NZ Truck & Driver September 2018

NZ TRUCK & DRIVER

TRUCK DRIVER APPRECIATION 17- 23 - 23 – HOW INVOLVED TRUCK DRIVER APPRECIATIONWEEK WEEK,SEPTEMBER SEPTEMBER 17 – HOW TO TO GETGET INVOLVED

| September 2018

September 2018 $8.50 incl. GST

BIG TEST Self-help special | FLEET FOCUS Ordeal…AND opportunity | FEATURE Good, clean fun

FLEET FOCUS

Ordeal…AND opportunity

FEATURE

Self-help

special

Good, clean fun

The Official Magazine of the

ISSN 1174-7935 Issue 216

A new millennium begins

2000

Y2K passes without widespread computer failures Olympic Games in Sydney Isuzu Trucks No.1 in NZ

Queen Mother dies

2001 2002

Bali bomb kills 203 people Brazil wins Soccer World Cup Isuzu Trucks No.1 in NZ

2003

9/11 Twin Towers are hit by passenger planes Slobodan Milosevic arrested over war crimes Wikipedia goes online Isuzu Trucks No.1 in NZ

Population of New Zealand exceeds 4 million Saddam Hussein is captured

Boxing Day Tsunami causes widespread devastation First privately funded human spaceflight.

Janet Jackson suffers ‘wardrobe malfunction’ at Super Bowl

2004 2005

Isuzu Trucks No.1 in NZ

Five cent coins are dropped from circulation

2006

Space Shuttle Columbia destroyed during re-entry killing 7 astronauts Isuzu Trucks No.1 in NZ

Hurricane Katrina devastates New Orleans Prince Charles marries Camilla Parker Bowles Pope John Paul II dies Isuzu Trucks No.1 in NZ

Italy wins Soccer World Cup Google purchase YouTube for $1.65m Isuzu Trucks No.1 in NZ

2007

Apple introduces the iPhone Bomb kills former Pakistan PM Benazir Bhutto

Barack Obama elected first African American US President

2008

Isuzu Trucks No.1 in NZ

Global Financial Crisis Sir Edmund Hillary dies Isuzu Trucks No.1 in NZ

Willie Apiata receives the Victoria Cross, the first New Zealander since World War II

2009

Michael Jackson dies First New Zealand rocket launched into space

First Canterbury earthquake causes widespread damage Julian Assange, co-founder of WikiLeaks, is arrested Chilean mining accident, remarkably all 33 miners rescued

2010 2011

Isuzu Trucks No.1 in NZ

U.S. troops kill Osama bin Laden All Blacks win Rugby World Cup

Isuzu Trucks No.1 in NZ

Summer Olympics open in London

Swine Flu declared a global pandemic

2012

Kate Middleton marries Prince William Isuzu Trucks No.1 in NZ

Mars Rover successfully lands on Mars Queen Elizabeth II Diamond Jubilee Isuzu Trucks No.1 in NZ

2013

Pope Francis first Latin American elected Catherine, Duchess of Cambridge, gives birth to a baby boy

Malaysian airliner goes missing

2014

Nelson Mandela dies at age 95 Isuzu Trucks No.1 in NZ

Russia is reportedly in control of Crimea ISIS take control of Mosul Isuzu Trucks No.1 in NZ

2015

All Blacks win back-to-back Rugby World Cups Paris terrorist attack

Donald Trump elected US president

2016

Flowing liquid water found on Mars Isuzu Trucks No.1 in NZ

NZ highest ever Olympic medal tally UK votes for Brexit Isuzu Trucks No.1 in NZ

2017

Team New Zealand win the America’s Cup Facebook hits 2 billion monthly users

ONE THING HASN’T CHANGED SINCE 2000.

Jacinda Ardern becomes Prime Minister

Isuzu Trucks No.1 in NZ

Thank you for 18 consecutive years at No.1 in New Zealand.

ISZ13508_18Years_NZTD_FP_R01.indd 1

14/03/18 11:18 AM

CONTENTS Issue 216 – September 2018 2

News

44 Fleet Focus

The latest in the world of transport, including….NZ truckmaker reps won’t support another Transport & Heavy Equipment Expo; Mercedes-Benz launches Actros Distribution….with active braking; Toll boss becomes KiwiRail chair

16 Giti Truck Tyres Big Test Over the last 37 years, truck dealer Dale Greaves has moved makes many times – selling no fewer than 10 different brands.

And Canterbury logtruck operator Steve Murphy has moved with him – buying four of those makes from him. Now it’s Iveco

33 Transport Forum Latest news from the Road Transport Forum NZ, including…..livestock operators carry the can for the negligence of others over effluent disposal; trucking’s big week in the South; truck weigh-in-motion technology to be launched soon

MANAGEMENT Publisher

Advertising

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

77 We Love NZ Trucks & Drivers

The Christchurch earthquake of February 2011 dealt Christchurch Ready Mix Concrete a severe blow. But it also delivered a golden opportunity

FEATURES

Longtime truckie Murray Crofts just wants truck and car drivers to “slow down and grow old”

83 A “real” wakeup call Writer Cory Martin closes his eyes at the wheel – just to see if the Guardian system, designed to prevent truck crashes caused by fatigue and distraction, really works!

Reassuringly, he is in a truck simulator

64/ PPG Transport Imaging 65 Awards Recognising NZ’s best-looking truck fleets….and including a giant pullout poster featuring its livery

89 LSVs – ready, willing, able A column by Steve Divers, director career pathways – road freight transport – in the Sector Workforce Engagement Programme (SWEP)…on Limited Service Volunteers – offering operators a direct pipeline to motivated young people looking for jobs

65 Good, clean fun Editor Wayne Munro finds out that being environmentally friendly doesn’t mean you can’t have fun! It happens at the wheel of battery electric FUSO eCanter

93 TRT Recently Registered New truck and trailer registrations for July

Gerald Shacklock Cory Martin Robin Yates Steve Divers Peter Owens

ART DEPARTMENT Design & Production 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

ADMINISTRATION Sue Woolston MANAGER accounts@trucker.co.nz SUBSCRIPTIONS Linley Wilkinson linley@trucker.co.nz NZ subscription $80 incl. GST for one year price (11 issues) Overseas rates on application ADDRESS Phone +64 9 571 3544 Fax +64 9 571 3549 Freephone 0508 TRUCKER (878 2537) Postal Address PO Box 112 062, Penrose, AUCKLAND Street Address 172B Marua Road, Ellerslie, AUCKLAND Web www.alliedpublications.co.nz PRINTING & DISTRIBUTION Printer Nicholson Print Solutions Distribution Gordon & Gotch Publication: New Zealand Truck & Driver is published monthly, except January,

by Allied Publications Ltd PO Box 112 062, Penrose, Auckland

Contributions: Editorial contributions are welcomed for consideration, but no responsibility is accepted for lost or damaged materials (photographs, graphics, printed material etc). To mail, ensure return (if required), material must be accompanied by a stamped, addressed envelope. It’s suggested that the editor is contacted by fax or email before submitting material.

Copyright: Articles in New Zealand Truck & Driver are copyright and may not be reproduced in any form – in whole or part – without permission of the publisher.

Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher.

NZ Truck & Driver Magazine

Net circulation – ended 30/09/2017

12,141

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Truck & Driver | 1

NEWS

The Actros Distribution launch comes 17 months after the Actros and Arocs highway trucks were introduced

Metro Merc gets active braking AUTOMATIC EMERGENCY BRAKING IS STANDARD ON the new Mercedes-Benz Actros Distribution metro trucks just launched in New Zealand.

The trucks, with eight or 11-litre Euro 6 engines ranging from 240 horsepower to 430hp (175-316kW), all get M-B’s Active Brake Assist 4 – along with stability control assist, traction control, electronic braking and a cab that achieves the top Swedish cab safety rating.

“The Actros is a very safe truck with a strong cab and a long list of safety features, but we’ve gone a step further with the Actros Distribution range,” says Daimler Truck and Bus NZ senior manager Pieter Theron.

“To have a truck that can automatically perform emergency braking for objects such as cars, and even begin braking for pedestrians, is of immense value to the driver, the fleet operator and other road users – especially in the highly populated areas that many of these trucks will operate in,” he adds.

At the launch of the Distribution range, at the Hampton Downs motor racing circuit in the Waikato, Active Brake Assist was demonstrated with an The first Actros Distribution on NZ roads

2 | Truck & Driver

Actros travelling at speed automatically braking to avoid a car that stopped in front of it…and a person walking into its path.

The Distribution range also comes with a new engine brake with up to 462hp/340kW of braking effect – an optional water retarder increasing that to 1019hp/750kW. Eight or 12-speed automated transmissions are standard across the rigid range, with faster shifting times and a new creeper gear for low speed operation.

Targeted primarily at the metro market, the 18 to 26 tonne models deliver “impressive fuel economy savings, reduced AdBlue consumption, new levels of comfort and refinement and class-leading safety,” says Daimler.

The Actros Distribution launch follows the NZ introduction of the Actros and Arocs highway models at the Transport & Heavy Equipment Expo at Mystery Creek last year.

“The highway-focused range of new generation Mercedes-Benz trucks has been extremely successful in NZ and our customers love them,” says Theron.

“Now we’re excited to introduce the new generation Actros Distribution models that will deliver new levels of comfort, efficiency and safety for our customers on shorter runs.”

Mercedes-Benz developed the new generation Actros Distribution range after consulting with Kiwi operators and their varied requirements.

The range comprises 10 models, in 4x2, 6x2 or 6x4 axle formats. The eightlitre six-cylinder engine is available with 240hp/175kW, 300hp/220kW or 350hp/257kW ratings, while the 11-litre has either 400hp/294kW or 430hp/316kW. The 4x2 models have the option of either engine, eight-speed or 12-speed PowerShift AMTs and an 18 tonne GVM, while the 6x2 and 6x4 rigids come with the 12-speed AMT, either engine and a 26t GVM. A 6x4 tractor unit has the 430hp 11-litre and a 26t gross weight.

