing offroad rebates.

In the press release, Group MD Stan Semenoff said: “I have been in transport for 50 years this year.

I have always considered the safety of my staff and other road users as paramount and our record of no serious incidents is testament to this.

“We have been working with Teletrac Navman for some time to use new technology to continually improve our focus on safety.” He’s looking forward, he added, to integrating the fleet’s telematics “to streamline our operations and futureproof our business.”

Group operations manager Alexander Semenoff says the installation will “ensure every truck in the Semenoff Group is operating efficiently, safely, and is tracked and monitored to ensure those outcomes.”

A week later, Waka Kotahi NZ Transport Agency said its approach to calculating and collecting RUCs – as applied in assessing that Stan Semenoff Logging reportedly owes over $532,000 in unpaid RUCs – has been upheld by the High Court.

The Court’s judgment on an appeal by the company, confirmed the NZTA’s process of calculating RUCs owed by operators who carry loads in excess of the weights they’d declared.

The NZTA approach had previously been upheld in the District Court, when it dismissed an appeal by the company – and Justice Gordon’s High Court judgment stated that “the onus falls squarely on the operator not to overload.” A vehicle operator, it added, “is required to ensure that it has the appropriate distance licence at all times.”

NZTA’s general manager, regulatory services Kane Patena said that “Justice Gordon’s ruling sends a message to operators: Paying the right RUC for your vehicle is not negotiable.”

Then, a day or so later, Stan Semenoff Logging told The Northern Advocate that it had a letter from the NZTA, dated February 3, saying that its March 2019 decision to revoke the company’s transport service licence – due to its alleged continuing failure to address safety concerns – had now been withdrawn.

The letter, from the agency’s senior manager safer commercial transport Brett Aldridge, reportedly said that the revocation was “no longer needed” – adding that the agency and SSL had agreed to “certain conditions relating to the trucking company’s operation, and staff management had undertaken to adhere to for six months.

“SSL of course remains subject to ongoing oversight by the Transport Agency, as is the case with all transport service providers.”

SSL successfully appealed a decision to revoke the licence and its trucks continued to work until a court hearing.

Stan Semenoff told the paper that the Agency had “got it wrong” in the first place and the letter confirmed that.

He reportedly also said, in response to the High Court’s dismissal of the company’s appeal against its unpaid RUC assessment, that the case was “not over yet.” T&D Truck & Driver | 9

NEWS The Volvo VNR Electric (main picture) is heading for market soon....as is the Peterbilt 579EV (inset), a vocational Pete 520EV, plus an electric version of Kenworth’s T680. Freightliner’s eCascadia is already testing with fleets and will also go on sale soon

HD electric truck race is on in US

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SUDDENLY, THERE’S A RACE TO GET HEAVY-DUTY battery electric trucks onto the United States market – with Volvo Trucks and PACCAR unveiling electric models.

Daimler Trucks North America has led the way, with pre-production versions of its HD Freightliner eCascadia in daily work in two fleets since last August. It aims to have the eCascadia in production next year.

Now Volvo Trucks has shown off an electric version of its North American bonneted VNR HD model, and says pre-production versions will soon go to work in Californian trucking companies.…and it will go on the market late this year.

While PACCAR has revealed that it’s working with Meritor to produce battery electric versions of the Kenworth T680 and Peterbilt 579 and vocational 520 HD models.

They will begin production late this year – with the factory rampingup its output next year.

Volvo Trucks North America says it has utilised the Volvo Group’s existing electromobility technology – with Volvo already selling electric trucks in Europe for urban applications and trialling concept versions of construction and regional distribution etrucks – and integrated it into the VNR Electric.

But, as VTNA president Peter Voorhoeve points out, for etrucks to work, “it takes more than just the truck.”

“It’s the delivery of the complete eco-system for zero-emission, heavyduty transport, and taking responsibility for that ecosystem.

“You can only achieve this by having a common goal, fully integrated collaboration amongst all stakeholders, and agreeing to be pioneers together.”

To that end, the Volvo Group is a major contributor to a collaboration between 15 public and private organisations in North America committed to demonstrating the viability of all-electric freight transport in high-density traffic and urban areas.

The first VNR Electrics will go into real-world commercial operations with two Californian freight companies.

VTNA says its BEV will be “the ideal truck model for short-haul and regional-haul applications like heavy urban distribution, drayage and other applications where electric trucks will first have the greatest impact.”

Kenworth says its T680E will be available as a short-bonnet day cab model, as a 4x2 or 6x4 tractor unit, or a 6x4 rigid. It will have an operating range of 160 to 240 kilometres, depending on application.

The T680E’s development, in collaboration with Meritor, “is a major advanced technology step in Kenworth’s evolution of zero-emission electric powertrain solutions for our customers,” says Kenworth general manager and PACCAR VP Kevin Baney.

And Meritor VP of global electrification T.J. Reed, says the company is looking forward “to delivering on our goal to be the premier supplier of electrification technologies for commercial vehicles.”

Peterbilt GM and PACCAR VP Jason Skoog says that “Peterbilt is leading the charge when it comes to electrification – and this agreement with Meritor is just another example of our commitment to battery electric vehicles.”

Freightliner’s eCascadia, which has a range of up to 400kms, follows on from its medium-duty eM2 etruck, which has also been undergoing extensive field testing and is also scheduled to begin production next year.

Penske Logistics says that its eCascadias have clocked-up 16,000 kilometres doing multiple daily deliveries for a quick-service restaurant chain in Southern California.

Company president Mark Althen says: “For a fleet that runs trucks 24 hours a day, seven days a week, 365 days a year, 10,000 miles may not seem like a milestone, but we believe we are the first fleet in the US to make daily store deliveries using battery electric heavy-duty tractors for regional distribution.

“We’re quite impressed with the performance of the eCascadia.” T&D

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ST4120 10-metre 12/18-tonne 4-post or 20-metre 24/36-tonne in tandem installation Equipment Manager BRETT HIGGINS 027 448 0848 Business Development STEVE GREER 027 496 6221 General Equipment VICTOR COBB 027 270 1890 General Equipment (NI) ARTHUR NICHOLSON 027 836 3620 General Equipment (NI) JAMIE ALLAN 027 276 9129 General Equipment (SI) MARCUS MULCAY 027 444 4771 Gen. Equipment/Diagnostics ED BAARD 027 435 9898 1 Orb. Ave., Manukau / Toll Free 0800 800 488 / www.sulco.co.nz

NEWS

Southpac Trucks CEO Maarten Durent (second from left) and Colonial Motor Company CEO Graeme Gibbons (second from right), at the awards ceremony with PACCAR chief engineer Noelle Parlier (left) and national service manager Ryan Hooper

Southpac wins Kenworth service dealer award NEW ZEALAND’S SOUTHPAC TRUCKS HAS BEATEN over 25 Australasian dealers to claim the Kenworth Service Dealer of the Year award.

The award recognises the dealership with the highest ranking across five main areas – technician training, tooling and dealership investment, Kenworth owner survey results and the dealership’s commitment to longterm customer support strategies.

PACCAR Australia national service manager Ryan Hooper congratulated Southpac for its “professionalism, outstanding customer support and for setting a strong example for other dealers to strive for.”

Added Hooper: “Southpac again has focused on the most important factor in the business – the customer. They have again shown the highest standards of service and professionalism.”

The award, he said, “is about which dealer provides the best overall performance for the customer – encouraging all dealers across the Kenworth dealer network to strive for customer excellence.”

Southpac CEO Maarten Durent dedicated the award to his team and the NZ dealer network “for their hard work, dedication and passion – which shows through in all they do.

“We are extremely honoured to win this award and for being recognised as the top-performing service dealer amongst an already-outstanding cast of dealers in Australia. The relationship we have with our customers is paramount to our success, and we pride ourselves on delivering exceptional customer service and support.”

He said that 2019 was a “massive” year for Southpac and the NZ dealer group: “Investment in new and facility upgrades are never-ending – with new, world class facilities at TRL Gore, McCurdy Trucks, New Plymouth, and Dunedin Truck Servicing.”

Added Durent: “In terms of winning awards, we have done really well in the last 10 years: We are consistently in PACCAR’s top-performing dealer group.

“The recognition is great, but there is no backing off or getting comfortable about our achievements.

“We still see lots of room where we can and will improve. That 12 | Truck & Driver

requires determination and financial strength – and we have that with an exceptionally supportive chairman, Graeme Gibbons, head of Southpac’s parent, the Colonial Motor Company. T&D

Scania tests autonomous lane-changing SCANIA HAS CARRIED OUT A TEST OF A SELFdriving truck, which saw it safely change lanes in traffic – totally autonomously.

In a re-created motorway scenario at a test track, the driverless truck successfully negotiated the lane change, working its own way around two unconnected, manned cars.

The Scania was using a new system which combines Galileo GPS navigation, an onboard camera, front and side radar and other positioning and sensor technologies – together capable of producing precise positioning – and what Scania terms “collaborative perception data.”

Scania and six other partners developed the system in their Precise and Robust Positioning for Automated Road Transports (ProPART) project.

The demo proved that the system can pinpoint the position of the truck with 10cm accuracy. That combines with the highly accurate representation of the truck’s surrounding environment, using data from the truck’s systems, plus roadside radar units.

Usually, autonomous vehicles rely on their own sensors to interpret and process data on the surrounding environment, but this system adds infrastructure-to-vehicle communications.

Scania says that if vehicles also shared information, “you can extend their horizon and benefit from data from another vehicle to also look around the corner and thereby gather more data as a basis for manoeuvring decisions.”

Scania cautions that real-life traffic situations “tend to be more dynamic and unstructured,” with “many more vehicle and system characteristics and possible sources of errors that need to be handled.” T&D

This is Japan’s most advanced truck.

The new FUSO Shogun sets new standards in efficiency, comfort and safety.

— Efficiency The new 10.7 litre engine is available with 400 or 460 horsepower and, coupled with the new 12-speed ShiftPilot transmission, gives effortless power that is tailor-made for New Zealand conditions. The OM470 engine is more efficient, giving less fuel consumption and extended oil change intervals.

— Comfort The new Daimler-inspired seat has an integrated seatbelt and improved ergonomic cushioning. Add to this easy-to-use steering wheel switches and a new Silent Cabin Package and you get unprecedented levels of driver comfort.

— Safety Shogun’s new advanced safety features are based on world-class Daimler technology and take trucking safety to a new level. Shogun is fitted with Active Attention Assist - a driver monitoring system using an infrared camera which monitors the driver’s face and eye closure. It also features Active Emergency Braking, Lane Departure Warning and Adaptive Cruise Control.

— New 7” Touchscreen and Reversing Camera Featuring Apple CarPlay and Android Auto for safe, hands-free communication and navigation via smartphone.

The new FUSO Shogun is a game-changer designed to get you home safely, night after night. Check it out at fuso.co.nz/shogun

We look after our own

PATCH HE ELLLL PATC INDUSTRIES Patchell Industries are proud to support Brooke Brausch with this truck body build and trailer refurbishment

“Patchell are second to none and I will go back anytime , I wouldn’t look anywhere else” Brooke Brausch - Brausch Contracting Ltd

YEARS

AS LEADING TRAILER MANUFACTURER IN NEW ZEALAND

NEW ZEALANDS' LEADING TRAILER MANUFACTURER Contact us for further information ALL ENQUIRIES: Peter Elphick 021 595 873 | peterelphick@patchell.co.nz Glenn Heybourn 021 301 274 | glennheybourn@patchell.co.nz HEAD OFFICE: 150 View Road, ROTORUA 07 348 7746 enquiries@patchell.co.nz

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NEWS

Huge electric van orders

UPS has ordered 10,000 of these Arrival electric delivery vans – becoming a minor investor in the company to secure priority access for further orders

GLOBAL LOGISTICS GIANT UPS HAS INVESTED in electric vehicle startup Arrival – the deal accompanied by an order for 10,000 electric delivery vans.

But, remarkably, that order has been dwarfed by a similar arrangement that global online retailer and tech company Amazon has struck with another EV startup, Rivian.

Amazon – one of a number of investors, including Ford, who together have ploughed $US2.8billion into Rivian in the past 12 months – wants the company to build it a staggering 100,000 electric delivery vans!

And that, Amazon says, is the world’s single biggest EV purchase.

In both cases, the EV makers are working closely with their investor customers to custombuild electric vans specifically for their purposes.

Amazon says that its 100,000 Rivian vans will be on the road before 2030 – the first of them going to work next year….and with 10,000 in use by 2022.

Rivian has revealed scale-models of the Amazon vans and delivery drivers are trying out the vans – “driving” them via a virtual reality simulator so they can provide feedback on what needs to be designed into the van interiors.

The van’s dash will synchronise with Amazon’s logistics management

system, creating routes to optimise speedy deliveries. It’ll also have integration with Amazon’s Alexa artificial intelligence, so drivers can ask Alexa to help find packages in the van.

Rivian says it will build three sizes of Amazon vans, using the same “electric skateboard” platform that’s the base for its R1T electric pickup truck, its R1S electric SUV and Lincoln’s first electric SUV. UPS says its deal with Arrival gives it priority access to purchase more than its initial order of 10,000 vans.

With Arrival it’s using advanced driver-assistance systems (ADAS) for the vans – the technology increasing safety and operating efficiencies, including the potential for automated movements in UPS depots. Testing of ADAS features will begin this year.

Arrival produces its own chassis, powertrain, body and electronic controls, and says UPS’ bespoke EVs – also based on flexible skateboard platforms – are being designed to “meet the end-to-end needs of UPS from driving, loading/unloading and back-office operations.”

UPS says that the Arrival vans “are the world’s most advanced package delivery vehicles – redefining industry standards for electric, connected and intelligent vehicle solutions.” T&D

Roads spending long overdue THE GOVERNMENT’S $5.3BILLION spendup on roads is welcome – but long overdue, Road Transport Forum chief executive Nick Leggett says.

“We are only sorry a couple of years has been wasted in getting on with building and improving the vital arterial roads of New Zealand,” Leggett says.

“It’s not rocket science to understand that – with the base of our economy in tourism and exports, and growth in our major cities – we need roads that are fit for purpose.

“That is, at least four lanes, and engineered properly for the conditions, speed limit and in consideration of both the commercial and public use of these roads.

“That the Melling Interchange, Tauranga

Northern link, Waikato Expressway from Cambridge to Piarere, and the Kāpiti Expressway – from Otaki to north of Levin – were put on hold for a couple of years is a setback. Clearly, these are big projects that won’t be completed for several years.

“The $2.2bn being spent on big Auckland roading projects, including the new Mill Road Connection, Penlink corridor and connection between Papakura and Drury, are essential.

And it’s good to see the plan to upgrade State Highway 1 from Whangarei to Port Marsden, improving freight connectivity for Northland.

“With 93,000km of road and only 4000km of rail, rail will never be able to meet the essential demands of delivering goods to NZers, so investment in roads should be ongoing.

“Trucks transport about 70% of NZ’s landbased freight, so roads have to be where the largest investment goes,” says Leggett.

“Roads are the lifeblood of the economy – pretty much everything you need, every day, comes to you on a truck – so a strong roading network is the essential backbone.

“Infrastructure spending delivers a better future for NZ by improving productivity and giving better access to our essential export markets, as well as providing door-to-door delivery of essential goods such as food and medicines.

“We are pleased to see the Government finally taking the advice of the Prime Minister’s Business Advisory Council to invest in infrastructure, including roads.” T&D Truck & Driver | 15

NEWS BISON says that its C-Lift jacks are winning recognition as a viable alternative to traditional container handling equipment

Container jacking system interest lifts NEW ZEALAND-DEVELOPED VERTICAL CONTAINER lifts are winning recognition as a viable alternative to traditional container handling equipment, their maker claims.

BISON C-Lifts are now operating in over 20 countries, according to CEO Greg Fahey – the portable jacks “emerging as viable container lifting equipment – challenging the mid-range container handling market…

“Companies are realising that in many cases, a vertical lifting container system is a superior solution to traditional container handling equipment,” says Fahey.

“Previously, the only options were capital-intensive pieces of equipment, or at a pinch, hiring a crane. Given the size and cost of traditional CHE, buying these big machines can be a little like using a sledgehammer to crack a nut!

“In other words, the size and cost of traditional container handlers puts them out of reach for many operators.”

Container jacks give organisations the ability to assert more control over

their container shipping operations. at a fraction of the cost of traditional equipment, he says.

And now, Fahey adds, “importers and exporters are realising they can eliminate scheduling frustrations by owning their own container lifting system.

“A coolstore customer of ours was frustrated with the shortage of haulage companies with the capability to also put containers on the ground. By installing their own container hoists on site, they have taken back control of their container logistics and are able to work with a wider range of haulage companies – cutting costs and making it easier to ship on time.”

Container owners are also benefiting from the small footprint and portability of C-Lifts, Fahey says: “Contractors are now delivering their containerised assets into secure facilities on schedule, without the hassle of co-ordinating third-party crane hire, and getting containers on and off trucks around the globe in remote locations.” T&D

TransDiesel now Shell oils, lubricants distributor KIWI-OWNED COMPANY TRANSDIESEL HAS BECOME the official distributor of Shell motor oils and lubricants in New Zealand.

Under the deal, TransDiesel will manage distribution of Shell’s complete range of products across the consumer, transport, industrial, agricultural and marine sectors, starting this month.

It says that both parties see the partnership as a progressive move. Transdiesel says it has a commitment to ensuring that the brands it represents “are global industry leaders in their respective fields.

“The company has experienced a sustained period of growth and success and this latest partnership with Shell is further testament to key international brands’ trust in TransDiesel being the best sales and service organisation to represent them in NZ,” says COO Paul Harris.

It says that Shell is the world’s number one global lubricant supplier and invests more than $1billion in research and development every year – leading the way in developing new energy products and technologies, from biofuels and liquefied 16 | Truck & Driver

natural gas, to more efficient fuels and lubricants.

Recent Shell innovations include its PurePlus range – the world’s first gas-toliquid lubricant, delivering increased performance and environmental benefits.

TransDiesel, which holds the NZ franchises for Volvo and Yanmar construction machinery, was ranked 2019’s No. 1 in sales of excavators, dump trucks and loaders, which together account for over 80% of new construction equipment sales annually.

According to the NZ Equipment Suppliers Association, TransDiesel achieved a 15.9% market share in the highly competitive sector.

CEO Mike McKessar says that in “a declining overall NZ market, TransDiesel has sold an increased level of equipment into the regions which are enjoying growth in the construction and forestry, quarrying and civil works sectors.

“Five years ago, we set a goal to be the No. 1 sales and service organisation in our industry and, with the support of our partners such as Volvo, Yanmar and Perkins, we have achieved that…The next goal is to sustain that over the long term.” T&D

NEWS

Autonomous forklifts and robots go to work A DRIVERLESS FORKLIFT TRUCK AND MOBILE load-carrying robots that use artificial intelligence-aided vision have been put to work in European warehouses by global logistics service provider DB Schenker.

Following a successful trial it’s introduced an autonomous forklift truck supplied by Austrian company AGILOX into fulltime operation.