NZ’s first Actros Distribution, a rigid curtainsider, has gone to work in the Mainfreight fleet – with Daimler closely monitoring its performance. T&D

NEWS

Truckmaker representatives were disappointed with last year’s Expo NEW ZEALAND’S BIGGEST TRUCK show, the four-yearly Transport & Heavy Equipment (THE) Expo at Mystery Creek, is probably over.

Certainly, the NZ representatives of all the major truck makes have decided as a group that they will not support the next scheduled THE Expo in 2021.

Last year’s show resulted in industry complaints of high costs, small crowds, poor promotion…. and the pullout of distributor Sime Darby, with its Volvo, Mack, Hino and UD Trucks makes.

In the wake of that the Motor Industry Association of NZ’s Heavy Vehicle Group recently capped off months of discussion and debate over the show’s future with a postal vote on whether the industry should support another THE Expo.

Members agreed that unless there was an overwhelming level of support for the Expo, they would as a group withdraw from the show.

And MIA CEO David Crawford says “we didn’t get anywhere near that level.” The voting was around 50/50 – and with most of the yes votes (yes to continuing with the Expo) “contingent on a few things.”

Given that the event has a history (the first of four shows held at Mystery Creek was in 2005 – the decision to end its endorsement of the show came only after “a very methodical assessment” and in-depth discussion with show partners the NZ Truck-Trailer Manufacturers Federation and the NZ Equipment Suppliers Association, says Crawford.

And he adds: “We haven’t come to this lightly.

Expo a no-go We didn’t really want to walk away from it.”

But discussions and meetings with Mystery Creek “haven’t given us the confidence that we would necessarily get a show that was well organised, well promoted and well attended.”

And he adds: “In short, it’s a vote of no confidence in Mystery Creek.”

Whether this is the end of a big NZ truck show like the THE Expo is not clear: Crawford says that the withdrawal of its Expo endorsement “doesn’t say that we don’t want A show.”

He believes that there is a feeling within the Group “that it does want a show of some kind. But we don’t know in what shape or what form. Nor how often.”

Where to from here is “one of the key items on our agenda” for the next Heavy Vehicle Group (HVG) meeting.

The other two industry organisations involved in the Expo have been advised of the MIA HVG decision, says Crawford, and will make their own decisions on their future involvement.

HVG chair Maarten Durent says there are many factors involved in the Expo veto, including industry consolidation (with some makes disappearing) and a failure to combine with the likes of the forestry industry, resulting “in the show feeling small and failing to make an impact and wow customers.”

The cost of exhibiting in the Mystery Creek show has also been a major consideration – the show was too expensive for the size of the NZ market, he believes: “The heavy-duty truck market

in NZ is small – about 2000-2800 per year….yet we run shows as if we’re facing a 10,000 per year truck market!

Many manufacturers, believes Durent – the CEO of Kenworth and DAF dealer Southpac Trucks – “also can’t see the value cost benefit in running such a high-quality event for such a small audience. The per customer cost is too high.”

There is also the risk of major makes becoming no-shows: “Sime Darby’s U-turn (last year) – from supporting the show, and then pulling out of it – is one of the ongoing risks to visitor attendance.

Based on 2018 market share data, that’s 28% of the market not on show. That’s detrimental to visitor numbers.”

Durent personally feels that “the era of trade shows is over for us.” He does believe “there is a place” for low-cost, lowkey shows in the style of those from the past – “pop up your tent, park a few late-model trucks and light up the BBQ style events…because they are affordable.”

Peter Nation, CEO of the NZ National Fieldays Society (organiser of the THE Expo) says of the show, in a statement: “As organisers of several largescale national events it is a common process for us to continually review each of our events to ensure their relevance and market demand is sustainable.

“Following the decision of MIA to remove their support of the THE Expo we will evaluate the current state of the market and drivers and consult various involved parties to come up with a decision on the future of the THE Expo.” T&D

Exhibitors complained of small attendances during last year’s trade days (right)....with big numbers only turning out on the Saturday public day – with the Show ‘n’ Shine (far right) a big drawcard Truck & Driver | 3

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NEWS

CTS’ James Swinburn (far left) and Michael Swinburn (far right), with BPW joint managing directors Olivia Corrado and Stefan Oelhafen

BPW Transpec buys CTS BPW TRANSPEC AUSTRALIA HAS ACQUIRED TRUCK, bus and trailer parts supplier Commercial Transport Spares (CTS) under its BPW Global business division.

The purchase of the Christchurch-based business, with branches in Dunedin and Auckland, will enable BPW to enlarge its footprint in the South Island.

The deal will, it says, support future product development projects and better support transport operators, particularly in the South Island.

The two business entities of BPW Global – BPW Transport Efficiency and CTS – will operate independently, with BPWTE’s distribution structure, out of Auckland, unchanged. It will continue to focus on direct activities to

the trailer building industry and provide spare parts backup to fleet operators through its existing dealer network – including CTS for the trailer OE product range.

CTS will continue providing its full parts portfolio to fleets and workshops – and servicing the wider range of trucks, trailers and buses.

The acquisition cements the 20-year business relationship between the two companies. CTS’ James and Michael Swinburn will take on new roles as joint general manager sales and GM operations respectively in the new company, which will continue trading under the CTS name – “a clear signal of business continuity to customers as well as suppliers.” T&D

Toll boss is new KiwiRail chair TOLL NEW ZEALAND BOSS GREG Miller has been appointed to chair the KiwiRail board.

Miller, who has been Toll’s managing director and chief executive for 10 years, says he’s looking forward to working with the KiwiRail team – “from the railway workers at the coalface to the new chief executive of KiwiRail, to keep building this company and delivering a rail operation that performs for our customers in all cities and regions, with a competitive commercial strategy.

“I’m particularly keen to prioritise KiwiRail’s high-performance, high-engagement model, where workers and executives collaborate to harness opportunities and improve productivity for the benefit of the whole company,” adds Miller, whose appointment is for three years.

Minister for State Owned Enterprises Winston Peters says: “The Coalition Government has made rail a priority in our plan to boost the productivity of our regions after years of central government neglect for this crucial part of our economic apparatus.

“Greg Miller’s leadership in the transport industry in NZ – in rail, road and sea transport – gives him a strong base for chairing KiwiRail and to help it meet the high expectations that the Coalition Government has for rail in NZ.” Minister of Finance Grant Robertson says that the 2018 Government Policy Statement on Land Transport highlights “how critical rail is for improving transport connections to the rest of the world for our exporters.

“KiwiRail is an important partner in this, and

we look forward as shareholding Ministers to engaging with Mr Miller as we roll out our plans.”

Miller began his career as a cadet in transport operations at Mainfreight Group – rising through the ranks to become a key group senior executive. He has since held roles at Tranz Rail and Tranz Link International as MD across NZ, Australia and Asia and was Toll Tranzlink director and group GM from 2003 to 2008 – that role including chairing the Toll Tranzlink NZ Fonterra Strategy Committee.

The appointment means Miller will also chair the NZ Railways Corporation board.

At KiwiRail he replaces Trevor Janes, who resigned at the end of June – with deputy chair Brian Corban filling the acting chair role until Miller takes up his position. T&D Truck & Driver | 5

NEWS

Right: The N-Series model upgrade includes more powerful engines across the range Above: A steering wheel with multi-function controls is an option on the new models

Isuzus get more power, more models MORE POWER, NO ADBLUE AND NEW DRIVERfriendly features are included in an upgrade of Isuzu Trucks New Zealand’s N-Series light-duty trucks.

Most new models will get an increase in engine output – from 155 horsepower/114 kilowatts to 190hp/139kW on NPR250, 350 and 450s.

It means, says Isuzu, that a 5500kg truck will have more power than its competitors offer – even in significantly larger 8500kg models.

It says that the emissions system will be “greatly simplified” by removing the diesel particulate diffuser (DPD) – replacing it with a diesel oxidation catalyst (DOC) – and doing away entirely with any SCR (selective catalytic reduction) system.

It thus means, says Isuzu, “no more burnoff aftertreatments or SCR additives (ie AdBlue).

“This alone will make the N-Series the obvious light truck of choice for the majority of NZ users, especially any multi-driver applications and/or rental fleets,” reckons Isuzu Trucks GM Colin Muir.

“These new models will offer owners unique advantages compared with the competition and will prove to be the easiest to operate and most costeffective light-duty trucks on the market,” he adds.

He’s confident that the new models will help Isuzu to its 19th straight year as the overall NZ truck market leader.

The trucks have been extensively tested in Australia – with the involvement of Isuzu NZ staff – and have been fine-tuned for NZ. The new models also upgrade to disc brakes all around, a transmission kickdown function on AMT versions (NPRs) and a new media centre – that can be integrated with optional radio and phone steering wheel controls, is wi-fi hotspot and remote camera ready, GPS compatible and able to integrate with optional lane departure warning and forward collision warning systems.

The 7500kg GVM NPR450 model adds a crew cab version and factory tippers with standard or crew cabs.

Isuzu has also recently completed a NZ R&D programme on AMTs in its heavy-duty CYZ models – the results incorporated into the Isuzu 6 | Truck & Driver

MJX 16-speed AMT 460hp and 530hp CYZs soon to be added to the NZ lineup, complementing the three current 18-speed Roadranger manual models.

The testing, says Muir, “reinforces Isuzu’s commitment to NZ – but is also evidence that we’re committed to ensuring new products are tested and tuned for local conditions.”

Most of the testing took place with Blenheim’s Gill Construction and Wadsco Trucks Isuzu – with Japanese engineers in attendance for some of the trial.

Isuzu is also extending its 4x4 FTS800 range with Allison auto options being added to the manual gearbox models this year. T&D

Swedish company buys TRS SWEDISH-BASED COMPANY TRELLEBORG HAS bought New Zealand agricultural, industrial and construction tyre and wheel specialist TRS Tyre & Wheel.

The purchase, from Bapcor Group, was made through the Trelleborg Wheel Systems business – a global supplier of tyres and wheels for agricultural and forestry machines, forklift trucks and other material-handling equipment.

TRS, which Trelleborg says has annual sales of $26.4million, is based in Wanganui, with branches in Auckland, Hamilton, Christchurch and Invercargill.

Trelleborg says the “bolt-on acquisition” is part of a strategy to strengthen its positions in attractive market segments.

“A local presence and global reach are key drivers in our business strategy.

This acquisition provides us with an excellent opportunity to enhance our sales of tyres for agricultural, material handling and construction vehicles, as well as complete wheels in an attractive and growing market,” says Paolo Pompei, president of the Trelleborg Wheel Systems business.

TRS is the largest supplier of tyres to NZ’s agricultural and industrial sectors and is the only domestic manufacturer of agricultural and industrial wheels. T&D

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NEWS

Right: The Hino 300 4x4 has been added to the NZ model range

Above: Hino’s GPS system is now a standard item on all new 300 Series light trucks

Hino adds 4x4, GPS A FOUR-WHEEL-DRIV E HINO 300 Series light-duty truck – originally designed for tough offroad work in Australia – is being launched in New Zealand.

Hino NZ general manager Darren Salt says that the 4x4 “can handle our tricky outdoor terrain for farming and forestry industries – but with a 7500kg operating weight and tight turning circle it’s also ideal for city-based work.”

Hino says that the 4x4’s six-speed overdrive

transmission has one of the widest gear ratio ranges in the market, with a crawler gear ratio of 2.2:1.

This, says Salt, “makes tackling steep hills a lot easier” and gives customers more control and improved fuel efficiency.

Other standard features include all-wheel disc brakes, a reversing camera, Hino’s Navigation for Trucks GPS system, cruise control and a 170 litre fuel tank.

Hino says it’s introducing its GPS system as

a standard item on all new 300 Series trucks.

The system’s capabilities include alerts for height and weight restrictions and – once vehicle profile info has been entered into it – alerts on compliance runouts…along with notifications on speed limits, safety cameras and specific regulations for the freight being carried.

“With its standard reversing camera, the 300 Series’ safety package was already one of the best available,” says Salt. T&D

Court to decide on drivers’ contractor status

Fuso NZ up for Daimler Trucks awards

WHETHER COURIER DRIVERS – AND SOME TRUCK drivers – are employees or contractors is to be decided by the Employment Court.

The FIRST Union has begun proceedings in the Court to determine their employment status – the decision likely to have “knock-on effects” for other industries, says employment law specialist Employment Assistance.

The law company explains that courier drivers and some truck drivers are generally considered contractors and sign independent contractor agreements: “They usually own their transport, pay for their own equipment and aren’t afforded any form of leave from those who engage their services.

“However, some businesses who engage these contractors do so and enforce exclusivity of work and vehicle branding, such as NZ Post. FIRST Union will of course argue the drivers are then employees, not contractors.”

The union has unsuccessfully tried in the past, through private members’ bills, to have such exclusivity demands on contractors banned by Parliament.

Success in the Court would, says Employment Assistance, also result in wider “limitations for use of independent contractor agreements – not to mention any remedial actions for these workers against their ‘employers.’ ” T&D

FUSO NEW ZEALAND’S STANDOUT FIRST YEAR IN business has earned it nominations in this month’s Daimler Trucks Asia awards.

The company last year beat FUSO’s previous best truck and bus sales in NZ by more than 20% – registering 1017 units for a 17.6% market share.

Now it has been nominated for Best Customer Services Award and Best Fleet Sales Growth, with the winners to be announced at this month’s 2018 Daimler Trucks Asia International Sales and Customer Services Conference in Thailand.

“FUSO has a long and proud reputation in NZ,” says Fuso NZ MD Kurtis Andrews.

“We formed Fuso NZ with the intention of rebuilding that reputation and putting FUSO back at the top of the market.”

This year, Fuso NZ has launched its new 11-strong Enduro workhorse range, increased parts stockholding to more than 9000 line items – with an off-the-shelf parts order fill rate of more than 96% - and introduced a class-leading new parts warranty for its medium-duty and heavy-duty trucks. T&D

8 | Truck & Driver

NEWS

Heidi is Hino heroine

A YOUNG WOMAN DIESEL MECHANIC FROM Wellington has won the inaugural national Hino Skills Competition.

Heidi Inkster from Truckstops Wellington, beat 27 competitors from Truckstops workshops nationwide to take the contest.

She began her diesel technician apprenticeship in mid-2013 and completed it in March 2016.

Since then, says Hino NZ, she has “gone from strength to strength….a true example of a woman shining in a male dominated industry.”

Truckstops Wellington branch manager Chris Groves says the company is “very proud for Heidi to represent our busy branch – and for her to win the NZ competition is fantastic.”

The competition is jointly run by Hino Distributors and Truckstops, which is its aftersales support partner.

Hino GM Darren Salt says that the company is “constantly looking at ways to improve the support we provide our Hino customers and felt an initiative of this nature was a great way to improve our technicians’ knowledge base – through a little healthy competition.

Hino NZ technical support manager Simon Wilson adds: “We’re thrilled to have such a talented female technician supporting Hino in the Truckstops network. We hope Heidi’s success will encourage other females to consider the heavy transport industry as a viable career option.”

Heidi Inkster focuses on a practical test during the Hino Skills Competition final, unfazed by the close attention of judges David Beech (left) and Darren Trask The final saw Inkster and runner-up Chito Dimaculangan, from Truckstops Mt Wellington, competing against the clock – taking turns to each complete three practical exercises. They also did theory tests.

“We wanted to test the competitors’ skills and knowledge as well as their ability to work under pressure to a set timeframe – much like the challenges our technicians face in our workshops on a daily basis,” says Wilson. Bene Prasad from Truckstops Dunedin came third in the competition.

Truckstops’ apprenticeship programme sees the company take 14 or more new apprentices annually – “providing a clear and rewarding career path.”

After competing in Australia against the top Aussie Hino technician, Inkster will attend Hino’s global technician contest – but only as an observer.

Hino NZ is hoping that in future the NZ winner will compete in the world final event. T&D

No Kiwi engines in huge Cummins recall A HUGE VOLUNTARY RECALL OF Cummins engines in the United States does not apply to New Zealand.

The recall, to correct faulty exhaust emissions control systems, affects half a million engines in North America.

But Cummins NZ general manager Philip Wright says: “The engines being recalled were only sold in the US.” The recall is the result, he says, of proactive

monitoring work Cummins did with US regulatory authorities – which “shows our commitment to ensuring our products are operating as they should.”

A defective component in 2010 to 2015 US engines causes the exhaust emissions control system to degrade faster than permitted, resulting in nitrogen oxide emissions above those allowed by the US regulations.

“This recall is good for the environment and the people,” Wright adds. With no safety risk, trucks

in the US are being recalled in two phases, starting with heavy-duty trucks and moving to mediumduty trucks next year. Replacement is a prerequisite for renewing compliance with Californian regulations.

The Californian programme that has resulted in the voluntary recall fits vehicles with portable emissions measurement systems to monitor truck emissions under typical demands and conditions. T&D Truck & Driver | 9

NEWS The team behind the opening of the new branch behind them (from left): Emma Fraser (warehouse coordinator), branch manager Ed Foster, customer service rep Stefan Duffell, sales rep Chris Wild and national sales manager Gavin Halley

TRT adds South Island branch HEAV Y TRANSPORT ENGINEERING, PARTS AND service specialist Tidd Ross Todd (TRT) has expanded into the South Island.

The Hamilton-based business opened its first South Island branch in Wigram, Christchurch, last month – meeting growing demand from South Island customers.

The new branch is focused on truck and trailer parts for all makes, its product range including commercial vehicle seats, drivelines and hydraulics; TRT’s own Traction Air central tyre inflation system; plus heavy transport trailers and cranes.

TRT national parts manager Gavin Halley, who led the team that developed the new branch (as part of TRT’s strategic plan), says that “as a privately-owned business, we bring with us our family values.

“It’s fantastic that we’re able deliver our TRT standard of service and full product offering to our South Island customers.”

The new branch, which includes a parts warehouse, is manned by a team of truck and trailer parts staff recruited locally –“experts who have the highest level of product knowledge, as expected by TRT’s customers.”

TRT Christchurch branch manager Ed Foster says: “We’ve got great support from local operators and look forward to meeting more of them over the coming months.”

The new branch also supports MC Transport Repairs, now based at the rear of the facility.

TRT also has truck and trailer parts branches and warehouse facilities in Hamilton and Auckland – plus the support of a team of inhouse and on-the-road experts. T&D

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Safety and sales FORMER EROAD SALES EXEC K ATHY SCHLUTER has been appointed Fuso New Zealand’s general manager sales.

Schluter was channel sales manager at the telematics specialist and worked closely with Fuso NZ and key dealer Keith Andrews Trucks – “aiding her transition within an already constructive partnership,” says Fuso NZ. The company says she will “bring fresh thinking and renewed focus on Fuso NZ’s operations.”

Fuso NZ MD Kurtis Andrews says Schluter “brings a different perspective to our business, which will challenge how we currently do things – and ultimately improve or refine our customer experiences and how we go to market.”

Schluter says her passion for the transport industry stems from the people within it – a focus she will be bringing to her new role, with a particular emphasis on safety: “When it comes to safety, our industry often shoulders a lot of blame for its contribution to the road toll.

“I genuinely believe the blame is disproportionate; however, we need to figure out how to remove the target from our back. That must come from training and technology, both of which are focuses for Fuso NZ and I’m thankful to be in a position to help make a measurable difference in this space.