The automated guided vehicle (AGV) transports empty containers around 150 metres in a warehouse near Munich – a job previously done by a manually operated forklift.

The AGILOX has a height-adjustable fork that can be used to lift and lower containers, removing the need for any manual involvement in loading or unloading.

It is capable of recording a map for navigation within a work site – so it can start work within a few days of delivery.

Franz Humer, CEO and co-founder of AGILOX, says: “The robots can take over simple tasks in the warehouse, meaning employees can concentrate on more complex tasks, especially at peak times.”

Intelligent software allows for precise operating areas and safety zones to be established – along with storage and parking areas. Sensors and cameras on the AGV ensure that it navigates around obstacles.

Meantime, in another DB Schenker warehouse, in Leipzig, transport robots with AI-powered vision are being trialled.

The autonomous logistics robots, made by Gideon Brothers, are equipped with a visual perception-based robot autonomy system – combining deep learning with stereoscopic cameras to create the next generation of robot vision.

This AI-powered visual perception is designed to allow the robots to navigate safely around employees and equipment as well as other moving machines…while moving loads of up to 800kg.

In the first month of the pilot, a robot typically travelled over 26kms a week.

Above: AGILOX’s robot forklift, or automated guided vehicle, is now in everyday operation in a European warehouse Below: Gideon Brothers’ robot load platforms can carry up to 800kg....and navigate around moving people and machines

Gideon Brothers founder and CEO Matija Kopic says: “Our machines perceive the world just like we do – by processing visual inputs and understanding what surrounds them and how it relates to their tasks.

“This is a technological leap. Self-driving machines, powered by vision and AI, will succeed where earlier technology failed – it will become ubiquitous in industrial environments.” T&D

Hyundai fuel cell project progress HYUNDAI HAS PROGRESSED ITS PLANS TO deliver 1600 hydrogen fuel cell trucks in Switzerland in the next five years, ordering 10,000 hydrogen storage tanks from a French company.

The first 50 Hyundai H2 XCIENT trucks are scheduled for delivery this year, using fuel cells with a total output of 190kW and seven highpressure hydrogen tanks – reckoned to give the trucks a 400-kilometre range.

Faurecia will supply the entire system for the Hyundais, with deliveries from 2021 to 2025.

“The technology for fuel cell electric vehicles will become increasingly important in the next ten to 15 years, especially for commercial vehicles,” says Faurecia CEO Patrick Koller.

Hyundai has partnered with Swiss company H2 Energy (H2E) in its Hyundai Hydrogen Mobility project – intended to develop a European hydrogen mobility ecosystem with fuel cell trucks. T&D

Truck & Driver | 17

Story Dave McLeod Photos Gerald Shacklock

GIGA WHAT?

18 | Truck & Driver

BIG TEST

AND WHY?

The Isuzu is unfussed, easing its way up the steep hill away from the Riversdale skid site, with a maximum-weight load

Truck & Driver | 19

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Long export logs go onto the truck, destined for the port in Wellington

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T’S NOT THE MOST MODERN TRUCK OUT THERE. IT’S NOT THE smartest…nor the most high-tech. And no – it’s not the most powerful truck on our roads. Nowhere near it.

However….it IS the best-selling heavy-duty truck in New Zealand.

And it’s also No. 1 in the overall truck market (all trucks over 4.5 tonnes GVM). And has been for 20 straight years.

How come? Many, many reasons, no doubt – but who better to ask than someone who bought one of the 346 heavy-duty Isuzus sold in NZ last year.

So, what was it about the Isuzu GIGA CYH530D that hooked Wairarapa logtruck operator Brooke Brausch when he had to replace an old, written-off Kenworth K104?

Brooke’s happy to try to enlighten, as we walk around the new 8x4 in his yard near Masterton: “Three things – price, comfort….and that it’s also driver-friendly.”

Okay…but in which order? “So, I would go driver-friendly first – in that any driver can jump into this and feel that it’s not a big, big truck.

“It hasn’t got all those flash little bells and whistles that take us all a little while to work out as we go along the line. Yeah….it’s just plain-Jane simple: Just jump in and drive it.

“It was priced pretty fairly too. A little bit lighter is always nicer is what they say! It could always be cheaper, but it’s pretty reasonably priced for what you get. And with simple little touches in it, like the leather interior….and the aluminium bumper. Yeah, I think it’s pretty well-priced for what I paid for it.”

And last, but not least – comfort? “Yeah, it had to be comfy – so I’m not sore or fatigued. It’s got a nice, cosy, comfortable, hugging seat….and it’s got all those different features on the seat if you want to change it up.

“All I was looking for was a truck to get through its warranty and I’ll assess it from there. That’s three years down the track, obviously – 36 months or 250,000 kilometres.

“I think that was another good deal-sealer, ya know: If they want to put that 250,000kms warranty on the table, I think that’s a good

idea.”

The day’s test is going to be quite a stretch as we’re off to the bush in Riversdale (50-odd kilometres southeast of Masterton) to collect a “port load” – logs that we’ll be taking over the steep and windy Rimutaka Ranges to CentrePort in Wellington. And just to make things more interesting, rain is forecast.

The BCL GIGA daycab sits on a rolled steel, cold-riveted, ladderframe chassis with FO66 steer axles (6600kg rated) and 26t RT260 diffs.

It’s a workhorse – appropriately with a tough, well-proven Eaton Roadranger 18-speed manual gearbox. It has a tare weight of 11,880kg and comes complete with Patchell logging equipment and tows an older four-axle Kraft trailer with a tare weight of 5360kg and recently refurbished by Patchell.

BCL’s plain white paint, broken by bold black signwriting, its gleaming 10-stud Alcoa alloy wheels and its (as-yet) unscuffed aluminium bumper make the truck look virtually brand-new.

Brooke explains: “We’re at 4946 kilometres – haven’t even changed its first nappy.”

Climbing into the Isuzu is easy enough – thanks to wide-opening doors, three well-spaced, deep steps and front and rear grabhandles.

The interior is roomy – not cramped at all – with robust-looking trim. And, just as Brooke said, a plain-Jane appearance. He has however, specced a leather-trimmed seat and steering wheel and some carbon fibre-style detailing on the dash and other fittings to spruce things up.

The dials are analogue, the cruise control is not the clever adaptive kind. It does have Bluetooth to connect to the stereo, wireless charging for a smartphone, SI Lodec onboard scales, a TRT TractionAir central tyre inflation system and EROAD electronic RUC management and onboard monitoring. Everything seems to be where it should be.

Says Brooke approvingly: “I didn’t really spend time in the truck before I purchased it and before it went to Patchells. And because Patchells are in Rotorua it was very difficult for me to talk to people Truck & Driver | 21

22 | Truck & Driver

Far left & main picture: This run sees the loaded Isuzu negotiate around six kilometres of steep and tight forestry road, before getting out onto an undulating Wairarapa country road Left: Brooke Brausch quit working for his Dad’s trucking company in Auckland to try his hand in logging in the Wairarapa and say ‘this is where I want this and that put’ – like the CTI. “But that’s the best thing about those guys….they help you along and they know what they’re doing. All I say is: ‘Hey mate, as long as I can see it (the SI Lodec scales readout) from that doorway….that’s where we put it – so I don’t have to climb in and out of the truck, bringing dust and dirt in.’

“That’s why I’ve got the (RT) handpiece – so I can talk outside the truck while I’m watching my scales…obviously, while in my safe zone.

“And I wanted this (as he points to the TRT TractionAir CTI controls) to be positioned here beside the gears. So as soon as I look down to find a gear I say ‘that’s right – I’ve got to do my tyre pressures.’ Cos I don’t want my truck driving down the motorway with tyres down at 30-32psi.”

We head off from BCL’s home base towards Riversdale, Brooke makes upshifts and downshifts on the Roadranger with the 15.6-litre 6WG1-TCS engine at around 1500rpm – “just because she’s still a little bit tight….and it seems to flow a lot better that way.

“You could get away with dropping a little lower in the revs – around 1300 or 1200 – when the motor’s a bit looser.”

As we greet the less stressful open roads of the Wairarapa, Brooke continues our ‘why the Isuzu’ conversation.

In his quest for a replacement for the K104 – and bearing in mind that “I’d spent numerous times with that truck in the mechanic’s – I came up with the theory that maybe it might just be better to pay the bank manager than it is to pay the mechanic!

“Lots of people spoke to me with advice….and recommended the Isuzu 530. It has the horsepower, it was reasonably priced for what you get – all the technology that comes along with it – and it also has a comfortable seat.

“Before I went to Isuzu, I’d heard nothing but good things about them working in the logging sector – from another couple of companies in the area. And it just suited my budget. Cos the idea was to find something…that would last the distance of at least five years, by paying it off. A low-price buy, hoping for a good product…. was what I was searching for. And this is where we ended up.”

Isuzu wasn’t the only make he checked out: “I did shop around.

Looked at Mercedes-Benz….I do own a 630 Arocs and it’s an awesome package.” But another one, he says, “was just a little bit out of my price range.

“I looked at a Mitsubishi in Palmerston North, asking ‘how much’ – but that didn’t really burst my bubble, you could say. Plus DAF and Kenworth – again, prices were a bit too dear for what I was looking

Truck & Driver | 23

For maximum control in the sometimes difficult offroad conditions encountered in logging, Brooke specced the GIGA with the 530hp version of the 6WG1-TCS engine, plus a Roadranger 18-speed manual transmission

for.

“I reckon the best-price package and bang for your buck would be an Isuzu at this stage….until someone comes along and competes.

“I’ve come from my father’s company, where I had a bit of a turn in everything – from Volvos to a (Freightliner) Coronado, which I liked. Especially the way it sat on the road.

“You name it – pretty much I’ve had a turn in it. But recently I’ve had K104s and gone through a new Arocs, then back to the K104 and then on to this.

“Our first truck, named the K Whopper, was written off. The option was to take the money for the repair and take the truck back. I wanted to transfer everything off that truck and onto this Isuzu, but it didn’t pan out that way because of the different widths of the chassis.”

The switch from the K104 to the Isuzu – how’s he feel about that?

“This is like one of those fancy leather La-Z-boy chairs you have in your lounge – soft and cosy and very comfortable. It’s got air suspension on the seat, but I don’t run it. I’m an ex-motocross rider, so I don’t mind the bumps. I like to sit back and feel the road.”

He agrees that it’s not the most modern truck around: “No it’s not.

It’s not got the special gadgets and bells and whistles – but it has got the technology of hands-free, climate control, a high roof, a day bed (if we do need to park up somewhere and have snooze)…

“And it’s got a few little features that I couldn’t find in other dayrunning trucks. The best thing I like about this truck is its visibility – you can see around the place. Everything is open around you – you don’t have to look far.

“It actually feels to me like you’re jumping from a bigger truck or a Kenworth, into a Mitsubishi Canter and driving around the streets of Auckland….

“And it’s driver-friendly. I was kinda looking for a truck that I could chuck anybody in it. Someone with a little bit of experience and a Class-5 licence – I can sit them in the passenger seat and train them to my ability and I feel that this truck would be ideal to do that in.”

What about the Roadranger manual, rather than an automated transmission? “That’s how you learn to drive a truck isn’t it?” he laughs.

“There’s a lot of offroad driving that we do and the terrain is quite steep and….an auto – it can always trick you.

“When you’re in a manual you’ve got more control of the vehicle 24 | Truck & Driver

and gear range. For example, climbing a hill, you can put it in I-Shift if you want but you’re still not gonna get the best out of it, because you’ve got no split control on that gear.

“I went straight for a manual – it’s what I wanted due to the conditions of the roads over here and it actually teaches you how to drive.”

We’re not bouncing around on the road – the suspension setup of steel parabolic taper-leaf springs front and rear, plus double-acting shock absorbers on the front axles and Isuzu six-rod and trunnion axle-locating system on the drivers clearly doing its job nicely.

There’s very little steering movement either.

Brooke continues the summary: “Mirrors are good – in fact, as long as you keep the perspex window covers clean, they’re awesome and user-friendly.” The mirror adjustment controls are well-positioned too – where “you don’t have to take your eyes off the road.

“Steering is awesome – the power steering is really good. It goes where you point it.”

Brausch has only good things to say about his experience with Robertson Isuzu: “I I feel like the deal was very smoothly operated. I sat down with them and said ‘I’m looking for a truck for logging’ – and this is the avenue they pointed me towards. I was looking for something with a durable chassis and later on, a little bit of horsepower when it’s opened up – for climbing hills like the Rimutakas.

“I asked for the option of the leather specced interior. Leather seats are awesome: If you get a little bit of sap or gum on you from the trees, and you come inside, you can easily remove it. It also extends the value of the truck on resale.”

He’s only had the Isuzu in work for two or three weeks so far – time enough though to notice any irritating characteristics. So are there any?

“There’s not much I really don’t like about it.” He wasn’t keen on putting such a brand-new, tight truck into tough jobs – but there wasn’t any choice: “It would have been nice to get a mellow job where the skid is just off the road – just to bed it in. Unfortunately, that’s not the case. There’s not many of those jobs around.”

He was also a little frustrated initially, learning how much throttle to give it on loaded climbs up steep, low-speed hills offroad: “This kind of truck likes to do it by itself. You chuck it down to the low box and then high split, and it creeps. Just got to make sure your

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diffs are locked – and it just crawls up. As soon as you put your foot into it, it’ll start walking and you’ll lose traction and have to start again. Mainly because the motor is so tight.

“It’ll be nice to see what it does in the near future. Other than that, I can’t fault it much at all to be honest with you. One thing it’s missing is a fridge for cold drinks. There is room for one.

“It’s quiet too. We live on a farm with our yard (on it) and we barely notice the truck coming up the driveway with our night driver driving in.”

Brooke explains that his three loggers usually operate out of one skid, but “from time to time we have a load restriction.” It’s a matter of “how many loads the skid’s allowed out….”

In that situation, if he can, “I kinda spread my wings and help out other crews to get on top of their quotas.” So this “is the type of job we do to top up our day.”

The trucks can do up to five loads a day out of its regular skids – depending on whether it’s “a port run” or a “cart to rail,” where it’s taken to the rail yard in Masterton.

It’s good to have the variety, he says, although he’s also cautious about the port runs: “You don’t want to burn your truck out on the Rimutakas – or burn your driver out on the long-distance trips.”

Brausch Contracting started with one truck just over a year ago.

Brooke was driving for his well-known father Glen’s operation, but explained to his Dad that “this Brausch Trucking is YOUR legacy – I want to go and build my own.

“We parted on very good terms and he offered me the chance to purchase the K104 he had in his yard in Auckland. He was doing logging around the Pukekohe area I think.

“As soon as I got my hands on that truck I drove it down here.

With a Bigfoot onboard With a you’ll Bigfoot monster any onboard you’ll surface

Once I’d done my first load I was hooked on logging – I loved it: Offroad, the sights you see, the people you meet, it’s just awesome.”

Pretty soon another K104 Kenworth came up for sale locally, with a contract: “I managed to get my hands on that…. And from there we had the opportunity to purchase a brand-new Mercedes-Benz.”

How come the change in makes? “It was a bit of a situation where it was what everyone else was doing. The Mercedes-Benz does have that distance off the ground…. We do get ruts and bits and bobs under your truck and it will get damaged.

“To move from a Kenworth was a hard call because Kenworths are hardy trucks – reliable, can take a bit of a punch in the dirt.

“But the Mercedes is starting to get to that level now, with the new Arocs – how high it is off the ground.” That’s good, both from the perspective of avoiding damage and “you are sitting quite high…. so you do get a good view of what’s going on around you.

“And the horsepower they put on with the new-generation Detroit 630….it’s just a powerhouse package. And you can throw a driver in it and he loves his day, enjoys it.

“The other thing about the Mercedes is its safety features. When you’re employing drivers, safety is one of the most important things.

The Mercedes has all that. But you pay for it as well.”

And now, a different make again? Yes, he concedes: “This day and age, the drivers are picking big, flash, shiny Kenworths and Scanias.

It’s cool.

“I do have a pride and passion for trucks, but when it comes down to a workhorse and you’re gonna have people jump in and out of it and drive it like it’s stolen, it’s good to have something that hits the budget. I’m very happy with the truck so far. It hasn’t faulted me in any form.

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26 | Truck & Driver

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By the time the CYH530D starts the long grind up the Rimutakas, the forecast rain has set in

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TD30342

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Truck & Driver | 27

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Right: The main dash display is plain-Jane, but clear, simple – functional, in other words Above: User-friendly steering wheel controls are part of the package

“Yeah, this Isuzu has less power, but has more comfort and is more driver-friendly.”

How does he reckon it’ll go in winter conditions? “I’m actually quite excited to find out, ‘cos I’ve spoken to another truckie, he’s got a 480….and he gets into places that Kenworths can’t. If that’s the case, I’m looking forward to it.

“We’ve got a place at the moment that a lot of people have been going there and turning around, going ‘nah sorry: We can’t haul out of here.’

“They get stuck all the time and the funny thing is this kind of package I’ve got here crawls on in there, gets the wood out, keeps the customer happy – and keeps me happy because I’m making money.

“As soon as you go to places that people don’t like going to, it gives you a sense of pride – that what you’re doing is actually working.”

As soon as we’re off the main road, Brooke adjusts the tyre pressures via the TractionAir system, for the offroad run to the skid site – “70psi for traction in the dry, saves the tyres a little. On the gravel roads, it’s normally 5th gear, High split, 1200rpm and no faster than 30km/h, 2nd stage retardation.”

We climb towards the skid in 3rd High, crawling along at 20km/h and 1500 rpm. The road is actually rather well groomed, tidy – but Brooke forecasts rougher terrain ahead, particularly since it’s been stormy for days.

Up a pretty reasonable climb, the Isuzu handles it nicely: “As soon as you get a bit of wheelspin, you just back it off – 1000 revs.

We’re just crawling up there. Minimise the revs as much as possible without stalling.

“Throttle control on this is awesome, it’s right there. You give it heaps and it’ll wanna go. But if you ease on the accelerator and push down slowly, you get more out of the punch of that horsepower. You go and put your foot straight flat to the floor, the horsepower won’t kick in until the revs come up. I like to run the revs a little bit higher, that’s my driving style.”

He reckons too that the Isuzu engine and Roadranger combo requires that “you’ve kinda got to be fast about your changing action….just so you don’t lose the revs. It’s probably because it’s new – and me getting used to it.”

As we close in on the skid site, on a hill overlooking the Wairarapa coast, he says happily: “As you can see, this is why I do this job.”

It’s a stunning view.

It’s not long before close to 27 tonnes of logs are loaded and chained down – so we’re right on 44t as Brooke gets it all rolling – going for 2nd Low as we start up the first hill on the six kilometre

offroad drive out: “I want to minimise my gearchanges coming up this small hill. We’ll just crawl up here nicely.

“The tyres are set on loaded offroad – 71 psi. We’ll go up to 90psi when we hit the tarseal. It saves the tyres.

“I know when it’s really greasy, it’s really good to fold up the grip in the tyres – you fold it together, which pinches the dirt and gives you a little bit of traction. But if you can’t get up there in 70 or 60, 50 even, you’re just wasting your time.”

The engine, which produces its 390 kilowatts/530 horsepower maximum power at 1800rpm, is still achieving at least 325-330kW/435-442hp of that from 1400 revs.

In terms of torque, the 2255 Newton metre/1663 lb ft peak comes on at 900rpm and carries through to 1300.

So up the first hill the six-cylinder is at 1500rpm as we creep along at 9km/h. As the hill eases Brooke takes it up to 3rd Low when the speed gets up to 15km/h, and then another full gear so that we’re at 20k and holding 1500rpm, till near the crest, where it eases down to 1300.

On the next descent, he drops it down a full gear in preparation for a tight downhill corner. The Isuzu’s GIGA-Tard permanent magnet driveshaft retarder and the X-Tard exhaust brake are on their second stage. The GIGA-Tard delivers 65kg/metre retardation, while the exhaust brake adds 261kW/350hp of maximum stopping effect.

To that, he adds, a few touches on the brake pedal: “About 5% brake – the rest is all retarder,” he says.

Back at the tarmac, NZ Truck & Driver tester Trevor Woolston takes over the wheel from Brooke. He gives his impressions of the Isuzu on Page 32.

Just out of Masterton, heading for Wellington, Brooke’s back in the truck for the run over the Rimutaka Ranges. We get to the foot of the first part of the hill in 7th High, at 60k.

The aim, says Brooke, is to keep the tacho in its green zone – “from nine (900rpm), right through to the 15 and a half mark. I feel like the torque on this truck likes to work around that 14 mark.”

He takes a single split – and, with this part of the climb easing, soon shifts back up to 7th High….until a 65k corner prompts a split downshift, with our speed still just under 60km/h.

The 6th High, 7th Low vicinity of the Roadranger is where we stay – still around 60k – until the two lanes narrow to one and the really windy stuff begins. A 25k corner sees Brooke downshift to 5th Low, still at around 1500 revs, but down to 25-30km/h. It’s all quite impressive so far.

A 35k corner sees us into 5th High, but when the revs rise to 1650, 1700, at 40km/h and rising, it prompts Brooke to ease off the throttle a little rather than taking an upshift. He’s a little surprised – Truck & Driver | 29

Top left & left: The cab suits Brooke’s needs – functional, with a bunk to rest on during breaks and a touch of class....with a leather seat and steering wheel trim Above: Good grabhandles both sides and grated steps make for easy cab access

Far left: TRT TractionAir central tyre inflation system controls are tucked down by the gearshift

reckons that it feels like the engine has already opened up quite a bit since he last ran this hill.

Now the forecast rain has arrived and Brooke’s happy to hold this gear, settling around 35k.

Through the tight corner he calls the Lower Windy, we start through a sequence of bends that see Brooke simply moving the Roadranger between 5th Low and 5th High. Easy.

Approaching Upper Windy, he gets on the CB to advise oncoming truckies where he’s at, explaining: “Through this intersection it’s very tight.”

Now he’s sure of the engine’s improving performance: “It’s actually come a long way since I first got it. It’s getting better and better every day.”

He’s still shifting between 5th Low and 5th High – and as the hill steepens, he’s in 5th Low – and hopes to stick with it as the revs and road speed slowly drop….eventually to 1000rpm and 20km/h.

He’s not pussying the throttle now – his foot is flat to floor.

But he’s also intent on managing things on the throttle, rather than upshifting: “Up the Rimutakas it’s pretty much 5th High/Low all the way and if it does want to get away on you, you’d be silly to chop a gear at it, ‘cos you’re just going to drop back down again anyway.”

“You’ll get around the corner and go ‘ah shit! Now I’ve got to chop back.’ And the potential for error is huge. You may as well just keep it clean and stay out of trouble.”

The road starts to flatten out and open up. Now in 6th Low, we’re just about at the top. But the revs drop again on one last steep pinch – and, as he goes for a downshift, Brooke doesn’t get it cleanly, struggles for a moment....then has to jump down to 2nd 30 | Truck & Driver

Low to recover.

Brooke berates himself: “There was a good, prime example – why not to change gear. Never change down going up hills – rule number one. Pick the gear and just go high/low. I broke my own rules.”

We crest in 5th High and Brooke informs me that going down the southern side he’ll stay in 6th High and Low. I’m not going to be with him for the descent – we’ve got a plane to catch out of Wellington.

It’s been a full-on day of different challenges – and the Isuzu has taken it all in its stride: Off-highway, loaded and unloaded; windy and hill country roads….and, to cap it all, this Rimutaka hillclimb.

Brooke sums up his feelings about today – and the Isuzu’s past three weeks: “Comfort. User-friendly….it ticks all the boxes for what I want to do moving forward and for my budget. The budget is very important – how you service it and utilise the gear.

“They reckon the power doesn’t really kick in until about 80,000kms – then you get the full best out of the power, depending on how they get broken in, obviously.

“I’m excited to see how it’s gonna handle it durability wise – we’ll just go as long as we can go. If something changes in logging life – it fades out or we can’t do logging any more – I wouldn’t mind putting a flatdeck on it and supply the local farming community.

“There’s not very much that can touch this Isuzu. What’s around about this price? There’s only really a Mitsi Shogun or there’s that new product that they’re bringing in from China….

“But, like I said, as soon as I’d seen the features and heard from other loggers what these trucks go like….that was the deal-sealer.” T&D

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Trevor Test

I

T’S A GREAT DAY DOWN IN THE Wairarapa, catching up with Brooke Brausch and his new Isuzu CYH530D log truck.

The Brausch name is well known on the New Zealand road transport scene, with Brooke’s old man Glen operating a refrigerated fleet out of Auckland.

There’ve been storms in the past few days, flooding parts of Wellington and making access to some Wairarapa logging skid sites marginal – but we’re good to go, with a great location out on the coast just north of Riversdale.

I take over when the rig is fully loaded, to run back into Masterton on a great country road, with plenty of tight corners and climbs to make sure the gearbox gets a good workout.

Climbing up into cab, there are three good, wide and deep steps with grabhandles front and back of the door opening. I find the rear handle a bit too high to reach from the ground so I can only grab it once up on the first step.

Inside it’s the familiar Isuzu cab, which is userfriendly and functional rather than luxurious and

So far the new Isuzu is fully living up to Brooke Brausch’s expectations, in terms of its driveability and offroad capabilities

32 | Truck & Driver

flashy.

Its comfortable and works fine, with good positioning of all major controls. In front is a large dash with the speedo and tachometer – with fuel, AdBlue and temperature gauges to the left and air pressure on the right.

Over in the central portion of the dash are the switches for the audio system and climate control, along with the diff lock switch. Controls for phone and audio are also on the steering wheel.

Steering column stalks control the windscreen wipers, hazard lamps, X-Tard exhaust brake/GigaTard driveshaft retarder (on the left) and, on the right, indicators, headlights and fog lights, plus the dip switch and cruise control.

It has the good, old-faithful 18-speed Roadranger transmission, with a nice short shift stick down beside the driver. It has a nice, lightweight action and combines with wellpositioned footpedals, including a lightweight clutch.

There’s also a good old clutch-brake button on the side of the stick, making selection of your first

Trevor Woolston gear from neutral graunch-free.

As I head off, almost at the end of the offhighway stretch, I use the TRT TractionAir CTI to push the tyres back up to road pressure.

SI Lodec scales have us right on the 44,000kg mark on the truck and its Patchell-refurbished Kraft four-axle trailer.

These are back-country roads so you expect a bit of bumping and off camber stuff, but this road is in pretty good shape and that makes the

ride very comfortable. There’s not too much bounce coming up from the road. In fact, writer Dave McLeod reckons his seat’s very comfortable….despite having no air suspension.

There are plenty of undulations and there is a need to be busy on the steering to keep the truck positioned on the road, but the unit tracks well and I’m easily able to stay on the correct side of the road.

Steering weight is good with ample feedback through the steering wheel and positive response to slight adjustments.

Noise levels in the cab are fine – a bit noisier than our recent tests on the new Euro 6 DAF and the Volvo FM….but certainly not unacceptable. We can hold a conversation across the cab with reasonable voice levels.

Driver position is great, with an ISRI 6860 air suspension seat which sits nice and low, giving great adjustment and working in well with the adjustable steering. Out front, as expected in an Isuzu, cab visibility is great, with a deep screen and nothing above the dash to block vision.

Mirrors are the usual offering of flat and convex pairs – heated and in tidy shrouds, they give great visibility down the sides and are particularly useful on these narrow, winding roads. However, due to their size, there is a bit of a blind spot when looking out to the right at intersections.

Gearshifts are clean and precise, with a very good feel through the gates and nice, quick splitter shifts.

On the few occasions where I do get caught out – due to lack of experience on this road and quick climbs popping-up around corners – I’m able to quickly recover by downshifting a

couple of gears.

I find that the best performance seems to be with the engine running up over 1300rpm and not letting it drop down below this. This ties in with the engine specs, with torque of 2255Nm between 900rpm and 1300rpm, then dropping off.

On the descents I find you need to drop down a few gears to make the exhaust brake/driveline retarder really work. It does stabilise in higher gears but requires a few brake applications to keep your speed in check.

On the few climbs I encounter I do get down to 6th Low and on the couple of occasions I get caught by the terrain I need to drop into the low box – but am able to quickly recover lost gears.

Power feels steady once the engine settles into its work in the right gear.

Patchells have done a nice job of the logging kit on this truck and the load feels very stable – the Isuzu six-rod rear suspension and alloy parabolic taper-leaf springs front and rear combine to deliver a nice flat ride without too much body roll.

Brooke says he was looking to put a slightly lower-cost unit on the road and the Isuzu helped him meet that goal. While it may have been a bit more economical cost-wise than some of its North American and European competitors, it’s certainly not too big a compromise when it comes to performance.

He’s getting into skid sites where some other makes are struggling for traction – and his trip times aren’t that much slower, despite regularly running over the Rimutakas to Wellington with export logs. T&D

• SPECIFICATIONS •

ISUZU CYH530D GIGA 8x4 Engine: Isuzu 6WG1-TCS Euro 5 (SCR) Capacity: 15.68 litres Maximum power: 390kW (530hp) @ 1800rpm Maximum torque: 2255Nm (1663 lb ft) @ 900-1300rpm Fuel capacity: 400 litres Transmission: 18-speed Eaton Roadranger RTLO18918-B manual Ratios: Low L – 14.40

Low H – 12.29

1st Low – 8.56

1st High – 7.30

2nd Low – 6.05

2nd High – 5.15

3rd Low – 4.38

3rd High – 3.74

4th Low – 3.20

4th High – 2.73

5th Low – 2.29

5th High – 1.92

6th Low – 1.62

6th High – 1.38

7th Low – 1.17

7th High – 1.00

.86 8th Low – 0

8th High – 0.73

Front axles: Isuzu FO66 Elliot reverse I-beam, rated at 13,200kg Rear axles: Isuzu RT260, combined rating of 26,000kg Auxiliary brakes: Isuzu X-Tard exhaust brake and GIGA-Tard permanent magnet driveshaft retarder Front suspension: Tapered parabolic leaf springs and double-acting shock absorbers Rear suspension: Isuzu sixrod and trunnion axle-locating system, parabolic tapered leaf springs GVW: 29,000kg GCM: 62,000kg

Truck & Driver | 33

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Christchurch Convention Centre, Te Pae, under construction Photo: Michal Klajban [CC BY-SA (https://creativecommons. org/licenses/by-sa/4.0)]

Industry open to Government accord D

by Nick Leggett Chief Executive Road Transport Forum NZ

ELEGATES AT LAST YEAR’S ROAD Transport Forum Conference in Taupo may remember Transport Minister Phil Twyford discussing the possibility of the Government developing an accord with the transport industry, similar to what’s been done with the construction sector.

In my opinion, progressing such an accord would be in the interests of both the industry and Government – and makes perfect sense when it comes to the importance of road transport to the country’s economy.

The Construction Sector Accord was a response to the critical role that building and construction companies play in the provision of houses and infrastructure. The failure of a few big construction firms over recent times has highlighted just how vulnerable that sector is to external pressures.

The Government knows it can’t build houses or upgrade our creaking infrastructure without private sector input and, for a government that has staked a great deal of its reputation on solving these issues, it really had no choice but to assist with the sustainability problems within construction.

The accord, which was signed in April 2019, includes commitments from Government to help with more transparent management of the infrastructure pipeline and establishing stronger building regulations; with the industry tasked with addressing cultural and leadership issues as well as workforce

capability and capacity.

Needless to say, when Minister Twyford raised the possibility of a similar accord with road transport we were very keen to pursue it. Unfortunately, since then it has been difficult to personally engage the Minister on it.

However, RTF is undertaking initial scoping work on what a future accord could look like with Ministry of Transport officials and I hope that the Minister will re-engage once that process is complete. We will keep the industry informed on its progress.

While RTF will welcome such an accord, it is yet another example of the almost schizophrenic approach that this Government has to road transport.

Last year we were given a boost on the immigration front with the announcement that Government is to negotiate with our industry the development of a sector agreement. This agreement, once formalised, will provide trucking companies with easier access to temporary migrant workers to alleviate our short-term workforce difficulties – in exchange for obligations from industry to reduce the overall reliance on immigration and invest in training and productivity improvement.

While not perfect, the sector agreement – once negotiated – will be positive for road transport operators. On the other side of the coin however, the Government is pushing ahead

Continued on page 36 Truck & Driver | 35

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

GREEN FREIGHT MUST BE LO N

E

NVIRONMENTAL CONSIDERATIONS, PARTICULARLY the reduction of emissions, is becoming an essential part of every successful customer-facing business.

New Zealand’s transition to a low or zero carbon emissions economy has begun and will, by necessity, only accelerate over the next 30 years or so as we head towards our stated target of carbon neutrality by 2050, says RTF’s Nick Leggett.

“Pressure is coming on from competitors, suppliers and critics of the industry. There is more and more information out there regarding a business’s environmental credentials and that is having a big impact on consumer behaviour.”

International insurer IAG recently released its second annual survey of how NZers feel about climate change. The poll found that 79% of people see climate change as important to them and 67% said they were prepared to take personal actions to reduce the impacts of it.

“We know that the public expect greater environmental stewardship through the entire lifecycle of a product,” says Leggett.

“They want to feel good about the businesses they engage with and that goes through the whole supply chain.

“Modern consumers want to know that, at every stage of the supply chain, businesses are doing what they can to mitigate their environmental impact. For road transport a significant reduction in emissions presents a real challenge.”

While improving engine technology over the last 20 to 30 years has significantly improved fuel efficiency and environmental outcomes,

transport still contributes 20% of NZ greenhouse gas emissions. Of this, heavy vehicle transport makes up almost a quarter.

As RTF pointed out in a recent Government consultation on alternative transport fuels, NZ is a minuscule market for truck manufacturers and we are far too small to support the independent development of new power systems. Operators are almost entirely dependent on products already established on the international market, which means new fuel technologies, such as electric and hydrogen, can only be adopted when those technologies are widely available elsewhere.

“For many of NZ’s most critical freight tasks, such as logging, livestock transport and linehaul, alternative power technologies simply don’t exist,” says Leggett.

“It also must be recognised that NZ is a challenging transport environment, especially outside our major centres. The geography is steep, the road surfaces inconsistent and the weather variable.

“New trucks must be reliable in terms of both performance and servicing. Infrastructure, such as fast-charging stations or hydrogen fuel stations, are also few and far between.”

All this is not to say that, for specific tasks, suitable alternative-fuel vehicles don’t exist – because they do.

Late last year Auckland-based laundry business Alsco launched NZ’s first heavy electric highway freight vehicle. The truck, which is based on a Hino GH 1828 and runs at up to 22.5 tonnes fully-laden, will travel 284 kilometres every day, five days a week, between Rotorua, Taupo and Tauranga.

Industry open to Government accord Continued from page 35 with its desire to impose Fair Pay Agreements or national awards on our industry.

Centralised wage fixing, which is basically what Fair Pay Agreements are, would be disastrous for the efficiency and productivity of our industry, make it difficult to hire new drivers in certain parts of the country and would become a substantial drag on the overall economy.

We are already dealing with the impacts of restrictive break time rules, inadequate roading infrastructure, unreasonably lowered speed limits….and then there’s the possibility of cannabis liberalisation that could have serious implications for health and safety in the workplace.

At the end of the day RTF and other industry leaders are willing to discuss any options that would enhance the overall sustainability and efficiency of our industry. What we require from Government though, is a far more joinedup policy approach that combines useful immigration reform, workable employment 36 | Truck & Driver

relations settings and modern transport infrastructure that creates an environment that helps us to meet the increasing demands of the growing freight task.

Finally…don’t forget, if you’re in the Christchurch area on March 20 and 21, the 2020 TMC Trailers Trucking Industry Show is being held at the Canterbury Agricultural Park.

The two-yearly show is one of the biggest of its type in the country and, with the addition of events like the TR Group New Zealand Truck

Driving Championships, will be bigger and better than ever this year.

The UDC Show and Shine is the centrepiece of the weekend and I’m told there will be 400500 gleaming trucks on display. There will also be a classic trucks showcase, a careers expo and a dinner and awards night.

I will be there for at least part of the event so if you see me around, come and say hi and have a chat about what the RTF has been up to on your behalf. T&D

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

O NGTERM GOAL FOR INDUSTRY

Nick Leggett (right) with Climate Change Minister James Shaw at the launch of Alsco’s new electric truck

It is estimated that this will save Alsco at least 25,000 litres of diesel, and the environment 67,610 kilograms of CO2e, per year.

For many operators the upfront investment needed for such a vehicle is a major constraint on their uptake. However, for Alsco the investment in electric technology actually compared very favourably to a diesel equivalent. It estimates that its higher upfront costs will be recovered within six months of operation, through significantly reduced running costs.

“The reality is that the competitive nature of the freight industry in NZ results in low transport costs and low margins for operators.

This constrains the ability for transport companies to invest in experimental technology, especially for enterprises that make up the bulk of the sector,” says Leggett.

“However, if the capital expenditure can be endured and an

appropriate freight task is found, then the longterm financial advantages of transitioning to new technologies can be significant.”

RTF has recommended to Government that some kind of financial incentive as has been done with electric light vehicles could make a significant difference to the uptake of new technologies within the sector.

The Energy Efficiency and Conservation Authority (EECA) already runs a low emission vehicles contestable fund. It offers up to $7million a year to co-fund projects with private and public sector partners and Alsco sourced some of this funding to start electrifying its fleet.

Adds Leggett: “If any operators are interested in knowing more about this fund please contact RTF and we will assist you in making the necessary enquiries.” T&D

Truck & Driver | 37

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

NEW ON - THE -JOB TRAINING PROGRAMMES FOR INDUSTRY

P

•

•

A heavy vehicle licence does not prepare a driver for the challenges of safely piloting a big, expensive load

F

IVE NEW TRAINING PROGRAMMES RELEASED late last year offer drivers the opportunity to upskill while they are on the job and earning.

RTF has been working across the industry and with industry training organisation MITO to develop a new suite of training courses relevant to the professional driver of the 21st Century.