“I have a passion to make this industry a safer one than when I entered it and I hope a result of that can be to enhance the reputation of a career as a professional truck driver. NZ is short of well over 1000 drivers – so let’s make it an industry that people choose to be a part of.” T&D

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Mike gets the rewards WAIK ATO TR ANSPORT OPER ATOR MIKE MATHIESON receives the trophy for the 2018 PPG Transport Imaging Award from PPG business development manager Mark Brearley (left).

Mathieson’s Nationwide Livestock fleet’s colour scheme – comprising eyecatching baby-blue paint, double silver zig-zag stripes and an orange, silver and green logo – narrowly took out the annual award….and the $2500 travel prize that goes with the etched glass trophy.

Brearley says seeing the Nationwide livery first-hand shows it is “a very fresh-looking colour scheme.” And one that’s been applied in a high-quality manner. T&D

All happy at Hug A Rig SOUTHLAND HUG A RIG EVENT founder Dianne Elstob reckons that the trucking industry is – and always has been – “more than magnificent.”

And thus truckies – operators and drivers – this year again turned up in big numbers for the 10th annual running of the Gore event, which is designed to be “a special event for some special people.”

This year 85 special needs guests were treated to rides in the 35 trucks that turned up.

Hug A Rig started as a lowkey event in 2008 – Dianne and husband Ian, who have two special needs children, recognising that people with special needs often miss out on neat experiences.

They thought that taking them for a ride in a truck would be a wonderful thing – and local truckies agreed.

Initially it was targeted at locals – but now riders and truckies alike come from all over the South.

Joining the trucks at the Hokonui Rural Transport yard in Gore were specialist cars and a coach supplied by Ritchies Coachlines, for those who couldn’t make it up into a truck cab.

Many of the drivers have a long association with the event, which also sees the guests of honour – the riders – each presented with a goody bag, with gifts supplied by local businesses.

Also provided free to all participants, by the Compassion Charitable Trust, was tea, coffee and food. T&D 12 | Truck & Driver

Top: Some of the 35 trucks that turned up to make it a special day Right: Driver Barry Haugh was among those supporting this year’s Hug A Rig

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Very aero Volvo VOLVO TRUCKS HAS LAUNCHED A streamlined B-double concept in Australia…. that it says will save 20% of fuel use.

And the Volvo Fuel Super Truck is being taken directly to the market – operators able to simply spec a new truck with the individual elements of the concept….most of which are already available.

Volvo Trucks Australia vice president sales Clive Jones says that the vehicle “takes the idea of a concept truck one step further – by delivering a real-world truck that can achieve a 20% fuel efficiency gain.”

The unit is essentially an FH16 with aerodynamic improvements to airflow at the front of the tractor unit, around its wheel housings and

entry steps, a MaxiTRANS B-double trailer unit with optimised aerodynamics (including groundhugging full-length side-skirts) and new lowrolling-resistance Michelin tyres.

Says Jones: “The truck is designed to run on the least amount of diesel possible, without compromising productivity or performance.

With fuel accounting for one-third of operator costs, the industry is looking for answers to the problem of how to maximise fuel efficiency – while still getting the job done.

“The good news for owners and operators looking to reduce fuel consumption is that the majority of features in the Volvo Fuel Super Truck are available for ordering now.”

Volvo Trucks Australia will work with each

customer to find the best specification for their particular operating conditions.

The 20% fuel efficiency improvement is measured against a baseline FH16 – which Volvo says already has “leading fuel efficiency.”

The concept was designed by Volvo Group Trucks Technology (GTT) in Brisbane, with support from Volvo GTT in Sweden. The project has been almost two years in development.

Jones says it is “a testament to Australian ingenuity and engineering skill, along with the great benefits gained from the partnership of Swedish and local engineering teams.”

Jones says that the Fuel Super Truck’s launch will be followed by “further exciting developments we’re making in the fuel efficiency space.” T&D

CCS Logistics links with DT Driver Training TRANSPORT EFFICIENCY SPECIALIST CCS LOGISTICS is partnering with DT Driver Training to enhance its programmes to improve safety, compliance and productivity and reduce risk and operating costs.

Its linkup with DT enables CCS, which is owned by insurance giant IAG NZ, “to help transport fleets to unlock benefits from targeted online training, delivered through DT’s driver training platform,” the company says.

“Driver training is an important investment in the safety of your drivers,” says CCS GM Corinne Watson.

CCS works with fleets “to get the right balance of road code refreshers, driver health and safety, fuel economy and advanced driving skills modules

to suit the specific demands on their drivers,” she adds.

“We also report on driver results, either as a standalone service, or in conjunction with GPS driver behaviour interpretation and benchmarking, to assist with comprehensive fleet safety management.”

DT Driver Training director Darren Cottingham says: “For busy transport managers, having a third-party who can analyse driver training data and suggest actions saves valuable time and delivers a better training result.

“As CCS Logistics already understands their clients’ objectives, adding targeted training into the equation gives an extra performance advantage.” T&D Truck & Driver | 15

p l e h f l e S

special Story Wayne Munro Photos Gerald Shacklock

The SML Trakker in its natural environment – out west towards the Southern Alps

16 | Truck & Driver

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High up in the cab of the new Palfinger crane, Willie Reilly goes about the task of precisely lifting off the unit’s three-axle trailer

C

ANTERBURY LOGTRUCK OPERATOR STEVE MURPHY RECKONS that the reason he has so many makes in his fleet is largely down to longtime truck dealer Dale Greaves.

Over the past 37 years or so, Greaves has, at different times, sold new Fords, Hinos, Sterlings, Fusos/Mitsubishis, Nissans/UD Trucks, MANs, Western Stars, Freightliners and Mercedes-Benz.

And along the way SML (Steve Murphy Ltd) has bought a fair few of those makes from him – including 20 Fusos...starting back in 1999. Plus some secondhand Macks and Mercs.

To be fair, SML does also have Kenworths, Macks and MANs that it’s bought elsewhere.

But Greaves, says Murphy, has been key: “He’s been brilliant for us – and I’ve sort of followed him really, in what we’ve ended up with. What do they call it – ‘a fruit-salad fleet.’ ” These days Greaves’ Nelson-based Star Trucks is an Iveco dealer – and, once again, SML’s decision to make its latest self-loading logger one of the country’s first Iveco Trakker 8x4s, “probably started off with the relationship with Dale.”

Well that…and Steve’s experience on an Italian visit “a wee while ago,” when he was very taken with just how many Ivecos there were around the place and the variety of work they were doing.

It’s not blind faith, Steve’s quick to add: “The product’s been good too…. And it’s due to Dale’s attention to our business really – looking after our trades going out. And pretty much speccing the truck up, you know, like we want.”

There’s also the fact that SML has had a good run in the past few years with other Ivecos.

The make’s presence in SML colours started with a new 8x4 Stralis logger: “The driver acceptance was high, so we bought another one.

“We had a driver who’s sort of driven quite a few different brands here – you know Kenworth, DAF, Freightliner. And he got in the

Iveco….and he just couldn’t get over the quietness and comfort of it.

“So, that spread around via the telegram, telephone, tell-atruckdriver – and so we got another one, and the guys were sort of lining up for it.

“Then I bought a secondhand one that had done a million kilometres. I’ve still got it out there and it hasn’t got a rattle or a squeak in it.

“So, you know, I thought ‘shit, after a million Ks and multiple drivers… they’re doing something right aren’t they!’ ” Good enough that when someone needs “to fill gaps,” the boss is happy to jump in the oldest of them – kept on the fleet as a backup bin truck.

Murphy reckons the only criticism he hears of the Ivecos is that “they could also have more power. But every truck driver talks about that.

“In terms of driveability – smooth, quiet, good steering lock… comfort levels are very, very high. Spacious cab, you know, with a high roof and all the things you look for in a truck if you’re in it all day. Plus, from an operator’s point of view, they have a Meritor rear end on air.”

So now the 42-truck SML fleet has five Ivecos – the latest of them the Trakker….bought in the midst of “a bit of a spend,” which has also seen a new Kenworth, two Mack Tridents (replacing Freightliner Argosys) two MAN 8x8s and a Western Star purchased, over a couple of years.

The Trakker has been bought for a couple of specific jobs – as SML’s “front-line crane truck,” doing both corporate forestry and farm wood lots….

But primarily cleaning-up the last logs off wood lots or forest skid-sites: “So they (the logging crews) might have two or three loads left (when they leave a site) and these guys go and do them,” Murphy explains.

Truck & Driver | 19

Main picture: In a stunning setting in the Dalethorpe Forest, about 75k west of Christchurch, the selfloader helps itself to firewood logs...while the log-handling machines carry on with their own work. The Epsilon Q170L 80 crane can pick up logs weighing more than three tonnes at five metres’ reach Top, from left to right: The unit is fitted with SI Lodec onboard scales... Patchell bolsters and log gear, including guards, were fitted by SML and Waimea Engineering.... Steve Murphy says Iveco has earned its place in the SML fleet

“And then we have customers who haven’t got unloading facilities – so the crane truck’s good for that.”

In terms of which truck to buy for the role, apart from the Dale Greaves connection, the Trakker suited, says Steve, because “we wanted to get an eight-wheeler truck with the basics.

“You know, six-rod suspension, hub-reduction, parabolics, a bit of European comfort for the driver. Entry and exit was important, as well as vision and turning circle – being a self-loader.

“Tare weight? You’re never going to get a smart crane truck…. like, they’re always going to be up closer to that 20-tonnes mark.

So, even though the kerb weight is about half a tonne heavier, we thought we’d get the durability.

“And also the chassis design is pretty smart – they’re designed to be a construction truck. So, that’s what we were looking for – something a bit robust, you know. And there’s the ground clearance….”

To that package, which also includes a stronger chassis as standard spec, SML had Waimea Engineering add extra reinforcing to the rear of the chassis to take the rear-mounted crane.