Five new Level 3 and 4 qualifications are now available to those employed in the industry and can be undertaken through MITO. They are: • The New Zealand Certificate in Commercial Road Transport Skills (Level 3) • The NZ Certificate in Commercial Road Transport (Heavy Vehicle Operator - Level 3) • The NZ Certificate in Commercial Road Transport (Specialist Driver) (Level 4) – Transportation of Logs • The NZ Certificate in Commercial Road Transport (Specialist Driver) (Level 4) – Heavy Haulage Transportation • The NZ Certificate in Commercial Road Transport (Heavy Haulage Class 1 Pilot) (Level 4) These courses incorporate both theoretical and practical training that takes place in the student’s workplace and take between seven and 15 months to complete.

Says RTF chief executive Nick Leggett: “The opportunity to upskill while at work will, we hope, encourage good employers to support their staff to take up professional development opportunities.

“I also hope that drivers and other staff will see greater opportunities to move around within the industry, rather than leaving it for perceived greener pastures in other sectors.”

The new courses help meet one of the key goals of the Commercial Road Transport Workforce Development Strategy – developing skills and professional training.

38 | Truck & Driver

The strategy is the framework through which the road transport industry is planning its workforce development priorities over the next five to 10 years.

The aim is to create a sustainable workforce that has the requisite skills and capabilities to meet the future challenges of the industry.

“The industry associations worked with MITO to put the strategy together and we hope that it will help focus not only on training and skill development, but also in assisting with the development of career pathways to attract new talent and retain those excellent drivers and staff we already have,” says Leggett.

“In my mind one of the most important goals is to elevate the image of the industry. One way of doing this is to incorporate better access to professional development opportunities and qualifications, as well as increasing the participation of young people and women in the sector.

“Trucking is an industry where on-the-job training and assessment is particularly relevant.

“Getting a heavy vehicle licence is the prerequisite to drive a truck but it doesn’t prepare you for much more than that. To be a productive and safe employee who can be entrusted with freight loads possibly worth millions of dollars takes much more than just a driver’s licence.

“It is great that the work industry has been doing alongside MITO on the targeted review of qualifications is beginning to bear fruit. We now just hope as many people as possible are given the opportunity to participate in these courses.”

Recognised qualifications for road transport now span the natural career progression of an employee within the industry – from new entrants to managerial and senior qualifications.

Says Leggett: “RTF is also working on a cadetship programme, to be launched later this year, to incorporate and build on the existing qualification framework and to provide employers with another tool to attract and retain good staff.”

If you are interested in enrolling in any of these courses or finding out about what other qualifications are available to you, go to www.mito.org.nz. T&D

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EARLY FOUR YEARS AFTER it began, the Rollover Prevention Safer Journeys programme is still going strong…and is as relevant as ever.

The programme is a joint initiative between the Road Transport Forum and New Zealand Transport Agency and is supported

by ACC and the Police.

Workshops around the countr y are organised in collaboration with RTF’s three associations – National Road Carriers, Road Transport Association NZ and the NZ Trucking Association.

The programme’s seminar-style workshop is expertly presented by NZTA’s Jeff Fleury. Jeff is a highly regarded vehicle safety specialist and, with over 40 years of experience and plenty of time around the heavy vehicle sector, there isn’t much he hasn’t seen when it comes to the things that can go wrong.

In 2019 Jeff undertook 29 presentations to almost 1000 participants, bringing the total number of drivers who have engaged with the programme since it began – way back in April 2016 – to nearly 6300, across around 160 meetings.

“I’d hate to the think of the miles I have 40 | Truck & Driver

covered to deliver the programme during that time, says Jeff: “Often, within the space of a few days, I’m doing workshops in the Far North, right down to the Deep South – and plenty in between.

“The fact is though that I don’t mind the travel too much. I know what an important message it is and I actually feel pretty privileged to be the one entrusted with it.”

Jeff is Dunedin-based and makes no secret about his provincial parochialism: “Yeah, I’ve hammered the old Highlanders rugby jersey quite a bit – I’ve probably done half the workshops wearing that jersey.

“It ’s a good wee conversation starter though and helps break the ice. The drivers I go and see can tell straight away that I’m not some sort of pointy-headed bureaucrat coming to wag my finger at them. I’m a regular bloke just like them and I understand the skill it takes to safely pilot a truck around NZ’s roading network.”

Jeff has done some interesting presentations recently: Late 2019 saw him run a workshop for 200 staff at EROAD, developers of one of the industry’s leading electronic fleet management systems.

“Over time, the programme has been

tweaked a little and when it came to the EROAD workshop I included a case study where I used EROAD data of a double fatality accident, where it was suggested the truck-trailer speed was too great for the signposted corner. The data proved it wasn’t.

“Overall the thing that has changed the most hasn’t really been the content of the programme – more the delivery,” explains Jeff.

“I now really emphasise the responsibility that drivers have to prevent rollover and make sure they remain safe on the road.

“Plenty of people make mistakes on our roads all the time, but most of those are amateurs. A truck driver is a professional and with that professionalism comes a heightened level of accountability to do the very best they can to avoid serious incidents.”

Jeff has been known to run seminars at all hours of the day and night to fit in with drivers’ schedules. A workshop starting at 5am, before drivers head out on deliveries, is definitely not unheard of !

It’s this commitment to the cause that saw Jeff awarded the Outstanding Contribution to Training Award at the 2016 NZ Road Transport Industry Awards. The intervening years have seen no letup in that commitment.

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

N PROGRAMME

Road Transport Forum was established in 1997 to represent the combined interest of all members as a single organisation at a national level.

Members of Road Transport Forum’s regionally focussed member associations are automatically affiliated to the Forum.

Road Transport Forum NZ PO Box 1778, Wellington 04 472 3877 forum@rtf.nz www.rtfnz.co.nz Nick Leggett, Chief Executive 04 472 3877 021 248 2175 nick@rtf.nz

Above: The Rollover Prevention Safer Journeys programme teaches drivers the causes of rollovers and how to prevent them Opposite page: Jeff Fleury presenting a rollover prevention workshop in the now-famous Highlanders jersey

Because Jeff undertakes the rollover prevention programme on top of his normal duties at NZTA, RTF and its associations try to work with him to organise a workshop schedule that is sympathetic to the amount of travel that’s required. It is therefore helpful if operators can be flexible with their dates so we can group workshops together in the various regions.

There is already plenty of interest for more workshops this year, so if your company is keen in running one for your drivers, please get in touch with your local association area executive or email mark@ rtf.nz.

More information on the programme and a registration-of-interest form are available at www. rtfnz.co.nz. T&D

National Road Carriers (NRC) PO Box 12-100, Penrose, Auckland 0800 686 777 09 622 2529 (Fax) enquiries@natroad.nz www.natroad.co.nz David Aitken, Chief Executive 09 636 2951 021 771 911 david.aitken@natroad.nz Paula Rogers, Executive Officer 09 636 2957 021 771 951 paula.rogers@natroad.nz Grant Turner, Executive Officer 09 636 2953 021 771 956 grant.turner@natroad.nz Jason Heather, Executive Officer 09 636 2950 021 771 946 jason.heather@natroad.nz Richie Arber, Executive Officer 021 193 3555 richie.arber@natroad.nz Road Transport Association of NZ (RTANZ) National Office, PO Box 7392, Christchurch 8240 0800 367 782 03 366 9853 (Fax) admin@rtanz.co.nz www.rtanz.co.nz Area Executives Northland/Auckland/Waikato/ Thames-Coromandel/Bay of Plenty/ North Taupo/King Country Scott Asplet 0800 367 782 (Option 2) 027 445 5785 sasplet@rtanz.co.nz

South Taupo/Turangi/Gisborne/ Taranaki/Manawatu/Horowhenua/ Wellington Sandy Walker 0800 367 782 (Option 3) 027 485 6038 swalker@rtanz.co.nz Northern West Coast/Nelson/ Marlborough/North Canterbury John Bond 0800 367 782 (Option 4) 027 444 8136 jbond@rtanz.co.nz Southern West Coast/Christchurch/ Mid-Canterbury/South Canterbury Simon Carson 0800 367 782 (Option 5) 027 556 6099 scarson@rtanz.co.nz Otago/Southland Alan Cooper 0800 367 782 (Option 6) 027 315 5895 acooper@rtanz.co.nz NZ Trucking Association (NZTA) PO Box 16905, Hornby, Christchurch 8441 0800 338 338 03 349 0135 (Fax) info@nztruckingassn.co.nz www.nztruckingassn.co.nz David Boyce, Chief Executive 03 344 6257 021 754 137 dave.boyce@nztruckingassn.co.nz Carol McGeady, Executive Officer 03 349 8070 021 252 7252 carol.mcgeady@nztruckingassn.co.nz Women in Road Transport (WiRT) www.rtfnz.co.nz/ womeninroadtransport wirtnz@gmail.com

Truck & Driver | 41

Ch-ch-ch-ch- c Story Wayne Munro Photos Gerald Shacklock, Bill Irwin, Murray Molloy

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Truck & Driver | 43

Coal is not the powerhouse of the West Coast economy that it once was....but it does still continue to generate business. Here TWF’s Mercedes-Benz flatdeck tipper, with liftout sides fitted, takes on a load at Reefton, destined for Canterbury

I

F TRUCKING COMPANIES HAD THEME SONGS, GREYMOUTHbased Trans West Freighters would only need one line from an old David Bowie smash-hit.

You know, the one that goes: “Ch-ch-ch-ch-changes.” Yeah, never mind what the rest of the song’s about….that line is Trans West, to a T. I mean, it is an exaggeration to say that for 60-odd years Trans West has been in a state of constant change. But…man alive, this is an operation that, over those six decades, has been rearranged, reshaped…even revived.

Some of the changes are lost in the mists of history – some of it gone with the fading memories of old men…some of it already taken to the graves of others.

And yet Trans West still lives – 62 years after it was first officially registered, with the late Barry Hurley and Peter Gurr listed in the NZ Companies Office as its directors.

The official record doesn’t show it, but people who should know reckon that it was actually a partnership between those two – coowners of a garage and small trucking company in Ross (about 30 kilometres south of Hokitika)….

And Allen and Les Arnold, brothers who owned Arnold & Sons Motors – a transport operation in Whataroa, getting down towards Franz Josef Glacier.

It lives on 44 years after its ownership changed radically, with the much bigger Northern Southland and TNL buying into the business – each taking a third share. And it lives on 33 years after it became a wholly-owned subsidiary of Northern Southland…

And two decades on from when it actually disappeared from sight! Around 2000, the Trans West name ceased to exist – replaced in favour of the name and branding of its Northern Southland owner.

It actually made a comeback in 2011 – even at a moment in time when all of its freight business was sold to Toll: Its livestock and bulk business was bought by Canterbury’s Philip Wareing Ltd and its original name restored.

Sure, Trans West Freighters in 2020 is only a shadow of its onetime self – eight trucks now, where once there were 42 or more

running in its cream and brown colours. Speaking of which…it doesn’t have its original livery now – rather a mix of the Wareings’ white, blue and red and the old TWF name and signwriting.

But, remarkably (given all of its changes), it DOES still exist – the Wareings admitting that restoring something of the Trans West brand has been important in the success of the Canterbury trucking family venturing into business on the Coast.

As Wareing and TWF director Mark Wareing reckons, it achieved two things: A distinctly different look to that of former owner Northern Southland…and the return of an important name in the Coast’s history. Even the red stripe was a nice nod back to the red stripe on the old brown and cream Trans West colour scheme.

So, as he adds: “The old name’s come back – hopefully stronger than it ever was.” And that, he says, is the feedback they’ve had over the last nine years: “A lot of West Coasters like the TWF brand – and they like the colour scheme.”

Mark’s Dad, Philip, puts it more succinctly: Mention the return to the Trans West name and he says frankly – “yeah, that was a strategic move.”

And he adds: “I have a pet saying……Canterbury people on the West Coast are a bit like Aucklanders in Canterbury!”

And, let’s face it, Trans West Freighters’ history is pretty clear evidence in itself of the inherent challenges in running a road transport operation on the Coast – without adding any extra negatives!

In fact, when it comes to the challenges involved in running a New Zealand trucking company, TWF has to be right up there – as an operation that has endured one helluva list of trials and tribulations, difficulties and demands, setbacks…and, yeah – changes.

There’s a version of that tyranny of distance thing – the physical barriers between the Coast and any major population centre. Only in this case, it’s not so much how far – but how high, how steep, how windy and how treacherous the road links traversing the Southern Alps are (and, even more so, how bad they used to be).

Philip Wareing is happy to concede that even now they’re a tougher barrier to deal with than he and his sons had factored in – Truck & Driver | 45

46 | Truck & Driver

Main picture: The latest addition to the TWF fleet, a Euro 6 DAF CF, at the summit of the Arthur’s Pass – scene of many icy adventures/misadventures in Trans West’s history

Top, from left: Westland Livestock was bought by Trans West during Ralph Munn’s time as MD....around 2001, the Trans West name disappeared, with its trucks rebranded in the name and colours of owner Northern Southland....some of Trans West’s fleet – including a 4x4 Tructor spreader, an Inter 3070, a Volvo G88, and a Merc V10 and 2233 – and some of its staff at its Ikamatua depot. On the back of the Merc are (from left) Murray Curtis, Roger Hampton, Jack McInroe and Murray Molloy (and his dog Tin) and this is with much of the old sting taken out of Arthurs, Lewis and Porters passes…thanks to a combination of more comfy, grunty and torquey trucks and much-improved roads.

But just imagine how daunting they were “back in the day” – with basic, comparatively underpowered trucks….and bloody awful

roads. The days when the Otira Gorge’s Peg-Leg and Zig-Zag hills were notoriously nasty bits of road in the wintertime.

Trans West survived near-Biblical challenges – snowstorms, hailstorms, floods, fire and earthquakes. Note: No famine! But there was once even the trauma of an autocide.

Truck & Driver | 47

Above: A team photo at the TWF base in Greymouth sometime during Ralph Munn’s time as MD, between 1986 and ‘99

Left, top: A bizarre scene in south Westland, with two-deck cattle trailers unhooked and towed across the Paringa Bridge by a little 4x2 K Bedford – to stay under the bridge’s weight limit Left: Bushy Keith and Tracey McKenzie. He was still clocking-up big miles at the age of 75

Then there’s the limitations of a business surviving in the small, localised economy of the Coast – ‘specially after its once-booming native forest logging industry was legislated out of existence. And when its other big-deal industry, coalmining, shrunk to a shadow of its former self.

Unsurprisingly, given TWF’s five known changes of ownership (with no less than 10 different individuals or companies either coowning it or running it at some stage)…as well as losing its identity for a decade or so, no-one involved in Trans West now knows much about the early days of the company.

The closest that current Trans West manager Tracey McKenzie gets is producing a handful of dusty old photos from a box in the storeroom at the company’s new HQ at Kaiata, just outside Greymouth. And coming up with some names and phone numbers – of ex-drivers and/or owners of companies TWF bought out.

Blokes like Murray Molloy, now 67 and still driving (for another Greymouth company, Aratuna Freighters) as he closes in on 50 years behind the wheel: He started out with Molloy Bros, a company his Dad co-owned with his brother.

The Kotuku and Cobden-based operation had been in business around 30 years when it was sold to North Canterbury Transport in the late 1960s…and then became part of Trans West Freighters six or seven years after that, when TWF bought out North Canterbury.

Murray Molloy had started with the company when it was still in North Canterbury ownership, in 1972, driving an S Bedford: “Had to work me way up to a TK. It was on like Ministry of Works tipper work and that….fertiliser off the railway. Bulk and bags. A lot of stuff came on the rail.”

Initially, when TWF bought the business (in 1974), he stayed on his TK tipper: “In the early days, like two of us would spend eight months of the year up at Kotuku rail – just working off the rail siding. Carting whatever come in on the train, you know – fertiliser, posts, timber….”

Trans West, he says, had “heaps” of trucks back then: “I’d say more than a couple or three dozen anyway. They were mainly Internationals and Leyland Mastiffs. The Inters were all petrol when I started and then they got them 2150 twin-steers – the first diesels.”

These were heavily regulated days for trucking, when everything going further than 30 miles (50kms) had to go by rail….unless it simply couldn’t.

Livestock in and out of the Coast fell into the latter category – hence North Canterbury Transport and TWF got permits to cart stock between the West Coast and Canterbury, taking the Lewis Pass route.

Eventually, Murray was promoted to a petrol-engined International ACCO 1910 stock truck – doing the stuff he loved, like long hauls down through Haast to Invercargill: “That was the highlight of me career. You’d do a load a day….down and back in one day.

“I went down for one trip…and come back four weeks later once!

Closest I got to home was Harihari.”

Going to and fro’ to Cantebrury was a regular run – all-year round.

Yes, even in mid-winter snow and ice. And yes – even with the likes of 125hp Leyland 400-engined, single-drive TKs: “You wondered why you wore out diffs and gearboxes! Your arms were buggered from changing gears all day! They had a five-speed with a splitter.”

What’s more the 4x2s, with 20ft decks, even pulled 25ft trailers: “We did have a couple of bigger, tandem-drive trucks – a Nissan and a Bedford with a GM motor. “But that was a big brute then – that was about 225-horse. V6 Detroit. And we had another one, a TK, with a Perkins.”

Murray loved the camaraderie of those times – born, he believes, because “there was a lot more manual work – everyone helped everyone. Everyone worked in as a team – not like now. They were better days….”

Former Trans West driver Graham (Bush or Bushy) Keith, who was recognised by the Road Transport Forum with an Outstanding Contribution to the Truck Driving Profession Award when he retired five years ago, agrees: “Oh, I loved it. We had a lot of fun, you know…”

Now 80, Bushy put in 30-odd years with TWF – but had already worked for more than 20 years before he started with the company: As a bushman, a log loco driver – hauling logs out on a bush railway at Rough River – then driving log trucks and tippers. He even ran the pub in tiny Ikamatua for a handful of years.

He’d learnt to drive by watching others…like local George McLennan, who had a GMC “at Browns Creek sawmill, up from home. And he could make the bastards talk! He was a good driver.”

When he started with TWF around ’81, he spent a while on bulk trucks (starting with a Merc 1113), before graduating to stock trucks – a G88 Volvo early on (with about 380 horse and a twin-stick shift),

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then a V10 Mercedes-Benz and, after that, a series of later-model Mercs.

His first experience in going over Arthur’s Pass, with a load of sheep on, saw him follow another, more experienced driver – Murray Fitzsimmons, who reckoned that the road was “pretty good…just keep in behind me, you’ll be right.”

Continues Bush: “So I just kept in behind him. And next thing you’re up and over the top – ‘thanks Murray,’ and away we went.”

But yes, he did sometimes get stuck in the snow – although he insists “it didn’t happen that much.”

And yes, he did have “a couple of frights – couple of near-misses.

Well, they make you sit back.”

The Peg-Leg in the Otira Gorge, going over Arthur’s Pass, was not his favourite place: “Oh yeah, I used to hate it. Oh, bloody hairraising things (happened), you know. You feel like you’re having a bad day….well you get up there and you HAVE a bad day.

“Yeah, sometimes you have a go and sometimes you get through – but nine times out of 10 she starts to spin. You had to watch what you were doing.”

On one of The Peg-Leg’s steep corners, going up it, he’d run right out wide (on the wrong side of the road), “onto the loose…. Then if it slides, it slides back into the hill...”

But actually, he reckons: “I was very lucky. I think there’s only about once I never got home. Yeah, had to stay or the truck broke down or something like that. Yeah, which I thought was pretty bloody good.”

These were the days when trucks were limited to 13 metres through a 14km stretch of the Otira Gorge, on Arthur’s Pass – because of the steepness of some parts of it and the tightness of

some corners. It was a restriction that stayed in place till 1999, when the new Otira Viaduct was opened.

To avoid having to go via Lewis Pass – an extra 176kms on a return trip to Christchurch – Trans West adopted B-train combinations, so its drivers could drop the rear trailer just before the start of the restricted bit, take the front trailer through to the end….then double back, pick up the other trailer, drive through, and then reassemble the combination.

Even with 28kms of to-ing and fro-ing, they saved 60k each way.

It worked – but driving the tractor, running bobtail, back to pick up the second trailer could be hair-raising on icy roads.

Later, to save time, Trans West even based a tractor unit at Otira, to tow the rear trailers through the restricted stretch of road without having to unhook the front trailers.

Scary or not, Bushy insists that they were exciting times… enjoyable times: “It used to be much happier. Yes, look, the amount of fun we had, you know. We had no trouble, you know – always had a beer or two, and a yarn after it.”

Yeah, he confesses, in his years behind the wheel he may have done a bit of speeding – perhaps even ran overloaded occasionally.

He reckons that “the bosses had the right attitude.” Like one, who shall remain nameless, “who asked me: ‘How much have you got on?’ I said: ‘I can’t tell you – I’d have to shoot you.’ He said: ‘Well, don’t worry about it then!’ ” In 1976, TWF’s ownership had changed. According to Ralph Munn, who in ’86 became the MD of Trans West owner, Ross Holdings (Westland), the original owners “were struggling…so Northern Southland (Transport) and TNL put a guarantee with the bank so they could continue operating – for a third share each: No capital,

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One of the three DAF bulk units delivers stock feed to a Coast dairy farm. Almost all of the inbound feed is taken straight to farms

but guaranteed money.”

Munn, who talked to NZ Truck & Driver in 2015 – when he was inducted into the NZ Road Transport Hall of Fame – had been the dealer principal of the local International Harvester dealer from ’76 to ’86, making a name for himself as NZ’s top Inter truck salesman a couple of years running.

He’d only been in charge of TWF for a year or so when a domino effect from the collapse of the Aussie-owned Transpac national conglomerate hit Trans West.

Transpac had taken over TNL and when it failed spectacularly in 1988, the end result was that the John Davies-owned Northern Southland became the 100% owner of TWF – with Munn working directly under Davies and co-director Bevan Chatfield to run the business.

A big challenge, early in his time in the job, was dealing with the aftermath of a 1989 fire that destroyed the company’s Greymouth depot – damaging or destroying five freight units and four forklifts.

He relished the challenge of rebuilding the place – the new depot opening in 1990, with six new B-trains.

Trans West grew. What had been a fleet of 28 trucks in ’88, was up to 42 in ’95. That was partly thanks to a deal to distribute Mobil fuel on the Coast and the purchase of deer cartage specialist Western Livestock….albeit with both run as separate companies (the fuel operation under West Coast Bulk Distributors, but with Trans West colours).

Munn confirms that the linehaul freight runs “across the hill” to Canterbury were tough to deal with business-wise – with limitations imposed not only by Otira’s 13m maximum length, but also bridge weight and height restrictions.

Trucks and trailers were built to just fit under low bridges – and the weight limits were dealt with by the B-train units, which could be broken up and trailers taken over one at a time.

Even so there were “issues” – like the security of a parked trailer: “Sometimes you’d have the curtains cut open to get the freight out of it in the middle of the night.”

Munn organised the building of what he says was “the first fuel tank B-train in NZ – to deal with the same restrictions.” The problem wasn’t building it – “the hardest thing was getting permission and consent from DoC to leave fuel tankers unattended! So we had to get all the compartments locked…”

Putting a tractor unit at Arthur’s Pass to do the shuttle-running of the B-train rear trailers “saved us – well, it made us – a lot of money, because nobody else was set up to do that. Yeah, they were good challenges….”

Weather-wise “snow was our biggest issue” – especially for TWF’s truck doing the mail and courier parcel run to the Coast each night.

On a number of occasions, when both Arthur’s Pass and the Lewis Pass were closed, Munn’s insistence that “the mail truck has to get through,” saw it diverted on a 12-hour drive through Blenheim and the Buller Gorge – Munn making late-night phone calls to get official approval for the drivers to go over their hours.

“The freight would stay there till the road was open the next day – or the day after.”

What about guys getting stranded up on the mountains? “Yeah, they would just sleep in the cab. They all had blankets and sleeping bags and all that.”

And accidents? “Yeah mainly it was the width of the road – with no berms on the side. You’d go to pass somebody that was taking more than their fair share of the road than you wanted…and you could easily drop one wheel on the side and you’d never pull it back.

“So we had a few accidents up there – not too bad for the amount we ran. We were running three or four trucks of general freight every night of the week, six nights a week. Because we had the mail, the bread, the couriers….as well as we did Mainfreight, Daily Freight, Truck & Driver | 53

Top: Bedford V653 GM, which moved from Molloy colours (as pictured here) into the Trans West fleet in the early ‘70s. It was regarded as a “brute” at the time, with 225hp and an Allison six-speed auto and twin-buttom Eaton diffs Lower, left: Tracey McKenzie started with TWF looking after the office....and two years later ended up running the place

Lower, right: West Coast Bulk Distributors ran as a separate business, but in Trans West colours. The Mercs, seen here in the early ‘90s, are (from left) a 2235/45, a 2235 and a 2433 Phoenix – all those. In the early stages some of them didn’t like their freight going in together…so they caged it themselves – so they (others) couldn’t see what freight was in there, and we put them on two separate trucks.”

Although Munn had, in his decade in charge of the IH dealership, developed a strong liking for and knowledge of Inters – rating S-Lines and T-Lines as “very good trucks” – during his years in charge, Trans West’s purchases were mostly Mercs, but also a few Volvos….and Volvo and Isuzu bulk groundspread units.

“Yes John Davies loved his Mercs, so….I would buy them, even though I wasn’t as impressed that they were the best truck in the world – especially when they went to the Actros: A lot of electronic problems – gearboxes vibrating, pipes falling off and fuel running out. Things that shouldn’t happen.”

Still, none of those things were the worst obstacles to TWF running as a profitable operation: “The biggest challenge was that the Coast wasn’t big enough to let the company grow. To do a freight run to the glaciers, you’re giving a service – you weren’t doing it to make money. Doing a freight run to Westport was a 54 | Truck & Driver

service – not to make money. Because the population just wasn’t there. That was the biggest challenge.

“Even delivering fuel, it would take you a full day to get rid of a truck load, because it was so far between all the stops – it’s such an isolated place for the size of it. Economically I think it hasn’t changed. It might have got worse actually.

“We used to do a lot for sawmills and there’s really only three or four decent-sized sawmills left on the Coast. And we used to do a lot of coal on the trucks – coal over and fertiliser back. Now virtually all those private mines are stopped.”

As well, he adds: “The stopping of cutting native trees was a big blow to the Coast. Although they gave us a billion dollars…it still didn’t create jobs. That was a big issue. Dairy farming, as far as industries go, is really the only one we’ve got left now.

Munn finished up in 1999, after Mobil rationalised its fuel carriers…and Allied Petroleum won the contract. He was able to replace that with the contract to cart fuel for Caltex throughout the South Island and moved to Christchurch to manage that for John Davies’ Trojan Holdings.

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Above: Six-year-old Actros 3260 is one of two Mercs in the fleet

Opposite page: A TWF Merc Actros 2643LS B-train near the top of Peg-Leg in the Otira Gorge 20 years ago He reckons that, looking back on his time at TWF, he’s most proud of “turning around a company that, as far as Ross was concerned…. was a company that they really were going to get rid of, because it wasn’t making money – and turning it into a very profitable company.”

The most enjoyable memory? “The people…. The most important thing about running a good transport company is having belief and accepting that your drivers are one of the most important parts of it.

And some people can’t get their head around that.

“And that’s sad – that they think ‘I’ll just get another driver.’ But it takes years for people to do what you want to get done. I am a great believer that they are the biggest asset you’ve got – and drivers appreciate it.”

In a July 2000 test of a new Trans West Mercedes-Benz Actros 2643LS, taking a load of general freight from Greymouth to Christchurch, NZ Truck & Driver saw firsthand the spectacular engineering project that was transforming the road through the Otira Gorge.

For driver John Newton, the project had already done away with the worst bit – the Zig-Zag: “Yeah, it used to be a good adrenalin rush,” he reckoned, recalling mid-winter nights when the going got scary.

“It is still a challenge going over this road – but when you used to have the old Zig-Zag....” He tailed off, before giving a rundown on its tests: “You had tight corners where you’d get a sheet of ice about four or five feet wide, right across the road – just wide enough to get all the drivers on. So you’d stop – halfway around a corner.

You’d have to let her run back, get out, get the shovel and throw a bit of grit on the road.

“I think the worst hill was about a one in nine gradient. She was pretty mean. I had a couple of bad moments there.”

Just like the old days, we saw the camaraderie between truckies 56 | Truck & Driver

and the road crew – as John stopped above the Zig-Zag to drop a bit of freight off at the works depot. While it was being unloaded, one of the workers made plans to cadge a lift to Christchurch with John in a couple of days.

Earlier, we’d pulled up momentarily beside a Fulton Hogan road crew – dropping them off a plastic bag with a few magazines and biscuits….a few comforts of home from “civilisation.”

“They look after us,” John explained: “If you get stuck in the snow or ice you can get ‘em on the radio and they get the grit truck or the grader – so you might only get held up for two hours.”

Then came Peg-Leg – the series of uphill S-bends that get progressively tighter. It was just over the crest of this hill where Greymouth-bound B-trains had to be split.

John explained that here, in mid-winter, “the snow can come in that quick, you can arrive there, take one trailer over and by the time you go back to get the next one it could have dumped six inches.

“A tractor with no weight over the drivers is just hopeless. And so you’re stuck. You can’t go up and can’t go down. You’ve got a trailer at the bottom and a trailer at the top.”

“One day, heading for Christchurch, I took the front unit over PegLeg and a hailstorm came in, so when I went to come back down Peg-Leg with the tractor unit, she’d iced over.

“I spent three-quarters of the downhill crossed up at about a 45-degree angle and the only way I could get her straightened-up was to go up a gear and put my foot down! She was bloody near full lock material...and the foot still hard on the accelerator! I was pretty pleased to see the bottom.”

But, it turned out, that wasn’t even his scariest moment on SH73: That occurred at the southern end of the long bridge across the Waimakariri River near Bealey – around 2am on his way to Greymouth in the ’94 350 Merc he drove before the new V6 Actros.

Hidden in the dark, heavy floodwaters had scoured out the bridge piles and as he drove onto it, the first span collapsed under the weight of the tractor unit and its B-train full of veges.

“She dropped about eight feet on me – went down into a V. I thought I was going in! But next thing, the front went up, so I dropped a gear and just gave her arseholes. She was smoking the tyres and shuddering....but she pulled out.”

The physical impact of how close he’d come to disaster hit home when he jumped out of the Merc to have a look: “Me legs just folded under me, as soon as I hit the ground.”

Soon after we did that run with John, Trans West disappeared.

Well, the name at least: Later in 2000 or the next year, its trucks were rebranded with the Northern Southland name and livery.

And then, in 2011, the business was broken up and sold – the freight business bought by Toll…while Philip Wareing Ltd acquired the bulk and livestock business.

But, even as the historic operation was being carved up, it was also – in a small way, at least – being reinstated, with the Wareings bringing back the Trans West name.

Philip Wareing says that they bought the business “because we thought it was a good adjunct to our Methven and mid-Canterbury business – that it was not….too far away.

“Although we have learnt, with hindsight, that it is a fairly difficult distance away – in terms of mountainous terrain.”

Yes, he agrees, the West Coast economy has declined…. “and the roads over there are nothing flash. We would have to say that it’s been more difficult to operate than what we thought. But having said that, we’re going to continue.”

So far, he says, “we’ve concentrated on getting it up to speed really – getting the gear up to speed, finding out where our markets are, and going from there.

“Well, we’re putting quite good trucks in there – we’ve put one Euro 6 DAF in there. There’s another one ordered. There’s a couple of Kenworths, a couple of 600-horse Mercs. We’re trying to keep the gear modern and reasonably high-horsepower…because of the harsh

environment.

“One of the difficulties with the West Coast is getting loads out of the Coast. It’s quite hard really. Only coal goes out – and livestock.”

He does point out that the TWF trucks are often supplemented by Wareing units: “We’ve probably at any one time got two of our own there as well. So it’s probably a little bit bigger than eight trucks.”

There are no plans to diversify the business beyond its current livestock and bulk trucks: “No, because I think, in reality, there’s good opposition over there.

“Because the companies over there are very traditional family businesses – similar to our own.” And he’s “absolutely sure,” by the way, that is why PWL’s buy-in to the Coast is working.

Not that he’s holding hopes for a revival of Trans West’s glory days: “I don’t see us growing very much there….probably only by joining or buying another transport company.”

But they’re committed: “I think the people realise that we’re there for keeps: We’ve put that new depot in at Kaiata.” And it is, he says, “an opportunity for the future – for our family to expand on.

“We’ll keep it the way it is. And maybe in a future date, there might be grandchildren who may or may not end up over there…it’s just part of our longterm strategy.”

Running the business on the ground for Wareings is 37-year-old Tracey McKenzie. She started with TWF soon after they took over…. but to look after the admin side, not the whole show.

She’d done the admin job for Sollys Freight in Golden Bay for eight years and had plenty of trucking influences in her life – partner Dwayne Solly and her Dad Duncan both having worked for Sollys, a brother-in-law still driving for the company, a sister driving for Fulton Hogan and a brother who’s a transport engineer.

She and Dwayne had decided to move down to the Coast as a lifestyle choice, eventually starting up their own agricultural spraying business.

And when the TWF manager/dispatcher left after 18 months, and Philip Wareing offered her the job, she turned it down – “because I’ve come down here for a lifestyle change, and I don’t want to work Truck & Driver | 57

24/7.”

But when three managers came and went within a year, “I just said to Philip: ‘Eff it all! I’ll just do it myself.’ ” That was mid-2013 and in the seven years since she’s enjoyed it – mostly: “Yes, it has its ups and downs. It’s good when it’s all going right, but you always go up and down when you’re dealing with transport.

“The dispatching side is easy. I do enjoy it – like I enjoy the people I deal with….the customers and stuff. It’s just…the disruptions.” Like yesterday, when Porters Pass was closed for a few hours: “We had five trucks waiting at barriers to come over.

“Yeah, and you’ve just got to try and juggle things. Like people go ‘Oh I don’t want to go to Lewis.’ And you’ve got to make a decision – you don’t know what the weather’s going to do.

“And you can ring them up at the Pass and say ‘What’s going on?

When’s it going to go over?’ ” But up in the mountains, bad weather can come in “just like that.”

So does she get stressed? “Yes, I do – but not too bad. I’ve dropped it a few times when things aren’t going right.

“It’s trying to get everything back (to the Coast) – all your meal back, just to keep all your farmers happy. That’d be the hardest bit.

Trying to think: ‘How the hell am I going to do all this?’ ” The nature of the business – with the bulk trucks primarily carting coal over to Canterbury and bringing back stock feed, which is mostly delivered direct to farms – means there are many customers to keep happy (maybe 50 or more, she reckons). Some of them have been with TWF “since day dot.”

She’s got to know most of them – at least well enough to “sometimes talk to them on the phone for half an hour….have a

good yarn and a catchup.”

Luckily, she says, she learnt a lot off Kevin Cunniffe, who was managing the operation when she first arrived: “He used to go away for two weeks and just leave me to it….yeah, so I used to have to try and juggle it. You go to bed thinking about it….and you wake up thinking about it really – of how you can do it better and changing things around.”

It helps hugely that she has an open invitation to call on the Wareings dispatchers if need be: “It’s good – we’ve got a big pool of trucks that we can rely on and say ‘Well hey, have you got a truck I can borrow?’ If I didn’t have that I would have to turn away work.

“Like I had three of Wareings’ trucks here yesterday. Yeah, two blower trucks and a tip truck. We were just too busy.” She organises coal back-loads for them.

But the Wareings tend to also give her the freedom to run the day to day operation: “Yeah, they leave me to it…which is good.

They ring once or twice a week.” Running this business is “a good challenge – ‘specially at my age.”

Birchfield Coal Mines is a big customer – Trans West trucks running five or six days a week to Canterbury with the product of its opencast mine near Reefton.

There’s a little bit of other bulk work originating locally – like fertiliser out of stores in Greymouth and Hokitika. “But everything else is carted in from Canterbury.”

The livestock work is mostly picking up stock from farms all along the Coast and taking it to works “all over the South Island really.” As far south as Mataura…and northeast to Nelson.

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Above right: On a snowy Lewis Pass, it’s a grader to the rescue for a TWF Merc with a truck and trailer load of timber bound for Christchurch

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Top: The TWF fleet, probably around 1990, with the West Coast Bulk Distributors fuel tankers and Western Livestocks units included in the lineup Above, left: Philip Wareing and Tracey McKenzie pose with the Euro 6 DAF, the day it arrived at the depot Above, right: Merc 1319 totes a good load of hay

rarity in her time: “Most of the time they try and get you through, if you’re a stock truck. But one year I left a stock truck at the bottom of Porters Pass, because I just couldn’t get it out.”

The driver was taken down to Springfield for the night, then driven back to the truck in the morning – finding, to everyone’s huge relief, that the stock were “all fine.”

Unhappily, she has had to deal with the aftermath of two truck crashes in her time in charge.

The TWF fleet currently runs to three Mercedes-Benz Actros units – one 600hp flatdeck tipper with liftout sides and two stock units (a 600 and a 480) – two 2018 DAF Kenworth K200 HPMV stock units and three DAFs – one of the first Euro 6 DAF CFs on the road in NZ, fitted with a blower unit to deliver feed, a 2018 DAF blower unit and an older CF tipper. One DAF is based at Rolleston and one Actros stock truck works out of Methven. The oldest truck on the fleet, a 2011 DAF, is due for replacement soon – so the rest of the fleet ranges in age from 2014 to 2019.

The new DAF bulk truck is permitted to 50t for Lewis Pass and 48t for Arthur’s, while the stock trucks all have 54t permits for the mountain run. The others are able to run at 54 tonnes over Lewis Pass, and 50t over Arthur’s.

The bulk trucks run loaded most of the time: “Every now and then 60 | Truck & Driver

you might get the odd empty running, but not very often.”