That itself is a bit special: It’s a Palfinger Epsilon Q170L – one of the first to be seen here with an operator’s cab….an Epscab Hyd safety cab, to be precise. Not only that….SML’s even setting up a diesel-fuelled heater to blow hot air into it, to make it an even nicer place to work on icy midwinter days.

The crane has a 17-tonne-metre lifting capability – meaning it can lift 5200kg at three metres, 3900kg at 4m, 3110 at 5m....out to

20 | Truck & Driver

1900 at 8m. What it means to SML is, most importantly, it can easily handle lifting the three-axle trailer on and off the truck unaided, says Murphy.

He likes what they bought – at a cost of extra $22,000 to $23,000 for the crane cab – but does have one criticism: “The could think more about airconditioning and heating.”

Sure, there is another level of cab above this one – and part of what you get for its extra $10k pricetag is airconditioning. The only trouble with that one, says Murphy, is that “it’s fully electronic, so the controls aren’t manual over hydraulic – you have two electronic joysticks.

“In Europe everyone has got one – so good support and backup.

But here, the technology….I’m not saying they couldn’t handle it here, but…..”

The Trakker package itself has at its heart Iveco’s Cursor 13 sixcylinder engine – the SML 8x4 coming with the higher of the two ratings offered here. It delivers a maximum 500 horsepower/363 kilowatts at 1900rpm, with torque peaking at 1700 lb ft/2300Nm, at 1000 revs. The other option is 450hp/336kW, with 1622 lb ft/2200Nm.

It achieves the Euro 5 exhaust emissions standard with selective catalytic reduction (SCR).

Steve and son Chris opted for the Eurotronic 2 12-speed automated manual transmission rather than the ZF Ecoshift 16-speed manual alternative offered on the Trakker.

SML’s preference these days is heavily in favour of AMTs, says Steve Murphy. The new electronic transmissions are, he says, “fantastic. So we are going away from manuals. We’ve still got 12 to 14 Kenworths with Roadranger transmissions in them…and we’ve got two with autos in them.

“But the acceptance now for automatic transmissions has gone to another level, because the drivers understand the comfort – and for us there’s low risk. The only criticism of them….is that the reverse function could be lower – for hooking trailers up, doing that tight work.

“The Ivecos have a double-tap function on the rear or forward motion selector – you can press that twice and it does kick it down another level. But it’s still quicker than you’d like – whereas the MAN’s got different gearing and it’s more user friendly.”

And no, hardly any drivers these days are over-riding the electronics and choosing to mostly drive the AMTs in manual mode

– as often happened in the past: “Unless they’re offroad and they’ve got to use it manually, they’re all in the auto mode now.”

He makes it clear that’s exactly as he prefers it: “When you think of the billions of dollars that have gone into developing these programmes – ECUs talking to ECUs…. And we think we’re smarter than them? I don’t think so!”

The Trakker driveline is completed by Iveco hub reduction diffs, with a 21-tonne rating, on Iveco cantilever suspension. They have inter-axle and diff crosslocks. The Iveco steel I-beam steer axles are rated at 16t, with parabolic leaf springs and anti-roll bars.

Braking comes courtesy of discs on the front and drum rear brakes, plus the Iveco Turbo Brake in the Cursor 13 and Wabco ABS. There’s also Wabco’s traction control system.

Even standing still in the SML yard, the Trakker shouts out that it’s built for purpose, with its high ground clearance, a big, solid-looking sumpguard, a heavy-duty Ali Arc polished alloy bumper, a vertical air filter and breakaway suspended bottom steps (the first of three) to get in and out of the low-roof sleeper cab…even mesh guards over the headlights. And, of course, that rear-mounted crane.

The Patchell bolsters, cabguards, shrouds protecting the tanks (400 litre for diesel, 55 l. AdBlue and 200 l. hydraulic), SI Lodec

Truck & Driver | 21

Left: A breakaway bottom step is a hint of the Trakker’s tough, offroad truck pedigree

Right: The Cursor 13 engine achieves Euro 5 exhaust emissions status with SCR technology

onboard scales and a Traction Air tyre inflation system and other logging gear on the truck was set up by SML’s own workshop and

by Waimea Engineering. Murphy points out that usually SML’s small engineering shop will do the complete setup – avoiding any delays with outside contractors – but it was too busy, working on two other units. The shop did do the installation of the crane and its necessary hydraulics.

The three-axle trailer, formerly behind a Kenworth K200 selfloader, was built by SML, using a Patchell chassis and EXTE bolsters.

The cab lift is hydraulic, human-powered.

The suspension package is completed by the springs and shock absorbers under the low-roof sleeper cab, and the Goodyear Omnitrac MSD II 315/80 R22.5 drive tyres and Goodyear MSS II steerers, all mounted on alloy wheels.

Getting in and out is aided by grabhandles each side of the wideopening door and inside it’s a mix of the basic/simple…and some driver-friendly features, including a comfy heated and electricallyadjusted air suspension seat, heated and electric mirrors, electric windows, an effective aircon and a coolbox bin under the bunk.

There’s a multi-function steering wheel, which includes the controls for the digital dash display, while a stalk on the right controls the engine brake, cruise control and the manual shift control for the Eurotronic.

Off to the left is the screen for the multi-function infotainment system, there’s enough storage to get by and there are two good, solid internal sunvisors – plus blinds for the side windows. Driver Willie Reilly hasn’t tried the bunk – and hopes he never has to.

The 36-year-old has been with SML for two years – most of that time spent behind the wheel of one of the 8x8 MANs (bought mostly for dealing with the sometimes-tricky access to farm woodlots).

He was offered the new Trakker because of his past experience driving a Kenworth K104 self-loading logger for Methven-based Philip Wareing – and because, as Steve Murphy says, “we’ve watched him looking after our other gear.”

For sure, Willie says, the ability to be out of the weather during self-loading (or unloading), is a good thing – but the new unit does come with challenges….which he’s still getting on top of.

And, as he talks en route to our first load – picking up firewood logs from a skid-site in Dalethorpe Forest, about 75 kilometres due west of the SML base at Kaiapoi – it becomes obvious that he’s the 22 | Truck & Driver

sort of bloke who takes a while to warm to new trucks.

For instance, he says that at Wareings “they gave me a 460 auto DAF to drive on bulk. I flippin’ hated it. I said…. ‘you can keep this truck! I don’t like it – I don’t want it.’

“I didn’t mind it on the open road, but you get into town and you’re reaching for the gear lever and the clutch pedal – and it just didn’t feel right.”

The boss told him, says Willie: “ ‘Give yourself a month and you won’t want to get out of it’ – and he wasn’t wrong either. Once I got my head around not having a gear lever and a clutch pedal I was right.”

Then, early on at SML they gave him a Fuso HD 470: “At the start I didn’t like the Fuso. But that grew on me and grew on me. The gearbox was a little bit different to get used to – I’d never been an auto person.

“Then I got the MAN and to be honest I didn’t actually like it for a start – and it got better and better. Sad to get out of it to be honest. It was a nice truck.”

So, following the same pattern, with Willie just four weeks and 8000 kilometres into driving the Trakker, it’s probably only to be expected that he isn’t falling over himself with delight with the Iveco….not yet anyway.

“It’s good – yep,” he says sparingly…but then proceeds to enthuse about the Trakker’s AMT, which he says is “far superior” to the MAN’s.

Funnily enough, as he adds, “they’re both the same boxes” – the ZF 12-speed AS2330 AMT simply renamed an Iveco Eurotronic 2 in the Trakker.

But, Willie reckons, in its integration with the Cursor engine in the Iveco “it’s more intelligent. Like, coming down a hill it’ll hold the gears more in auto, where the MAN just kept on wanting to change down.”

In fact, he’s that happy with it he reckons that “the only time you’ve got to use semi-auto (Manual mode) in this,” is when you’re leaving a skid-site where you’re likely to get wheelspin – otherwise, in Auto, “it thinks it needs another gear” and upshifts.

Manual mode isn’t hard, of course – it’s just a matter of manually calling up gearshifts via the paddle lever on the steering wheel.

Right there too is the button for the cruise control: “Yeah, I use it all the time” – happy even on the backroads to just tap the

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footbrake when necessary to take it out of cruise for tight corners, narrow bridges and so on…then resume.

The challenges with the crane include getting used to lifting the trailer on and off the truck on the driver’s side – the opposite of the last crane truck he drove.

Being inside a cab is different too. But, he adds, “I’m slowly getting my head around the crane.”

Willie’s also measured in his judgment of the Trakker’s manoeuvrability. It is, he says, “pretty good.” It is “good to move around” compared to the K104 self-loader he drove. But then, he adds, that was “terrible….”

Traction-wise, the Trakker has so far been struggling a bit – prompting a few days at NZ Trucks to have blocks put into the front suspension: “It was just not getting the weight back far enough – it was too far forward. The second steer was getting too much weight on it.

“I’ve had a few pushes and tows….” He concedes that his transition from an 8x8 to a mere 8x4 “might be something to do with it.”

Particularly since, in the 8x8 MAN, “on a skid, generally as soon as you engaged that extra button (which had all the wheels driving and the diffs locked) it would just walk its way out.”

We initially head west via the straight-as Tram Road, then veer southwest through Oxford to cross over the Waimakariri River to Sheffield. The forest is about 17 kilometres further on – not far off the West Coast Road.

It’s a regular run for Willie of late: “I’m up here every morning pretty much.” Usually five or six hours earlier than this though, after a 3am start.

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Actually he was often out this way in the MAN as well – including days when the 8x8 needed everything locked-up coming out of Dalethorpe, because of the snow, “or when it’s slippery and muddy.”

There’ll be no snow on the forest access road today, but there is plenty of it on the Southern Alps, on this stunning, crisply clear winter’s day. It makes for sensational scenery…but Willie’s not hugely impressed: Ten years spent as a truck tyre serviceman (before he started driving) – working outside in hoar frosts and snow – took the edge off any excitement over snow or ice, he explains.

The gravel road for the stretch into to the forest prompts a question of Willie about the relative rides of the Iveco and the MAN: “It is good – yep. It is comfortable, quiet.

“Ummm…the MAN was….well, I’m not gonna say it rode harsh… It was as comfortable as this, I guess you’d say.” Good for an offroad truck, he adds: “It was still a nice truck – I enjoyed driving that.”

But today he is finding a big improvement in the Trakker’s handling, he reckons. Even though he’s only driven it unloaded so far since the work on the front suspension, he’s much happier with how it feels: “It’s good. It’s a different truck.”

A bit over an hour from base we get to a neat and orderly hilltop forest skid-site, surrounded by much bigger hills and overlooked by mountains. The Epsilon Q170L starts to earn its keep.

Unlike some sites, where the crews have already departed, this is a very busy skid-site, with two big log-handling machines hard at work. The benefit of the self-loader setup is, as Willie explains, that “I don’t have to wait….” And, conversely, the logging crew doesn’t have to stop its work to do the loading.

Willie lowers the stabiliser legs for the crane, elevates the cab so he’s sitting pretty much at the same height as the top of the aerofoil

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Top left: With the crane on its back, the 8x4 tares at 16.4 tonnes Top right: The crane cab will be a joy when there’s bone-chilling wind and rain to deal with Right: Willie Reilly is happy with the Trakker and the new crane – without being ecstatic. Well, not yet anyway. He does make it clear that he’s never been one to take easily, nor quickly, to new machinery.

Rather, he warms to it, over time

on the Trakker’s cab – and from his erie, he skilfully lifts the trailer off the truck – first lowering its rear wheels onto the ground, then picking up the front of it and rolling it back on its rear wheels till it’s clear of the truck.

Precisely, almost delicately, he’s able to position the trailer so the drawbar’s easily hooked-up. Same with lifting and sliding the bolsters into place.

It takes just over 10 minutes before he gets down out of the crane, retracts the stabiliser arms and pulls the truck and trailer into position beside the target stack of logs. He puts the stabilisers down again and climbs back into the Epscab, where he’s able to finalise the setup.

He spends another 10 minutes or more checking out the logs, tidying them up, then starts the loading – carefully picking and choosing what logs go where.

The truck will take up to six-metre logs and on the trailer “you can double-bunk 4.9s on it, so 10m.” The rig can also be reconfigured to cart 1.8m posts on the trailer and down to 3.7m log lengths on the truck. These logs, termed “oversize,” Willie reckons, range from about five metres down to maybe 3m: “This is the first grade of the rubbish that can’t go to export – and then you get the short stuff that they call bin wood.”

The crane can lift 5.2 tonnes at 3m reach….but he reckons the logs he’s loading “are probably getting up to a couple of tonne I suppose.”

Thirty-five minutes after he first pulled up on skid-site, the load’s on, the crane cab’s parked and its boom and jib lowered onto the logs. Stabiliser legs up…and we’re away.

The unit runs on an H permit for length only, and can load to 45 tonnes. Willie’s confident it’s right on that – the truck tareing at 16,400kg and the trailer at 4200....giving it up to a 24.4t payload.

NZ Truck & Driver publisher and test driver Trevor Woolston takes the wheel for the drive out. Willie advises him that, as usual, he’s kept the traction control turned off. Leaving a skid is not a good time to have the system sense a potential wheelspin…and cut the power.

He’s taken the tyre pressures down to 32: “That’s the minimum on the (Traction Air) machine. They want us to do that for tyre wear on the bush roads – and for traction as well.” The tyre pressure management system automatically resets the pressures to 74, 75 “once you’re up to 60km/h.”

Woolston leaves the Eurotronic AMT in fully automated mode and it handles things well – and in a completely unstressed manner, allowing the revs to drop down to 1100rpm, even 1000, as it trundles along on the initially windy and hilly drive out. The tacho’s green band runs from 1000 to 1500rpm.

Says Willie, like a proud Dad: “It hasn’t misbehaved yet. The MAN (AMT) was alright until you got offroad and really started working it.

It needed manual then.”

On the descents, The Eurotronic takes the revs only up to modest Truck & Driver | 27

For a tough construction truck, the Trakker interior has some nice, driver-friendly features – including a good seat, well-laid-out controls and dash display...and a spacious feel, thanks to the modest sleeper cab

revs, around 1500, so Woolston uses the paddle shift to take it down to seventh gear, bumping the revs up to 1800.

As Willie says the retardation is “alright” – but you need to get up to 2200-2300rpm to get the best out of it. And he confirms what he said earlier: “I think the more I drive it the better I get with it.”

We stop at Frews Transport in Darfield to put it over the weighbridge, where it tips the scales at bang on 45t all-up.

Then it’s a flat, relatively straight run back, getting into Christchurch just after midday. Willie has to manoeuvre to and fro’ for a bit in City Firewood’s jam-packed Harewood yard before he can start to unload in a tightly confined space between a perimeter fence, the wood stacks and the machines cutting and spitting out firewood.

Even more so than this morning’s skid-site, this is where the good mirrors on the Iveco come into play – particular the offside overhead, looking down on the left front wheel. It gets the thumbsup from Willie.

The unload is quite quick, then there’s more jiggling around to get the trailer jack-knifed, ready to be loaded back onto the truck.

It’s a treat to watch the precise operation as Willie first lifts the front wheels of the trailer up onto the truck, nestling them in their rests…then lifts up the rear of the trailer and gently sets it down on the truck. All done in exactly 30 minutes from arrival.

So now we head off on a second run – this time to a farm woodlot, up the Waipara Gorge towards Macdonald Downs, in the hills due west of Waipara. It’s 60-odd kms north.

Willie points out that the Trakker, for all of its offroad toughness, is “still quite nice to drive here on the motorway.”

As we cruise along, the Cursor 13 ticking over at 1600 revs at 90km/h, he rates the Trakker about on a par with the MAN comfortwise…and with similarly good vision too.

He uses the steering wheel function buttons to call up the fuel economy figures – for another comparison with the MAN, which “ranged from 1.6 to 1.9 (kms per litre)…although one day it did do 1.23! Pushed a headwind all the way home from Cheviot!”

Actually the only figure he can pull up is the 1.72kms per litre it’s averaged since brand-new, including 1500kms before it started work.

Steve Murphy confirms though that it’s averaging 1.86kms per litre, “which is pretty good considering he’s probably doing 90 minutes of crane work a day – and that’s included.”

28 | Truck & Driver

This truck does more short running than the MAN – clocking-up an average of more like 400kms a day, against the MAN’s 640k or so…but doing four or five loads to the 8x8’s three.

We head west past Waipara Hills winery on a route that Willie’s been over many times, with some steep forestry roads demanding the use of the 8x8s. Where “everyone else was getting stuck” as they climbed out of a river, it was “no trouble for the 8x8s…. Geez they can climb.”

He’s keen to try out the Iveco’s revised front suspension setup “in some mud on a slippery skid, to see how she goes with the axle weights and all that changed. It should be alright.”

We’ve been 1h 45m on the road when we get to our destination – a lifestyle block mostly covered with mature trees. There is a bit of a test for the handling – first a tight turnaround just inside the gates…and then the need to reverse 100-150 metres through the trees to a loading area that’s crowded with logs. It has deep mud too….but after some decent sunshine, it’s relatively dry.

There’s a brief pause while log-handler operator Tony Carter clears a bit of space for Willie to turn the Trakker around and lift off the trailer.

Three generations of Rangiora’s Carter family are here – John, now 70, son Tony and teenage grandson Zane – doing what the family business has been doing for decades.

In fact, John’s been logging for so long that “they were still using horses (to haul the logs) when I started.” That was 55 years ago – when he left school.

“You’d think I’d have more brains,” he reckons with a laugh. Then quickly adds: “I do still enjoy it – it keeps you fit and healthy, pays the bills. It’s like anything – you have your good times and your bad times. Doesn’t matter what you do.”

He’s owned Carter Contracting for 30 years – still loves the job.

Even if, “sometimes in the winter you wonder why you bother.”

He nods to his son and grandson and says that they’ll “end up taking it over – although I might just turn up and make a nuisance of myself! Make a mess. I enjoy being outside.”

As the saying goes, it’s in the blood. Same thing for Willie Reilly: Even though he’s a bloke with a history of not being easily won over by new trucks – and is clearly is still not yet comfy with the Trakker self-loader….he’s hooked.

Ask if he’d prefer a standard log truck over this....and he’s adamant: Nah....nah.” T&D

­

Trevor Test

I

T SEEMS LIKE ONLY A FEW MONTHS back that we tested an SML 8x8 MAN – but, in fact, it was back in September 2016. How time flies.

It’s always great to catch up with Steve Murphy and his team, as he runs a very tidy fleet and has a great mix of brands. He and son Chris have some very clear ideas on the various makes they run and – along with driver acceptance – this forms the basis for their purchasing decisions.

The Trakker we’re here to test is fitted with a Palfinger Epsilon Q170L80 enclosed-cab, self-loading crane and tows a three-axle trailer designed to be light

30 | Truck & Driver

enough that the crane can load and unload it.

The Pirelli Trevor Test starts in the Dalethorpe Forest, not far off the West Coast Road, out west of Sheffield, when I climb into the now-loaded Iveco for the drive out.

Getting up into the cab involves a reasonable stretch up to the first step – but that’s to be expected, as the Trakker is a construction model truck so it’s built with additional ground clearance. After the first step the next two are well spaced and have good depth and grip.

Climbing in is also assisted by very good forward and rear grabhandles and a wide opening door.

Inside, the cab is very clean and functional with a very good air suspension seat featuring three-way adjustment, pneumatic lumbar support and inertia reel belt. It’s also fitted with seatheating…

but I don’t need to try that out.

All controls are in immediate reach of the driver and good seat and steering adjustment make it easy to set things up for a comfortable drive. The engine intrusion is very close on the driver’s side, but I still find plenty of forward space for legroom, with the two-pedal setup well to the right.