Tracey has had fulltime admin help for three years now, with Kate Bowes running the office. But getting and retaining good drivers on the Coast is a problem, she says: “It’s hard. I’m full now – and that’ll be the first time in ages….for about a year.” Better still, she adds, “they’re all good.”

She’s particularly proud that she’s recently been able to hire some young talent, to join the more experienced drivers on the team. The driver of the latest DAF, 24-year-old Liam Edmonds, moved down from Marlborough to take up the job.

And best of all, she’s happy to have attracted a young woman, 25-year-old Kirsty Silcock, to take on a Merc stock unit. She had promising credentials, in that she came from managing the family dairy farm in Reefton (and so was familiar with working with livestock) and she had a truck licence…

But not her trailer licence – just a Class 4, which she’d earned after qualifying to drive tractors during a spell on an Aussie farm.

So TWF and Wareings offered to take her on and put her through her Class 5, under the guidance of Wareings’ two fulltime driver trainers. That, says Tracey, “was a first.”

On the other hand, she also recently recruited Mike Johnson, a much-experienced livestock driver and a former farmer – aided by

Top: Probably one of the last new trucks to go on the road in the old Trans West Freighters livery, back in 2000 Above left: Unexplained different colours on 1974 2152 International Above right: Company Mack with a load of lambs at Rahu Saddle

the fact that there was a brand-new Kenworth K200 H unit to drive.

The answer to recruiting and keeping good drivers, she believes, is simple: “You’ve got to pay good money to get good drivers. And especially stock truck drivers – because you’re not going to get them in 10 years’ time, or five years’ time, because of the animal welfare (regulations).

“They don’t want to go to work and be fined, or end up in court, because of what should be someone else’s responsibility.”

A new computer programme, Market2X – which is also run by Wareings and a key key livestock customer – is streamlining work management, allowing her to allocate jobs for each truck – and for the client to schedule jobs online.

It also gives her and the Wareings dispatchers full visibility of what each others’ trucks are doing.

The trucks each have driver cams fitted and have EROAD, which she finds critical to her dispatch duties: “Oh shit, I don’t know how you could do dispatch if you didn’t have it really – but I don’t know because I wasn’t in that era.

“It’s easy. You don’t have to bother ringing the drivers, saying, ‘where are you?’ ” The drivers also have tablets in each truck, “so they know what their jobs are – they know what they’re doing.”

She doesn’t keep close tabs on fuel economy on the trucks:

“Not really. We did have drivers who were put through the SAFED course.

“But because of the terrain and that…to try and save fuel...it’s a bit different than when you’re on flat land, like in Canterbury, and you’re going up and down the highway.”

The bulk work is growing, she confirms – ‘specially with having a blower truck to deliver feed, “because no one really had a blower truck on the Coast.”

She believes that, with the growth “a lot of it comes down to service as well….because they (customers) know they can ring up and they can get it in a couple of days or a day.”

These days Tracey McKenzie is enjoying her job – and her new life on the Coast: “I’ve met some real good people here and made some good friends – and it has been good. And we’ve achieved a lot since we’ve been down here…and I don’t know what else I’d be doing” So, she’s become a local? Uh no – like Philip Wareing, she reckons: “Oh, I don’t think you’re ever going to become a local!

Nowhere near – you’ve got to be born and bred here to be a local.”

Okay, so they may miss out….but Trans West Freighters definitely qualifies. T&D Truck & Driver | 61

FEATURE

The report found that, on average, companies with telematics systems were only using 25% of the systems’ features

TRANSPORT OPERATORS UNDER-UTILISING TELEMATICS

M

ANY NEW ZEALAND TRANSPORT COMPANIES ARE investing heavily in telematics systems across their truck fleets….but are they making the most of their investment?

Not according to the findings of the 2019 Teletrac Navman Telematics Benchmark Report, says the company’s Australasian training manager Mike Tansley.

The report, he says, revealed that – on average – companies with GPS-tracking technology in NZ were using only three out of the 12 tested features of their fleet management systems.

Tansley says that’s in spite of companies also signalling worthwhile benefits from the systems.

“Two in five respondents reported a positive impact on safety, with telematics playing an instrumental role in reducing incidents.”

Tansley says that “there is room for improvement for the industry in utilising telematics for safety” – with the report finding showing “that insight into driver behaviour and monitoring their performance does help.”

Why the under-utilisation? Tansley says: “Telematics has become increasingly data-rich in the last 15 years, but it’s a real challenge for transport companies to capitalise on all the benefits.

“The issue typically is a fundamental lack of time and Truck & Driver | 63

Above, left: Only one in five companies said they monitor fuel use with telematics – despite the fact that those who did saved an impressive 12.7% of fuel consumption Above, right: Teletrac Navman training manager Mike Tansley

resources to invest in training and then data analysis.

“Often businesses have several main goals in mind when implementing telematics, and just stick to them. Once those are perceived to be met, fleet managers, operations staff and directors may not look into further efficiencies.”

He encourages businesses – in order to maximise their return on investment – to “seek to learn more about capabilities, talk to industry and solutions specialists, and set new goals to find further cost reductions and efficiencies – such as reducing fuel use or running an improved preventative maintenance system.”

For instance, the benchmark report found that only 20% of respondents monitored fuel use with telematics….yet those who did reported an average reduction in fuel consumption by 12.7%.

Says Tansley: “From conversations with customers, fuel use and usage rates aren’t commonly monitored – as many transport operators are not aware of the platform’s ability to give them fuel data for analysis.

“With the constant rise in fuel prices, this is an area where businesses can immediately benefit from the use of telematics systems to understand fuel use and work to minimise wasted fuel.”

This kind of beneficial result shows “that investing time in training and getting familiar with telematics platforms will pay dividends in the long term.”

Tansley points out that Teletrac Navman – as a fleet management solutions provider – “continuously develops and promotes its available training and support to fleet managers and operators.

64 | Truck & Driver

“This is all to make sure businesses are getting the best out of the solution. Along with a support help desk and online trainerled webinars, creating a self-paced, online learning and support system is one way of efficiently delivering this service.”

A digital adoption platform called Show Me How is now available as an online tool to guide users through the Teletrac Navman software systems and assist customers in setting up desired tasks and functions….in a live operating environment: “No need to navigate away from the software to learn about it,” points out Tansley.

And he adds: “One positive trend in digital adoption and understanding is the incoming next generation of employees.

This group of workers grew up with a smartphone in hand and are naturally more comfortable with understanding in-vehicle telematics.

“This new generation also appreciates the use of expensive company vehicles, that their location data is crucial for operations, and they are even expecting in-cab technology that puts information at their fingertips.

“Telematics also plays a factor in the retention and recruitment of truck drivers. Many customers have created a driver rewards programme which uses analysed data and driver behaviour trends to identify the best drivers in the fleet and provide them with access to rewards and benefits.

“With fleet management solutions continuing to evolve and provide more granular data, it’s in both the telematics providers’ and the transport operators’ interests to invest in education and training to make the most of fleet management technology.” T&D

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BOMBAY TRUCK SHOW

BOOM! A BOMBAY BANGER Story Dave McLeod Photos Cole Taylor (Sniper Photography), Hayden Woolston, Dave McLeod

W

ITH 280 TRUCKS ON DISPLAY, NEARLY 7000 PUBLIC attendees, 54 or so sponsors and a handsome sum raised for charity, it seems reasonable for organiser Marieka Morcombe to declare the first Bombay Truck Show an “epic” success.

“I don’t think we are quite the biggest truck show in the country – but I do think we may have raised the most for charity….or very near to it!” says the excited Morcombe.

“We’re thrilled that so many people jumped at the chance to get right behind us and donate goods or money to help us do two things – organise the best truck show ever….and give a huge amount of money to charity!” says Morcombe.

“It’s hard to put the event into words. Just a simply amazing day. I think I ran on pure adrenalin from 4am till 4pm….”

That’s when she got to proudly announce that all of that support, led by major sponsors Transfleet Trailers and Allied Petroleum – plus the efforts of the organising committee,

comprising herself (from N&J Wood), TDM Construction’s Todd Black and Mack and Lance Peach from Super Freight – had not only created a huge showcase for the industry….but also raised over $68,000 for charity.

The main beneficiaries were St John Ambulance, the Bombay School & Community Pool Project and the Bombay Rugby Club.

Says Morcombe: “It was a fantastic result. A real dream come true for me.”

It was an event that showcased some of the industry’s finest surviving trucks from bygone years…right up to the very latest releases, trucking industry suppliers and providers, plus plenty of food stalls, a bar, a live music stage....and, what’s more, gave 100% of its proceeds to charity and local community groups.

The one-day event covered three paddocks and offered sights and fun for all ages. Ardent truck fans got to see and vote for their favourites machines, purchase gear, climb in and out of demo trucks and tyre kick to their hearts’ content….

The show covered three-plus paddocks

p.

Truck & Driver | 67

68 | Truck & Driver

Above: Three Scanias from Rudsits Transport, based at Red Hill, head for the show....where they were runners-up in the Best Fleet award

Right: Representatives of St John Ambulance, the Bombay School and Community Pool and the Bombay Rugby Club pick up their share of the $68k raised by the show

Opposite page, top & bottom: Truckies from as far afield as Wellington joined the big turnout from Auckland and the Waikato Centre, left: Rock and Rubble Kenworths

Centre, top right: The show organising committee (from left): Lance Peach, Todd Black, Mack Peach and Marieka Morcombe

Centre, lower right: A number of new truck suppliers put some of the latest alongside the working trucks and historics

While kids got to play on bouncy castles, ride on the back of a miniature ‘Goodbye Pork Pie’ Mini and fill up with a truckload of lollies.

Says Morcombe: “Being our first show, it was always going to be a bit of a test. We didn’t know how the public would flow so we took a guess and got pretty close! The committee will debrief soon….a few small changes next time will be all that’s needed to be even better next time.

“Our eight amazing judges did a fantastic job and feedback from many people says they nailed the prize allocation. As usual though, it would be nice to reward even more people for their hard work. It certainly didn’t go unnoticed and we just loved that there was a stack of trucks there that either hadn’t seen the light

of day for many years or were brand-new on the road. One truck had less than 20kms on the clock! The oldest truck was over 80 years old!”

The fun continued beyond the prizegiving: “The people who were left….let their hair down nicely. It turned into a real celebration of a massive day.

“Our incredible one-man-band, Dave Alley, sadly lost his voice – but this only added to the night in the end. There would have been a dozen other people behind that microphone during the night and some were absolutely wild!

“The night was as good as the day – singing with Dave….until the guitar broke. Epic.”

Morcombe says the event owes “massive thanks to everyone Truck & Driver | 69

who lent a hand on the day. As a committee of four, we couldn’t have achieved the success we did without a lot of extra help.

“The number of volunteers who gave huge amounts of themselves over the whole day was really just outstanding for me: A lot of people put in a whole day’s worth of time just helping out. The public were also very generous: We were handed a lot of money and told to keep the change.

“Another highlight for me was after prizegiving, seeing people standing in front of their trucks, prizes at their feet and massive smiles on their faces, taking photos. The four of us decided early on that the prizes were going to be amazing and they really were.

Our biggest prize winners had to bring a friend to collect their haul which consisted of a BBQ AND an Igloo chilly-bin full of stuff. Total

value was over $1000 – for each winner!

“This was only possible because of our generous sponsors. The struggle will be coming up with something just as good next time!

“I spoke to hundreds of people on the day who had nothing but lovely things to say – most of them complete strangers. I also ended up with a stack of business cards in my back pocket with requests for the same again and offers of large amounts of sponsorship for the next show. It was very overwhelming.

“The day flew by, in what felt like only an hour. It felt crazy and at times it certainly didn’t feel like I had it all together. But I’m glad it looked great to everyone else!

“I get to really enjoy it now, by living it all again – seeing everyone’s photos and videos.

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Above: The spectacular (and varied) turnout of Mainfreight trucks clinched the Best Fleet honours

Opposite page, left: Ian Spedding Kenworths took Top Truck 1-1.5million kms and the Best Heavy Haul honours Opposite page, right: Gleeson & Cox’s flagship Kenworths

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“Announcing to the crowd that they helped us raise nearly $68,000 was, by far, the best bit and I haven’t managed to wipe the smile off my face yet. Let’s see what we can do in 2022.”

The full list of winners is: Best Volvo: Michielsens Transport #214, 1; Shea #172, 2; DW Butcher #133, 3.

Best Mack: Allied Bulk #136, 1; Rainsford Trucking #218, 2; Stax truck, Croft Cartage #25, 3.

Best Kenworth: Rock & Rubble OV4KIL, 1; Northchill #65, 2; TDM, KLF481 3.

Best Japanese Truck: CV Compton, 1; Clarke Leggit, Hino, 2; Flash Excavation 3.

Best Western Star: Pollock & Sons #250, 1; Vernon Developments #223, 2; David Wood #47, 3.

Best DAF: Steve Curin #119, 1; Kris Slater #158, 2; WE Hale #126, 3.

Best International: Crane & Cartage #78, 1; Counties Bulk #201, 2; Twist Trucking #264, 3.

Best Scania: Pukekohe Hiab #16. 1; P&I Pascoe #49, 2; Mainfreight 3.

Best Mercedes-Benz: Trenchmate #23, 1; Fulton Hogan #203, 2; Trucks & Trailers #279, 3.

Best Freightliner: Heera Transport #176, 1; Riordan & West #114, 2; Cheyenne Logistics #242, 3.

Best MAN: R&H Transport #219, 1; Crane & Cartage #81, 2; Guy Small #212, 3.

Best Ford: Pukekohe Fire Brigade 1; Dave Carr 2; Allied

Petroleum 3.

Broshmik Top Truck 1-1.5million k: Ian Spedding #161.

Broshmik Top Truck 1.5 million-plus: Game On 2 #109.

NZ Truck & Driver Best Heavy Haul: Ian Spedding, KW501 #161.

The Tyre Worx Best Container Truck: Michael Heera #176.

Jackson Enterprises Best Stock Truck: On Road Transport #147.

Waitomo Petroleum Best Tanker: Allied Petroleum #275.

Quick Silver Linings Best Tipper: N&J Wood Kenworth #55.

UDC Best Brand-New Truck – under 5000kms: Allied Bulk #136.

Patchells Best Logger: Couvee Log Haulage #1.

All Crane Services Best Truck Loader Crane: Crane & Cartage 78.

Endless Metals Oldest Truck Still on the Road: Shane Gunna.

Ideal Services Best Curtainsider: The Produce Company #31.

Tyres For U Furthest Travelled: R&H Transport, Christchurch.

Cobracote Best Interior: John Chapman.

CDL Autoparts Best Truck in Show fitted with Peterson lights: Graeme Wright Kenworth KUA577.

Vernon Developments Best Tractor Unit/Transporter: P&I Pascoe #32.

Truck Smash Repairs Best Classic: Neil Wood, R Model Mack, 1; Brendon Balle, Bedford, 2; Tony Galbraith Transport, International S Line, 3.

Meat Ball Award: Scott, CV Compton #38.

TATES People’s Choice: Northchill #45, 1; Balle Bros #63, 2; Graeme Wright Transport #92, Mack Superliner Rock & Rubble Best Fleet: Mainfreight 1; Rudsits 2; Northchill 3.

Kings of Chrome Best Light Show: Pukekohe Hiab. T&D

This page, top: Owens MANs share paddock space with Satherley Transport Kenworths Below: A crowd estimated at 7000 attended the one-day show

Opposite page, top: There was a big turnout of classics – ranging up to 80 years old

Opposite page, lower left: Heavy-haulage units from Mainline Distribution, TDM Construction and J Swap Contractors stand together

Opposite page, lower right: Driver Neil Powell with the prize haul picked up by Northchill’s T659 Kenworth for the People’s Choice award

72 | Truck & Driver

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FEATURE

Two robots at work on a Patchell logging chassis

RAMPING UP THE

ROBOTS

TD30496

N

EW ZEALAND’S NO. 1 TRAILER MANUFACTURER, Patchell Industries, has introduced a sixth robotic welder to its Rotorua manufacturing plant.

And another division of the Patchell Group, Patchell Stainless, is also currently training operators on the Group’s seventh unit – a unique seam-welding robot.

The addition of the two additional robotic welders will “greatly assist” with meeting an increased demand for Patchell products both here and internationally, the company says.

Patchell’s Swinglift side loader is winning more sales in Australia and newly-found international markets – following the recent acquisition of the Swinglift brand internationally by French manufacturer Boxloader.

“Innovation and technology has largely contributed to the Patchell Group having held the No.1 position as NZ’s largest heavy transport trailer manufacturer for 10 consecutive years,” the company says.

Company director Ian Patchell says that the introduction of two more robotic welders is “a necessity to keep up with demand and to remain ahead of the field.”

Having first introduced robotics into the Patchell manufacturing plant in 2014, “this is familiar territory and technology that we must

take further advantage of,” Patchell says.

The company, which now has around 250 staff (including 26 apprentices), is “only too well aware of our competitors and how they are all striving to also be at the top of their game,” says Ian Patchell.

“NZ is spoilt for choice and talent when it comes to transport engineering, so it is vitally important that Patchell does not become complacent.

“We need to keep our minds open to new opportunities and better ways to manufacture the Patchell product. Computer technology and robotics are the way of the future.”

The first robots, introduced six years ago, were initially met with “some resistance” in the workplace – “where it was thought they would take the welding work away from the shop floor,” says Brent Whibley, Patchell Group CEO. But, he adds: “The robots have proved their place within the Patchell Group and are now fully accepted.

“A single staff member can operate two robots at the same time, while either assembling and tack welding up components, or loading the second robot for welding.

“A 15-metre-long, dual station robotic chassis welding machine, which was designed and built by Patchells, has proved to be Truck & Driver | 75

somewhat of a lifesaver in taking away the arduous task of several tradespeople fully welding a chassis by hand – while maintaining the high weld standard required of all Patchell product.

“Robotics guarantee quality – and consistency is achieved every time.”

The chassis welding machine, equipped with a 360-degree rotating bed and dual-carriage twin robotic welders, is used to weld the full range of Patchell-manufactured chassis in its Rotorua manufacturing plant, for NZ and the international market.

Three smaller robots that carry out both welding and plasmacutting functions are used for the manufacture and welding of the many components that go into a Patchell build.

With each chassis or component having been programmed into the robots, weld times are definitely quicker compared to hand welding, Whibley says: “More importantly, the weld quality and size is consistent – with continuous welds of up to nine metres long being laid.

“Weld size can also be programmed, so that it can be enlarged or reduced during the process. This is particularly useful when applying heavier welds to the thicker steels in the gooseneck areas of trailers, where weld factors are critical.”

The company says that 2020 is “off to a good start – with confirmed forward orders already booked across the range of Patchell product.

“Demand for Swinglift side loaders throughout NZ and the international market remains strong, with many companies realising that the advanced technology and superior engineering quality of the Swinglift product is definitely the way to go longterm.”

Having added Swinglift to its already successful Boxloader side loader range, the French company “has strong prospects ahead that will certainly increase the presence of Swinglift in the international and Australian markets in 2020,” Patchell says. T&D

76 | Truck & Driver

Above: A robot welds a Swinglift stabiliser arm

Below: The Patchell log trailer has been rolled onto its side, as the two robot welders go about their work

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On behalf of the Truck Show committee we would like to thank our awesome sponsors, without all these sponsors above we would not have been able to do what we have done, raising $68,000 for charity

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TRUCK SHOP

Lighting the way for 75 years In 75 years Peterson Manufacturing has developed into a $US250m business, manufacturing lighting for global markets at this giant Missouri facility

A

MERICAN VEHICLE SAFET Y LIGHTING manufacturer Peterson Manufacturing – active in New Zealand via distributor CDL Autoparts – is celebrating its 75th year in 2020.

The company, which prides itself on “quality, USA-made products,” says it has a proud history of safety lighting innovations – and of keeping “solutions on the move in a competitive industry.”

Peterson has grown to a $US250million, multi-faceted business, serving customers across North America, Mexico, Europe, South America, Australia, NZ, China and the Middle East.

President and CEO Don Armacost, Jr, whose father acquired the business in 1956, credits the company’s success to its long history of square dealings with customers, suppliers and employees: “That tradition has brought us a long ways. We’re not about to change it.”

On its 17-hectare Missouri campus, Peterson operates a 62,245 square metre facility, staffed and equipped “for cutting-edge” manufacturing.

“The vertically-integrated operation includes engineering and design, photometric and environmental testing, tool and die production, harness and

wire manufacturing, plastic injection moulding, final assembly, warehousing, sales and customer service,” the company says.

Peterson VP sales Steve Meagher says that Peterson is “geared to meet specific customer challenges with speed, automated precision and USA-made quality – all at very competitive prices.”

Kristen Goodson, VP of product management, lists some of the Peterson brand’s innovations: “First in the industry with our vibration-proof Vibar socket.

First North American manufacturer to earn ISO 9001/QS-9000 certification.

First with our multi-function strobe and turn LEDs for the refuse industry.

“First manufacturer to introduce insert-moulding technology. First – and to-date only – to offer guaranteed moisture/corrosion-proof harness/lighting technology for trailers.....our amazing Defender system.

“And most recently, Peterson PULSE whole-trailer telematics, bringing realtime monitoring and alerts to drivers and fleet managers.”

Armacost Jr says: “While we celebrate our 75th year, my Dad’s vision for Peterson and our extraordinary associates will continue to guide our future: ‘Our goal has never been to be the biggest,’ Dad said – ‘just the best.’ ” T&D

A self-installed asset tracker

F

LEET AND ASSET MANAGEMENT specialist Teletrac Navman is launching two new battery-powered asset tracking devices that buyers can install themselves – on trucks, trailers…or any plant or equipment.

The ATS1 and ATS2 asset tracking sensors use 4G communications technology to allow businesses to track, view and, if necessary, recover vehicles or non-mobile assets.

Apart from the road transport industry, the company is targeting the construction, mining, quarrying and equipment rental sectors with the trackers.

It says that they can easily be fitted to trucks, trailers, or the likes of pumps, generators, lighting towers, cleaning equipment and any

other unpowered plant used on work sites.

“The launch of our Asset Tracking Sensors adds another premium technology product to Teletrac Navman’s full, integrated suite to digitally transform businesses,” says Ian Daniel, vice president Teletrac Navman, Asia Pacific.

“The devices can be used on their own or as part of a complete fleet management solution, so managers can see all their assets’ locations – both moving vehicles and stationary equipment, in one software platform.”

Teletrac Navman says that the tracking sensors are long-lasting and rugged – the self-installation kit coming with three-plus years of battery life.

They are IP67 certified, which “confirms that the device is dust-tight and protected against

The ATS1 tracking sensor

immersion in water.”

They’re also easy to self-install: “Straightforward installation process helps managers get up and running without delay.”

Their theft-prevention features include sending automated unauthorised movement alerts and the ability to switch from ‘locate’ to ‘track' mode over the air – helping managers “increase their asset recovery rate, saving money and time.”

The company tracks and manages more than 550,000 vehicles and assets for over 40,000 companies globally. T&D Truck & Driver | 79

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10/12/2019 11:04

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FEATURE

The mountain-climbing Unimog clawed its way to within 200 metres of the 6893-metre summit of the world’s highest active volcano

MERC MOUNTAINEERS A

GERMAN TEAM HAS SET A NEW ALTITUDE WORLD record for trucks – crawling up a steep, rocky mountain in Chile in a Mercedes-Benz Unimog….to almost seven kilometres above sea level!

The Unimog U5023 4x4 scrambled and clawed its way close to the 6893-metre summit of the Ojos del Salado in Chile – the world’s highest active volcano.

The team, led by German professional adventurer Matthias Jeschke, mixed a serious purpose with its record attempt – taking two Unimogs to 6100m on the peak and installing four emergency radio units at high-altitude shelters en route.

The communications system, which links with three base camps further down the mountain, will improve safety for scientific researchers and mountain climbers alike.

One of the Extrem Events Unimogs then pressed on – making it to 6694m, less than 200m below the summit of the volcano, which rises out of the Atacama Desert. It is one of the driest places on earth and is part of the notorious Pacific Ring of Fire.

The mountain-climbing Unimog not only set a truck world record, but a new altitude benchmark for any wheeled vehicle – eclipsing Jeschke’s own previous record, set using a Mercedes-Benz Zetros in a 2014 expedition on the same mountain.

The 11-tonne Zetros got to 6675m above sea level – then also the highest altitude a diesel engine had been operated at.

The latest expedition was supported by Mercedes-Benz Special Trucks, which provided two extreme offroad versions of the latest-generation Unimog, which has a 170Kw/230 horsepower four-cylinder engine, producing 900Nm/663 lb ft of peak torque, plus a transmission with crawler gears that allow speeds down to 2.5km/h.

The standard Unimog has half a metre of ground clearance, torsional flexibility of up to 600mm with axle articulation of up to 30 degrees, made possible by torque tube technology and coil springs. It also has portal axles, a low centre of gravity and radical approach and departure angles (44 degrees and 51 degrees respectively) – plus the ability to climb a 45-degree slope and stay upright on a 38-degree side slope.

All-wheel drive is backed-up by diff locks and Merc’s Tyrecontrol Plus central tyre inflation system.

Both expedition trucks were equipped with special tyres, strong winches and special bodies with variable centre of gravity balancing, developed by specialists at the Unimog Museum, Unimog bodybuilder AS Söder and engineers from the Unimog development team.

Jeschke says that the Unimogs “mastered the extremely steep and rocky passages thanks to a combination of the best reliable technology, a balanced centre of gravity and amazing tyre technology to bring the materials and equipment to these enormous heights.

“At no point in time around the world have motorised Truck & Driver | 81

TD30492

Clockwise, from above, lower left: A Merc Zetros set the previous record at 6675m......six years ago, the same adventure company took two Rheinmetall MAN all-wheel-drive trucks to 6100m to build a new emergency shelter....the record-breaking Merc picks its way up the rock and boulder-strewn mountainside....both Unimogs went to 6100m.....a 2014 expedition Merc Zetros with the mountain in the background

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altitude expeditions taken two trucks simultaneously to such an altitude.”

The mountain is a dangerous environment, with howling winds often adding to the challenges of the thin highaltitude air, temperatures that soar from minus-25C to plus-35C and a lunar-like landscape that includes patches of jagged ice, dangerous precipices, rocks, loose gravel and boulders.

But Jeschke, a mechanic whose pro adventures have made him a tv personality and popular author, has been there many times over the past 15 years.

In 2005 he led an expedition that set the then world record for wheeled vehicles, climbing to 6358m in a Toyota Land Cruiser.

He beat that with the Zetros in 2014, then returned to the

mountain in 2017 with a 14-person team and two Rheinmetall MAN all-wheel-drive trucks – a 40M 4x4 and an HX58 6x6.

The team, including two retired soldiers with disabilities from war wounds, erected the world’s highest rescue hut at an altitude of 6100m, plus another 800m lower.

Extrem Events has completed other high-altitude vehicle adventures, run a Pan-American bio-fuel expedition, an adventure drive to the coldest township in the world – Oymyakon, in central Siberia (where temperatures get down to -71 degrees!) and another from Paris to New York overland.

It has also led expeditions into the Andes, in Gabon, west Africa and in Iceland, and has taken a never-before-driven route in Russia…to the Bering Strait (the northeastern end of Asia). T&D

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18 11:34

Road Transport Association NZ

Roads shaping as a hot election issue

Median barriers separate traffic on SH1 near Paekakariki, north of Wellington. The Government wants to install more barriers and lower speeds nationwide

T

HE GOVERNMENT HAS ANNOUNCED A $12BILLION infrastructure package, including $6.8bn worth of transport funding. Most of that will be spent on road and rail. But is it enough – and is it being spent in the right places?

While Kiwis have not always viewed transport and infrastructure as big priorities, that view is changing. Congestion, highways collapsing after severe weather, and alarm over road accidents are hard to ignore.

Critics have long slammed a lack of spending as highway robbery – harming the road transport industry and the wider economy.

Prime Minister Jacinda Ardern has hailed the package as the biggest infrastructure spend in a generation. But the National Party Opposition says that the Labour-led Government’s decision to shelve National’s Roads of National Significance (RONS) was a bad idea – and now it has backtracked and is reviving some (but not all) of those projects.

Some projects, such as Transmission Gully and the Waikato Expressway, started under the previous government.

South Island mayors aren’t happy – and with good reason: The lion’s share of the new spending on roads ($5.3bn), will go to the North Island. And most of that ($3.48bn) to Auckland. The South Island will get only $249million.

While it makes sense to reduce congestion in New Zealand’s largest city, pouring more money into Auckland takes funding away from the rest of the country. Growing areas like Tasman, Waimakariri and Selwyn will miss out. There will be no four-laning of State Highway 1 between Christchurch and Ashburton and – unlike the North Island – no commuter rail links are being funded to reduce congestion caused by motorists.

The fragility of NZ’s highway network was dramatically underscored by extreme weather events last year, such as the storms that flooded the Rangitata River in Canterbury – closing SH1 and SH72 and cutting the main road transport link in the central South Island.

Think of that for a moment: The main road link in a developed OECD country reduced to a narrow bridge.

Storms on the West Coast took out part of SH7 and washed away a bridge. In the North Island, a big slip closed SH4, connecting

By Road Transport Association NZ communications manager David Killick Whanganui and Raetihi.

More severe weather events this year are a certainty. We need better, more resilient roads.

Under the Government’s Road to Zero strategy, we will see more median safety barriers and lower speed limits. Many agree that multi-lane highways would be better. International studies show that motorways have lower accident rates than rural highways.

Strangely, the NZ Transport Agency appears to view motorways as evil. One of the most bizarre examples arose last year when the agency released a new plan for Te Ahu a Turanga (the replacement for the closed route through the Manawatu Gorge), changing the central section to two lanes only. The agency said it wanted to remove the feeling the road was a motorway: “One lane each way through the plateau maintains rural feel and safety.”

Well, a sheep track feels rural. But it’s no good for trucks and cars.

Following intense criticism and lobbying from groups including RTANZ and the Road Transport Forum, the agency reversed its decision. The highway will now be four lanes over the plateau.

It was a win-win, with all parties agreeing amicably: “We are delighted that our work with key stakeholders such as the Automobile Association, Heavy Haulage and the Road Transport Association has achieved this positive outcome,” said NZ Transport Agency owner interface manager Lonnie Dalzell.

That positive outcome shows just what’s possible when associations work in a determined manner to support their members. Policies and decisions can change. However, it takes a lot of work, attending meetings and making submissions. It’s an ongoing battle.

One thing is certain: Unless members make their voices heard through their association, they won’t get the changes they want. Unless you get involved, there’s no point complaining. T&D Truck & Driver | 85

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Two recent Government reports (above & right), when analysed, indicate that heavy trucks are only responsible for less than 5% of NZ’s overall greenhouse gas emissions

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A

passenger fleet 55.9%. A back-of-the-envelope This new-generation truck also features Product displays, giveaways & promotions calculation from these two figures suggest GPS-assisted predictive powertrain control for

DVANCES IN THE FUEL EFFICIENCY OF diesel-powered trucks are making a significant difference to carbon emissions and should not be dismissed as an option as we transition to a low carbon future.

With headlines focusing on alternative energy sources, like electricity and hydrogen, it would be easy to imagine they are the only pathway to reduced carbon emissions.

But the fact is the industry is currently set up for diesel – and the other options aren’t ready yet for all types of transport.

They either aren’t practical, don’t yet have the infrastructure (eg electrics for linehaul), don’t have the technology available locally (eg hydrogen)…or would require a capital investment that puts them out of reach.

The good news is that diesel truck manufacturers are rising to the challenge, with design improvements in engines and aerodynamics that significantly improve fuel efficiency and thereby reduce carbon emissions.

Okay, these trucks still run on fossil fuel, but with electric and hydrogen vehicles some years away from being a reality for many operators, we need to look at the practical alternatives to reduce carbon while continuing to deliver goods, food and medicine….

So people can live the lifestyle they expect, be well fed and cared for when they fall ill. All of those goods are delivered by truck at some stage in the supply chain.

I visited Daimler in January and saw its new Mercedes-Benz Actros 5, running a Euro 6 engine. The Actros uses aerodynamic cameras instead of mirrors to reduce drag…and, therefore, fuel consumption.

Drop by and at stand B12 of overall greenhouse gas emissions.

Daimler issee not the us only manufacturer Our mission is to help New Zealand trucking making big improvements that reduce fuel 20-21 March 2020, Canterbury businesses take practical steps to reduce consumption and therefore carbonA&P emissions.Showgrounds increased fuel efficiency.

heavy trucks are responsible for less than 5%

Others I’m aware of in this space include FUSO and DAF. FUSO has released the eCanter (fully electric) and its Shogun model meets the Euro 6 standard. DAF now sells only Euro 6 across all models and is working to calibrate the engines to take up to a 10% biodiesel mix.

Carr and Haslam is reporting 14% fuel savings over 250,000kms with Euro 6 compared to Euro 5. This saves 16,155 litres of diesel per truck each year – which, at 2.64kg of CO2 per litre, means a 42-tonne reduction in CO2 emissions.

A Mt Wellington produce carrier is importing European slipstream bodies providing a 10% fuel saving to reduce carbon emissions as part of its commitment to a sustainable business system.

The Energy Efficiency and Conservation Authority has supplied us with figures to show heavy transport’s contribution to greenhouse gas emissions. A Ministry for the Environment report published in April 2019 shows road transport makes up 17.9% of greenhouse gas emissions (with agriculture accounting for 48.1% and manufacturing and construction, electricity generation, industrial processes and waste contributing the remainder).

A 2017 Ministry of Transport report shows heavy trucks contribute 24.7% of road transport CO2 emissions, with light commercial vehicles 17.1% and the light

carbon emissions – and these advances in diesel-powered trucks will help to achieve that while we wait for electric and hydrogenpowered vehicles to become available and economically viable.

We know the freight requirement is growing – driven by increased consumer demand and a growing economy. What would happen if we reduced truck trips to only deliver essential goods, in order to reduce emissions? There would be a huge outcry. Therefore, we need heavy vehicles to deliver goods and to keep the economy moving, in order to maintain our standard of living.

Instead of criticising trucks, let’s put this into perspective and celebrate the major improvements that have been made to reduce emissions to date…..and embrace electric and hydrogen power in due course. T&D

For more information, contact your local branch:

David Aitken

WWW.TATP.CO.NZ | 0800 268 266

Truck & Driver | 87

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Its Active safety features actively predict and warn you of potential dangers. Passive features help reduce driver fatigue whilst innovative Basic design enhancements help provide safer driving conditions. Smart Safety is just one of the many reasons why we think the New Quon is the best UD Truck ever.

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Purple flashing lights on a load pilot vehicle mean that you should slow....and be prepared to pull over and stop

Jonathan Bhana-Thomson

By Jonathan Bhana-Thomson – chief executive, New Zealand Heavy Haulage Association

Be smart around oversize loads L

OAD PILOT VEHICLES ARE THERE TO WARN AND GIVE instructions to other vehicles on the road about the oversize loads that they are accompanying.

Purple lights on any load pilot vehicles ahead of the oversize load mean that it’s wider than five metres, and may be up to 11m in width. Therefore, if you see purple flashing lights, you should slow down and be prepared to pull over and stop.

The lighting and signage combinations on pilot vehicles make it easy for truckies and other road users to determine what your action should be on sighting a pilot vehicle coming towards you.

The pilot driver may then offer you further advice about what to do next with the use of a stop/slow paddle, a red wand, by CB radio or other means.

There are two main situations: 1. Smaller overdimension loads (Category 1, 2 or 3) These loads are between 2.55 and 5.0m in width.

These loads will be accompanied by a single pilot or, if larger, may have up to two additional pilots.

These pilots will have amber flashing lights.

They will display a sign that says “Wide Load Follows” or “Long Load Follows.”

In this case, on sighting the pilot, slow down and look at the first pilot for any indication of the need to pull over. The pilot may use CB to communicate with heavy vehicles.

2. Larger overdimension loads (Category 4) These loads exceed 5.0m in width and may be up 11m in width – so taking up the whole width of the road.

These loads will be accompanied by at least two pilots in the front and one at the rear.

These pilots will have purple and amber flashing lights.

They will display a sign that says “Danger Slow Down” or “House Follows.”

In this case, on sighting the pilot, slow down and be prepared to pull over and stop. Look at the first pilot for any communication about stopping and parking. The pilot may use CB to communicate with heavy vehicles.

These larger overdimension loads are essentially a moving roadblock, and the key message that the oversize industry wants other road users to understand is that purple lights mean that you will need to slow down and be prepared to stop.

This does depend on the specific section of road that you’re travelling on and other roading conditions – such as the width of the road and any roadside restrictions such as lightpoles, signage and trees. The load pilots will provide specific instructions to other road users as is required for the particular situation.

In some locations there are understrength bridges, and this requires all other traffic to be stopped to allow an overweight load to cross the bridge at a slow speed. In this situation other road users will need to be patient while the traffic is cleared off the bridge, and the heavy load crosses the bridge – often down the centre of the road, so that the load weight can be spread evenly across the bridge structure.

The NZ Heavy Haulage Association is the main industry body for those involved in the transport of oversize and overweight loads. We welcome feedback from other road users about the operation of the warning lights and signs combinations, as we are always looking for ways to enhance the system. T&D Truck & Driver | 89

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Dynamic Drainage has added another Hino to its fleet of 4x2 tippers – this one to go to work in Central Otago. The 500 Series FG1628 has a 280-horsepower/206kW engine, an Allison automatic transmission and a Transtech Design Ever-Hard 450 steel body, built and fitted out by Gore’s Custom Build Engineering

Slow start for truck sales A

FTER A SUCCESSFUL END TO LAST YEAR’S HEAVY truck sales, which saw New Zealand’s new truck market with its best-ever year, 2020 has started slowly, with sales down in

TD30450

January.

The 384 trucks (with a GVM of 4.5 tonnes-plus) registered in the first month of the year was 7.7% down on the 416 sales in January 2019.