The most commonly used controls are on the steering column stalks, with manual gear selection, engine brake and variable speed limiter on the right and the windscreen wiper controls and lights on the left.

Gear selection buttons are on the dash to the left, with just a drive, neutral and reverse button. All other functions

are on the steering column stalk. Right in front of the driver are the speedo and tachometer as well as the digital display that shows gear selection and engine brake functions and a full array of engine information.

This cab is a day sleeper and there’s ample room behind the seats – not that driver Willie Reilly sees himself using it too much. But it does give the cab a feeling of spaciousness.

There are numerous storage trays and bins throughout the cab and radio comms above the screen.

Despite a fair bit of recent rain, today’s fine and the forestry roads look in great condition so I see no problem with traction, which means we can keep the truck’s transmission in auto and really try it out.

As we lift off from the skid-site the 500hp/1700 lb ft Cursor 13 engine picks up speed easily, with only light throttle. The Eurotronic II AMT makes extremely smooth shifts both up and down the box as required.

The throttle is nice and light without being overly-sensitive as some throttles can be – leading to throttle bounce on rough terrain.

The drive out is over a moderate gradient with only a minor descent and we take this in 7th gear, with the retarder holding us back well and the revs climbing to just on 2000rpm and no real need for much service brake.

On our way out of the forest to Dalethorpe Rd we encounter a narrow gate with a 90-degree turn into it and as we go through I look back in the mirror to check the clearance….and am immediately caught out by the mirror setup, which is the reverse of that on most trucks I’ve driven lately.

The Trakker has the convex mirror above the larger flat

mirror, rather than the other way around…so I have to make a quick search to check the trailer positioning through the gateway. Willie says he had the same problem when he first started driving the truck. It does seem more natural to look down for the convex mirror that gives you that close-in view of the side of your truck.

We’re on a forestry road for the first part of the run but the ride inside the cab is very smooth and quiet, with conversation across the cab easy. Steering is very good, with a light feel, but very good feedback – and it’s easy to position on the road.

Later on, as we run down the main road back to Sheffield, I let the steering wheel sit loose in my hands and the truck runs straight, with no need for constant steering correction.

With its Palfinger self-loader crane the Iveco has been set up as a very useful part of the SML fleet – picking up cleanouts from finished skid sites and also from many farmlots, where gangs may not have loadout machinery. Like today it also picks up reject logs for firewood merchants in Christchurch – where, again, it unloads itself.

With the farm woodlot work the Trakker is regularly going into skid-sites that may not be so well set up – so the additional ground clearance makes it ideally suited for this.

And the more robust chassis construction is certainly an advantage when it comes to fitting the Palfinger crane.

It makes it a very versatile unit that fits well in Steve Murphy’s operation.

Even with all this robustness it’s still a very comfortable truck to drive. Steve says that he gets very good driver acceptance with the Ivecos in his fleet…and I can see why. T&D

• SPECIFICATIONS • IVECO TRAKKER AD500 8x4 Engine: Iveco Cursor 13 Euro 5 (SCR) Capacity: 12.9 litres Maximum power: 363kW (500hp) @ 1900rpm Maximum torque: 2300Nm (1700 lb ft) @ 1000rpm Engine revs: 1600rpm @ 90km/h in high gear Fuel Capacity: 400 litres Transmission: 12-speed Eurotronic II 12AS2330 automated manual Ratios: 1 st – 12.33 2nd – 9.59 3rd – 7.44 4th – 5.78 5th – 4.57 6th – 3.55 7 th – 2.70 8th – 2.10 9th – 1.63 10th – 1.27 11th – 1.00 12th – 0.78 Front axles: Iveco 5886, rated at 8000kg each Rear axles: Iveco 453291 hub reduction, combined rating of 21,000kg

Test driver Trevor Woolston finds the Trakker comfy and capable

Auxiliary brake: Iveco Turbo Brake engine brake Front suspension: Parabolic springs, with anti-roll bar Rear suspension: Iveco cantilever, with anti-roll bar GVW: 32,000kg GCM: 50,000k

Truck & Driver | 31

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Industry being let down over effluent

There are simply not enough effluent disposal sites where they’re needed

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by Ken Shirley Chief Executive Road Transport Forum NZ

IVESTOCK TRANSPORTERS AGAIN FIND themselves dealing with the hoary old chestnut of effluent disposal – and once again the industry finds itself carrying the can for the negligence of other sectors.

The Road Transport Forum is currently involved in a dispute with Horizons Regional Council over effluent leakage from one of our members’ trucks. What is particularly irritating is that Horizons has pressed this case despite completely failing to provide adequate effluent dump sites within its jurisdiction.

You would think that, as one of New Zealand’s richest agricultural areas and with dairy farmers well represented around the council table, Horizons would be sympathetic to issues associated with primary production, but apparently not.

We have on several occasions requested meetings with the CEO and chairman of Horizons to discuss these issues but to date they have refused to engage.

The fact is that livestock transporters are more than happy to continue to play their part in the responsible movement of animals – but it is not acceptable to leave the burden of

responsibility for effluent disposal solely with transporters….as Horizons has done.

While livestock trailers routinely have around 750 litres of effluent storage, a typical dairy cow will emit three to four litres of effluent an hour – meaning that it doesn’t take long before a fully-loaded trailer’s tanks are full.

The situation isn’t helped by a lot of farmers refusing to have stock effluent disposed of on their farms…while meat processors are also inclined to refuse disposal of it on their premises these days.

Because of this, many livestock transport companies have tried installing effluent tanks at their depots, but often this is not possible due to the constraints of the Resource Management Act and the consenting process.

Farmers also deserve a fair amount of blame for not standing stock off green feed prior to transport. This is inexcusable, because at the end of the day effluent is a by-product of farming – and it’s extremely frustrating that those ultimately responsible for the production of it do very little to help mitigate it when animals are being transported.

Truck & Driver | 33

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

We should never lose sight of the fact that farming is a $15billion industry in NZ, which is why RTF and the National Livestock Transport & Safety Group have not been shy in voicing our collective concern at the lack of support that livestock transporters have been getting when it comes to the responsible movement of stock. Despite negotiated agreements between councils and the various sectors – requiring each of them to take responsibility for their part of the farm-to-processor supply chain – the buck still tends to stop with the poor old transport operator.

The Mycoplasma bovis incursion has made the job of transporting stock even harder – and with ever more barriers being put up to further complicate things for the industry.

Mycoplasma bovis has also exposed the fact that the farming sector has failed to adhere to stock movement regulations under the National Animal Identification and Tracing (NAIT) scheme. This is extremely disappointing, as the NAIT regulations were put in place for a reason.

The problem is that only a small proportion of farmers ever took them seriously – as they’re now finding out, to their detriment. The same farmers who failed to use NAIT have been placing pressure on transporters to clean and sanitise their vehicles but refuse to pay for the additional costs of that or provide the appropriate cleaning facilities. Once again there is an obvious inequity of responsibility with this situation.

The Ministry for Primary Industries, possibly because it sees its regulatory responsibilities as secondary to its primary sector advocacy role, is reluctant to step in and sort it all out. Effluent is being treated as an outof-sight, out-of-mind issue – and that leaves transporters having to deal

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A fridge magnet produced by RTF, Federated Farmers, Meat & Wool NZ and Fonterra reminds farmers to stand stock prior to transport

with what is fundamentally not their problem.

Transport operators experiencing issues with effluent disposal and vehicle washing should seek the help of their local association representative. RTF will also continue to lobby both local and central government on this problem, because fundamentally it is not fair that livestock transporters are left carrying the can because others don’t want to deal with it. T&D

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ROAD TRANSPORT FORUM CONFERENCE 2018 ROAD TRANSPORT FORUM CONFERENCE 2018

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Road RoadTransport TransportForum ForumConference Conference 2018 2018 Forsyth ForsythBarr BarrStadium Stadium || Dunedin Dunedin 26-27 26-27September September

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Massive week for industry in the South T

RUCKING IS REALLY THE ONLY GAME IN town in the South in the last week of September, according to Road Transport Forum chief executive Ken Shirley.

The week starts with the final of the New Zealand Truck Driving Championship – sponsored by TR Group – held on the Tuesday (September 25).

Then comes the 2018 RTF Conference on the Wednesday and Thursday (26th and 27th) and the NZ Road Transport Industry Awards (on the Wednesday night).

And, finally, there’s the NZ Road Transport Hall of Fame Annual Awards and dinner in Invercargill on the Friday night.

Shirley says that the RTF “has tried hard this year to come up with a conference programme that incorporates some heavy-hitting speakers and addresses important industry issues – while also making sure delegates are entertained and have fun. “ We understand that most delegates will have to travel at considerable expense to themselves or their companies, so we endeavour to make sure we get the balance right – that they pick up some interesting information from the Conference sessions while also having the opportunity to network, socialise and catch up with their industry colleagues.”

The highlight of the Dunedin leg of the week is, without a doubt, the NZ Road Transport Industry Awards gala dinner, which this year is on the first night of the Conference. It incorporates both the NZ Truck Driving Championship prizegiving and the NZ Road Transport Industry Awards.

While providing an important opportunity to appreciate the skill of some of our best truck drivers and to honour key contributors to the industry, the awards include priceless surprise moments as none of the award winners know of their success beforehand.

Says Shirley: “Last year, seeing the impromptu reaction of the EROAD Young Driver of the Year winner David Rogers to winning the award – and not knowing his parents would be there – was a really special moment and a highlight of the night.”

“For those with particularly good stamina, after the Conference is finished in Dunedin, they can make their way down to Invercargill for the Hall of Fame dinner on the Friday night as well.

David Rogers’ reaction to winning the EROAD Young Driver of the Year was a highlight of the 2017 NZ Road Transport Industry Awards Dinner

“Early on in the planning of the Conference we made the decision to help delegates attend the Hall of Fame by providing a bus from Dunedin to Invercargill. It’s important that both events are a success because they’re critical to helping reinforce the comradeship that exists across the industry,” says Shirley.