At the same time, official NZ Transport Agency registration data shows that trailer registrations in January were up slightly on 2019 – the

116 sales five ahead of January 2019 registrations.

The leaders in both the overall truck market and the trailer market continued where they left off in 2019 – with longtime No. 1s Isuzu and Patchell still outfront.

In the overall 4.5t to maximum GVM truck market, Isuzu registered 79 vehicles in January, comfortably ahead of last year’s second and thirdranked makes, FUSO (with 56 sales) and Hino (52) respectively.

(continued on page 94) Truck & Driver | 91

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Taylor Bros in Tauranga has added this sleeper cab FAD CF85 DAF to its fleet. Long serving employee Darrell Parker drives the new 8x4, which has a PACCAR MX 510hp engine, an 18-speed Roadranger manual transmission and 46-160 diffs on Airglide rear suspension. It has a Transfleet tipper body and a matching four-axle trailer, with Alcoa alloys, SI Lodec onboard scales and electric covers

4501kg-max GVM

Brand ISUZU FUSO HINO VOLVO SCANIA KENWORTH IVECO MERCEDES-BENZ UD DAF SINOTRUK FREIGHTLINER FOTON MACK MAN PEUGEOT HYUNDAI FIAT WESTERN STAR INTERNATIONAL Total

2020 Vol % 79 20.6 56 14.6 52 13.5 38 9.9 23 6.0 22 5.7 21 5.5 21 5.5 15 3.9 11 2.9 9 2.3 8 2.1 8 2.1 7 1.8 4 1.0 3 0.8 2 0.5 2 0.5 2 0.5 1 0.3 384 100.00

January Vol % 79 20.6 56 14.6 52 13.5 38 9.9 23 6.0 22 5.7 21 5.5 21 5.5 15 3.9 11 2.9 9 2.3 8 2.1 8 2.1 7 1.8 4 1.0 3 0.8 2 0.5 2 0.5 2 0.5 1 0.3 384 100.00

3501-4500kg GVM

Brand FIAT MERCEDES-BENZ CHEVROLET RENAULT FORD PEUGEOT IVECO Total

Vol 26 7 5 5 3 2 1 49

2020 % 53.1 14.3 10.2 10.2 6.1 4.1 2.0 100.00

January Vol % 26 53.1 7 14.3 5 10.2 5 10.2 3 6.1 2 4.1 1 2.0 49 100.00

4501-7500kg GVM

Brand FUSO ISUZU IVECO HINO MERCEDES-BENZ FOTON PEUGEOT HYUNDAI FIAT Total 92 | Truck & Driver

Vol 17 17 9 9 6 6 3 2 2 71

2020 % 23.9 23.9 12.7 12.7 8.5 8.5 4.2 2.8 2.8 100.00

January Vol % 17 23.9 17 23.9 9 12.7 9 12.7 6 8.5 6 8.5 3 4.2 2 2.8 2 2.8 71 100.00

Patchell’s quest to be market leader for the 11th consecutive year got off to a good start...

7501-15,000kg GVM

Brand ISUZU FUSO HINO IVECO FOTON UD Total

Vol 33 17 14 3 2 1 70

2020 % 47.1 24.3 20.0 4.3 2.9 1.4 100.00

January Vol % 33 47.1 17 24.3 14 20.0 3 4.3 2 2.9 1 1.4 70 100.00

15,001-20,500kg GVM

Brand HINO FUSO UD ISUZU MERCEDES-BENZ SCANIA DAF IVECO Total

Vol 10 7 4 4 2 1 1 1 30

2020 % 33.3 23.3 13.3 13.3 6.7 3.3 3.3 3.3 100.00

January Vol % 10 33.3 7 23.3 4 13.3 4 13.3 2 6.7 1 3.3 1 3.3 1 3.3 30 100.00

20,501-23,000kg GVM

Brand HINO FUSO FREIGHTLINER Total

Vol 1 1 1 3

2020 % 33.3 33.3 33.3 100.00

January Vol % 1 33.3 1 33.3 1 33.3 3 100.00

23,001kg-max GVM

Brand VOLVO ISUZU KENWORTH SCANIA HINO FUSO MERCEDES-BENZ DAF UD SINOTRUK IVECO FREIGHTLINER MACK MAN WESTERN STAR INTERNATIONAL Total

Vol 38 25 22 22 18 14 13 10 10 9 8 7 7 4 2 1 210

2020 % 18.1 11.9 10.5 10.5 8.6 6.7 6.2 4.8 4.8 4.3 3.8 3.3 3.3 1.9 1.0 0.5 100.00

January Vol % 38 18.1 25 11.9 22 10.5 22 10.5 18 8.6 14 6.7 13 6.2 10 4.8 10 4.8 9 4.3 8 3.8 7 3.3 7 3.3 4 1.9 2 1.0 1 0.5 210 100.00

Trailers

2020 Vol % Brand PATCHELL 20 17.2 FRUEHAUF 13 11.2 ROADMASTER 10 8.6 MTE 9 7.8 DOMETT 6 5.2 TES 6 5.2 5 4.3 TRANSFLEET TMC 4 3.4 TRANSPORT TRAILERS 3 2.6 EVANS 3 2.6 FREIGHTER 3 2.6 HAMMAR 3 2.6 MAKARANUI 3 2.6 MAXICUBE 2 1.7 2 1.7 HTS KRAFT 2 1.7 PTE 2 1.7 JACKSON 1 0.9 TIDD 1 0.9 LOWES 1 0.9 MILLS-TUI 1 0.9 KOROMIKO 1 0.9 SEC 1 0.9 COWAN 1 0.9 OTHER 13 11.2 Total 116 100.00

January Vol % 20 17.2 13 11.2 10 8.6 9 7.8 6 5.2 6 5.2 5 4.3 4 3.4 3 2.6 3 2.6 3 2.6 3 2.6 3 2.6 2 1.7 2 1.7 2 1.7 2 1.7 1 0.9 1 0.9 1 0.9 1 0.9 1 0.9 1 0.9 1 0.9 13 11.2 116 100.00

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Hawke’s Bay operator Satherley Logging has put this new Mack Trident to work. The 8x4 has a 535hp Mack MP8 engine, an mDrive AMT, Meritor 46-160 diffs on Hendrickson Primaax suspension, Patchell logging gear and a matching four-axle trailer. It has SI Lodec onboard scales and central tyre inflation and is rated to 46 tonnes

(continued from page 91) Volvo registered 38 trucks for fourth, ahead of a much-improved improved Scania (23), with Kenworth (22) next – retaining its place from 2019. Iveco and Mercedes-Benz (both 21), UD (15) and DAF (11) completed the top 10.

In the 3.5-4.5t crossover segment, Fiat (26) was the runaway leader, ahead of Mercedes-Benz (7), Chevrolet and Renault (5 apiece), Ford (3), Peugeot (2) and Iveco (1).

In the 4.5-7.5t GVM division, FUSO dropped sales significantly compared to January 2019 – while Isuzu’s registrations crept up slightly so that the two were tied, first-equal….each with 17 sales. Iveco and Hino (9 each), were third-equal, ahead of Mercedes-Benz and Foton (6 apiece), Peugeot (3) and Hyundai and Fiat (2 each).

In the 7.5-15t segment, last year’s top three held their places – Isuzu registering 33 trucks in January, way ahead of FUSO (17) and Hino (14).

They were, in turn, well up on Iveco (3), Foton (2) and UD (1).

94 | Truck & Driver

The small 15-20.5t GVM category was led by Hino (10), ahead of FUSO (7), UD and Isuzu (4 each) and Scania, DAF and Iveco (one apiece).

In the tiny 20.5-23t segment, Hino, Fuso and Freightliner each registered one truck.

All of Volvo’s 38 trucks registered in January were in the premium 23t to maximum GVM segment, making it the clear leader in that top end of the market – well ahead of second-placed Isuzu (25), Kenworth and Scania (22 each) and Hino (18).

FUSO (14) was next, followed by Mercedes-Benz (13), with DAF and UD with 10 registrations each and Sinotruk (9) rounding out the top 10.

Patchell’s quest to be market leader for the 11th consecutive year got off to a good start, with 20 sales, compared to Fruehauf (13), Roadmaster (10) and MTE (9).

Following them were Domett and TES (6 each), Transfleet (5), TMC (4) and Transport Trailers and Evans (3 apiece). T&D

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Stock Lines has put this new Volvo FH700 nine-axle livestock unit to work, based in Blenheim – one of three new FH700s it has added to its fleet.

James Fitzpatrick drives this one, which has new Nationwide crates on a Domett deck and a matching trailer

Waikato Digger & Bobcat Hire has this new Volvo FM 6x4 tipper in work, supporting its Te Awamutu-based contracting work. It has a 540hp engine, an I-Shift Dual Clutch, straight front axles and high rear air suspension for extra ground clearance. It has a Transport Trailers alloy body and matching four-axle trailer

This new Kenworth K200 Aerodyne 8x4 livestock unit has gone to work for Linkwater, Marlborough operator GW Parkes Contracting. It has a 600hp Cummins X15 engine, an 18-speed Roadranger manual gearbox and Meritor RT46-160GP diffs on Airglide 460 rear suspension. It has a Bigfoot tyre inflation system, a Jackson Enterprises deck on the truck and a matching five-axle trailer, and Total stock crates

Truck & Driver | 95

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Bulk Lines has this new Volvo FM540 tipper now on duty in Taranaki, carting bulk loads. The 8x4 has a 540hp D13C engine, an I-Shift Dual Clutch and a Total Transport Engineers body, plus a matching fiveaxle trailer

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A pair of new Volvo FH700 Globetrotter 8x4 tractor units have gone to work for Taupo’s M&R Transport, running seven days a week – carting milk and dairy products between Auckland and Palmerston North. They have 700hp engines, I-Shift AMTs and full safety packages

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West Auckland’s Yelavich Transport, now in its 73rd year, has added this new DAF FAT CF85 bulk tipper to its operation. Logan Yelavich, over two metres tall, drives the new unit, which has a PACCAR MX510 engine, an 18-speed Roadranger manual gearbox and Meritor 46-160 diffs, on Airglide 400 suspension. NZ’s last Euro 5 DAF sleeper cab/chassis has a Transfleet alloy body and pulls a matching four-axle trailer

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BOAT NAME: ____________________________________________

MOB NO:

VHF RADIO:

______________________________________________________________

YES

4M E $58.

NO

ANGLER: 1. _________________________________________________________

4. _________________________________________________

2. _________________________________________________________

5. _________________________________________________

3. _________________________________________________________

6. _________________________________________________

IF MEMBERS OF YOUR CREW ARE NOT MEMBERS OF A CLUB AFFILIATED TO NZ SPORT FISHING INCORPORATED A TOURNAMENT MEMBERSHIP OF $25 PER ANGLER IS REQUIRED. PLEASE TICK BOX IF TOURNAMENT MEMBERSHIP REQUIRED FOR ANGLERS.

TOURNAMENT MEMBERSHIPS REQUIRED No: __________________ @ $25, TOTAL: $ _________________ (Tick Box Alongside Anglers Name) $125 PER ANGLER, No: ___________________________________________ TOTAL: $ _________________ GUEST ENTRY (non anglers) $50 each, No: ___________________________

TOTAL: $ _________________

WE WILL BE FISHING FROM ANOTHER AREA ON THURSDAY MORNING:

YES

NON-REFUNDABLE 25% DEPOSIT with entry to Tournament. Balance payable no later than Wednesday night briefing. Cheques payable to: Truckers & Loggers Fishing Tournament.

DEPOSIT: $ ____________________________

NO

TEAM CONTACT NAME: ______________________________________________________________________

PH:________________________________________

ADDRESS: ________________________________________________________________________________________________________________________________ EMAIL:___________________________________________________________________________________________________________________________________

TD29912

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THE RIGHT PARTS…THE RIGHT PRICES…RIGHT HERE! HINO 500 FILTER KIT CONTAINS: FS36212 FF5732 LF16110 $75.00+GST

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Tick boxes NZ TRUCK & DRIVER 1 year (11 issues) for $80 incl. GST NZ LOGGER 1 year (11 issues) for $70 incl. GST NZ TRUCKBODY & TRAILER 1 year (4 issues) for $30 incl. GST

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Terms and conditions: Subscription rates and a free copy of Equipment Guide are for NZ orders only and only for NZ Truck and Driver and NZ Logger subscriptions. Rates include GST and postage. For overseas prices please enquire.

PGXL PGXL PGXLVITAL VITAL VITAL ®®®

ADVANCED ADVANCED ADVANCED EXTENDED EXTENDED EXTENDED LIFE LIFE LIFE HEAVY HEAVY HEAVY DUTY DUTY DUTY COOLANT COOLANT COOLANT LIFELIFE OFLIFE ENGINE OF ENGINE OF ENGINE COOLANT COOLANT COOLANT NO NO NO 6 YEARS 6 YEARS 6 YEARS LIFE LIFE LIFE * *EXTENDER, *EXTENDER, EXTENDER, SCASCA ORSCA OR CHEMICAL OR CHEMICAL CHEMICAL 1.51.5 MILLION 1.5 MILLION MILLION KM KM /KM 36,000 / 36,000 / 36,000 HRS HRS HRS WATER WATER WATER FILTER FILTER FILTER REQUIRED REQUIRED REQUIRED PREMIXED PREMIXED PREMIXED *

*

*

5 5LTR 5LTR LTR 2020LTR 20LTR LTR 208 208 208 LTR LTR LTR $40 $40 $40 $150 $150 $150 $1300 $1300 $1300 +GST +GST +GST +GST +GST +GST +GST +GST +GST

CENTURY CENTURY CENTURY BATTERIES BATTERIES BATTERIES N120 N120 N120 $300 $300 $300 +GST +GST +GST NS70MF NS70MF NS70MF $150 $150 $150 +GST +GST +GST N150 N150 N150 $350 $350 $350 +GST +GST +GST

CUMMINS CUMMINS CUMMINS

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PartPart Numbers: Part Numbers: Numbers: 3799105RX, 3799105RX, 3799105RX, 3799106RX, 3799106RX, 3799106RX, 3799108RX 3799108RX 3799108RX

PartPart Number: Part Number: Number: 5327754RX 5327754RX 5327754RX

PartPart Number: Part Number: Number: 5324943RX 5324943RX 5324943RX

ISX ISX ISX EGR EGR EGR VGT VGT VGT TURBOCHARGERS TURBOCHARGERS TURBOCHARGERS $6500 $6500 $6500 +GST +GST +GST

ISX ISX ISX e5e5e5 TURBOCHARGER TURBOCHARGER TURBOCHARGER $3800 $3800 $3800 +GST +GST +GST

ISX ISX ISX CPL CPL CPL 8246 8246 8246 TURBOCHARGER TURBOCHARGER TURBOCHARGER $3800 $3800 $3800 +GST +GST +GST

FLEETGUARD FLEETGUARD FLEETGUARD 4WD 4WD 4WD FILTER FILTER FILTER KITS KITS KITS All All kitsAll kits include kits include include oil,oil, fuel oil, fuel and fuel and airand air filters. air filters. filters.

MK13257 MK13257 MK13257 - Colorado - Colorado - Colorado 3.0L 3.0L Turbo 3.0L Turbo Turbo diesel diesel diesel (4JJ1TC) (4JJ1TC) (4JJ1TC) 08-12 08-12 08-12 $67 $67 $+GST 67 +GST +GST

CUMMINS CUMMINS CUMMINS

ISX ISX ISX AIR AIR AIR COMPRESSOR COMPRESSOR COMPRESSOR PartPart Number: Part Number: Number: 4318216RX 4318216RX 4318216RX

$2600 $2600 $2600 +GST +GST +GST

CUMMINS CUMMINS CUMMINS

e5e5e5 AIR AIR AIR COMPRESSOR COMPRESSOR COMPRESSOR PartPart Number: Part Number: Number: 3690864RX 3690864RX 3690864RX

$2800 $2800 $2800 +GST +GST +GST

CUMMINS CUMMINS CUMMINS

ISX ISX ISX WATER WATER WATER PUMP PUMP PUMP PartPart Number: Part Number: Number: 4089908RX 4089908RX 4089908RX

$800 $800 $800 +GST +GST +GST

MK13455 MK13455 MK13455 - Hilux, - Hilux, - Hilux, KUN16, KUN16, KUN16, KUN26 KUN26 KUN26 3.0L 3.0L Turbo 3.0L Turbo Turbo diesel diesel diesel (1KD) (1KD) (1KD) 05-on 05-on 05-on $65 $65 $+GST 65 +GST +GST MK14280 MK14280 MK14280 - Ranger - Ranger - Ranger PX PX / BT-50 PX / BT-50 / BT-50 (UPOY) (UPOY) (UPOY) 2.2L 2.2L / 2.2L 3.2L / 3.2L Turbo / 3.2L Turbo Turbo Diesel Diesel Diesel 11-on 11-on 11-on $59 $59 $+GST 59 +GST +GST MK14283 MK14283 MK14283 - Hilux - Hilux - GUN122R Hilux GUN122R GUN122R – – – GUN136R GUN136R GUN136R 2.4L 2.4L / 2.4L 2.8L / 2.8L Turbo / 2.8L Turbo Turbo Diesel Diesel Diesel (1GD-2GD) (1GD-2GD) (1GD-2GD) 15 15 – on15 – on– on $57 $57 $+GST 57 +GST +GST MK14297 MK14297 MK14297 - Colorado - Colorado - Colorado Z71, Z71, Colorado Z71, Colorado Colorado RGRG 2.5L RG 2.5L / 2.5L 2.8L / 2.8L Turbo / 2.8L Turbo Turbo Diesel Diesel Diesel 12-on 12-on 12-on $73 $73 $+GST 73 +GST +GST

Polish Polish Polish Alloy Alloy Alloy Finish Finish Finish Polish Polish Polish Black Black Black Label Label Label Protectant Protectant Protectant Interior Interior Interior De-Tar De-Tar De-Tar 375ML 375ML 375ML CutCut 375M Cut 375M 375M 500ML 500ML 500ML 5ltr5ltr5ltr $21 $21 $+GST $21 $21 $+GST $18 $18 $+GST $41 $41 $+GST 21 +GST +GST 21 +GST +GST 18+GST+GST 41 +GST +GST

Quickgloss Quickgloss Quickgloss Cleaner Cleaner Cleaner 500ML 500ML 500ML $18 $18 $+GST 18 +GST +GST

CORE CORE CORE CHARGES CHARGES CHARGES APPLY. APPLY. APPLY. REPRESENTATIVE REPRESENTATIVE REPRESENTATIVE IMAGES IMAGES IMAGES ONLY. ONLY. ONLY. OFFERS OFFERS OFFERS END END 31/05/2020 END 31/05/2020 31/05/2020

MK13501 MK13501 MK13501 - Ranger - Ranger - Ranger (PK)(PK) / BT(PK) / BT50/ BT50 (UN) 50 (UN) (UN) 2.5L 2.5L / 2.5L 3.0L / 3.0L Turbo / 3.0L Turbo Turbo Diesel Diesel Diesel 06-11 06-11 06-11 $55 $55 $+GST 55 +GST +GST

K200

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TD30444

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