“There are very few opportunities that our industry has of coming together on a national level and celebrating ourselves, hence the reason that the Forum felt it was so important that, in visiting the South, we were able to work in with the Hall of Fame.

“We really wanted to make sure that people had the option of attending and supporting both events,” says Shirley.

The Conference website – where everything, from registration to accommodation bookings, tickets to the NZ Road Transport Industry Awards Dinner and bus transport to and from Invercargill, can be arranged – is www.rtfconference.co.nz. Tickets for the NZ Road Transport Hall of Fame Dinner can be bought at http://www. roadtransporthalloffame.co.nz T&D

36 | Truck & Driver

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

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The United States’ highway network is peppered with truck stops for long-haul drivers Photo: “Truck stop near Sheboygan, WI” by Richard Hurd, licensed under CC BY 2.0

Inadequate rest areas a hurdle to women drivers

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VERY YEAR HEAVY TRUCK OPERATORS contribute over $1.5billion to the National Land Transport Fund through road user charges…

Which is why our industry’s voice needs to be heard when it comes to policy and infrastructure that directly affects truck operators, says Road Transport Form chief executive Ken Shirley.

“Traditionally, truck driving has been extremely male dominated, but notwithstanding the cultural benefits that greater diversity brings to our industry, it really doesn’t make much sense – from a workforce point of view – to shut ourselves off from 50% of the potential workforce.”

Through the work of organisations such as the Women in Road Transport network (WiRT) here in New Zealand, Women in Trucking Association in the US or the Pilbara Heavy Haulage Girls in Western Australia, the profile of truck driving as a meaningful and rewarding career for women has been lifted in recent times, says Shirley.

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And he adds: “It is crucial that as an industry we take advantage of this momentum and do all we can to support those women who take the plunge and have a go at making it in road transport.

“However, there are some things that are really holding us back – and one of those is undoubtedly the provision of suitable rest areas and roadside services.”

WiRT chairwoman Meryn Morrison explains that she hears about this a lot from her members and it is a big impediment to women staying in the industry: “As long as I’ve been involved in the road transport industry, one of the biggest complaints I hear from WiRT members is the lack of adequate roadside facilities while they’re out on the road.

“It is just not acceptable that truck drivers who are doing long hours are unable to access clean and tidy facilities to take a bathroom break and freshen up.”

It’s not only women who feel facilities are substandard, says Morrison: Truck & Driver | 39

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Most Kiwi rest areas are not designed for heavy vehicles Photo: “New Zealand: Rest Stop” by Eli Duke, licensed under CC BY 2.0

“Many of the existing rest areas are designed for light vehicles and therefore do not have adequate parking for trucks – and are just not safe for large vehicles to pull over or pull into, especially when there’s a queue of traffic behind.

“Many of them don’t have a toilet, or if they do it’s often in a pretty sorry state and not somewhere you exactly wish to go and do your business.

“Even just a bit of infrastructure improvement through the provision of pull-over lanes and a couple of modern him-and-her portaloos would make a big difference on some routes,” says Morrison.

“It’s not perfect and in an ideal world it would be good to have permanent facilities, but at least it would be something.”

Even in the United Kingdom, where there are motorway service centres offering everything from conveniences to fast-food restaurants, a 2016 Parliamentary inquiry into the driver shortage found that the lack of clean and tidy services was contributing to the reason why UK trucking companies were having a tough time recruiting women drivers.

Says Morrison: “Women drivers in NZ aren’t asking for restaurants and picture theatres.

“But ultimately, we would like to see rest areas large enough to safely pull over and that include access to clean and tidy facilities to take a bathroom break and freshen up.

“Quite frankly it is a safety issue as well. Better facilities would encourage drivers to take that five-minute break, stretch the legs, get some fresh air – activities that all help combat fatigue and help staying alert at the wheel.”

40 | Truck & Driver

Morrison also sees value in providing truck drivers with better up-todate information on where heavy vehicles can pull over and access a rest area. This is especially important for drivers who have to take an unfamiliar alternative route due to road closures or bad weather.

Last year the NZ Road Transport Agency and the Road Transport Association developed the TruckR app, which was designed to help truck drivers travelling on the alternate Picton to Christchurch route access various services.

The app highlights stopping areas suitable for heavy vehicles, passing lanes, trailer swap areas, one-lane bridges and areas with limited cellphone coverage. Importantly, it includes information on the location of fuel stops, food outlets and public toilets.

Morrison argues that it would be useful if that app could be extended to at least cover the entire state highway network, if not the entire country.

“For the significant investment our industry makes to the roading infrastructure of this country it’s not too much to ask that the Government and NZTA consider making the state highway network a more femalefriendly place of work,” she says.

Shirley says that the issue “is certainly something that the Forum would like to take up with Associate Minister of Transport and Minister for Women Julie Anne Genter.”

She is “passionate about the advancement of women in male-dominated professions and she is also responsible for road safety – so surely she can be convinced that the provision of more truck-friendly rest areas is a winwin scenario.” T&D

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Heavy vehicle drivers will be advised when a CVSC is open by a variable message sign that says “Commercial Vehicle Safety Centre open.

Identified heavy vehicles must pull in.”

WEIGH-IN-MOTION TECHNOLOGY

COMING SOON T

HE NEW ZEALAND TRANSPORT AGENCY SAYS it’s gearing up to “go-live” with the first three sites equipped with heavy vehicle weigh-in-motion screening technology, as part of its Weigh Right Programme.

The Programme aims to have 12 such sites in operation around the country by the end of 2020.

The sites will use technology that screens the weight of heavy vehicles as they travel over electronic scales in the road and also employs automatic 42 | Truck & Driver

number plate recognition (ANPR) cameras.

The vehicle screening system receives the weight and axle measurements and identification of a vehicle – then evaluates these against the VDAM Rule and heavy vehicle permit information to see if the vehicle is potentially overweight….or not.

Heavy vehicles that are not flagged as potentially overloaded can continue their journey – while those screened as potentially overloaded will be directed into the associated weigh stations…now being renamed

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

The NZTA is gearing-up now to launch its first three weigh-in-motion vehicle screening systems – at weigh stations (which are now being renamed Commercial Vehicle Safety Centres) – in Auckland, the Bay of Plenty and North Canterbury.

By the end of 2020 the Agency plans to have 12 sites – shown on the map – operating in its Weigh Right Programme

Commercial Vehicle Safety Centres (CVSCs).

The registration number of the potentially overloaded vehicle will be displayed on a variable message sign, followed by the instruction: “Must pull in.” Thus drivers need to be aware of the registration number of the truck they’re driving.

At the CVSCs, the vehicle’s weight will be checked by the Commercial Vehicle Safety Team (CVST).

The NZTA says that drivers “can expect to see signage changes and references to Commercial Vehicle Safety Centres in the coming months,” as the first three CVSCs – at Glasnevin, North Canterbury, Stanley Street in Auckland city and Paengaroa in the Bay of Plenty – have the new weight screening and brake testing technology introduced.

The Agency says that renaming weigh stations reflects the commitment of the NZTA and NZ Police’s Commercial Vehicle Safety Team to commercial vehicle safety.

The Weigh Right Programme will, it says, “support a level playing field for commercial heavy vehicle operators, help to improve business’ productivity and make our roads safer.”

The Glasnevin site will be the first to go into operation with the weight screening technology. The same site was used for the Agency’s Weigh Right trial in 2016/2017.

That CVSC site and the next two scheduled to adopt the Weight Right Programme – at Stanley St and Paengaroa – are being upgraded “so that moving through these is a better experience for drivers.”

Heavy vehicle drivers will be advised when a CVSC is open by a variable message sign that says “Commercial Vehicle Safety Centre open. Identified heavy vehicles must pull in.”

The Agency points out that CVSCs “remain a place for all heavy vehicle safety checks and the ‘All Trucks Stop’ message will be used at other times.”

Other CVSCs to have weight screening technology introduced under the Weight Right Programme before December 2020 will be located at Marsden Point in the upper North Island; on the North Shore and at Bombay, in Auckland; at Sulphur Point in Tauranga; in Taupo, Napier, Ohakea in the Manawatu and at MacKay’s Crossing in Wellington. A second South Island CVSC will be located at Rakaia.

The NZTA says it will continue to provide updates to the industry on the Weigh Right Programme – at next month’s Road Transport Forum Conference, for instance, and at regional freight forums.

The latest information is also available on the NZTA website at https://www.nzta.govt.nz/commercial-driving/ trucks-and-tow-trucks/weigh-right-programme/ T&D

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 Ken Shirley, Chief Executive 04 472 3877 021 570 877 ken@rtf.nz National Road Carriers (NRC) PO Box 12-100, Penrose, Auckland 0800 686 777 09 622 2529 (Fax) enquiries@natroad.co.nz www.natroad.co.nz David Aitken, Chief Executive 09 636 2951 021 771 911 david.aitken@natroad.co.nz Paula Rogers, Executive Officer 09 636 2957 021 771 951 paula.rogers@natroad.co.nz Grant Turner, Executive Officer 09 636 2953 021 771 956 grant.turner@natroad.co.nz Jason Heather, Executive Officer 09 636 2950 021 771 946 Jason.heather@natroad.co.nz Tom Cloke, Executive Officer 0800 686 777 021 193 3555 tom.cloke@natroad.co.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 Dennis Robertson, Chief Executive 03 366 9854 021 221 3955 drobertson@rtanz.co.nz

Hawke’s Bay/Wairarapa/Otaki to Wellington Sandy Walker 0800 367 782 (Option 5) 027 485 6038 swalker@rtanz.co.nz Northern West Coast/Nelson/ Marlborough/North Canterbury John Bond 0800 367 782 (Option 6) 027 444 8136 jbond@rtanz.co.nz Southern West Coast/Christchurch/MidCanterbury/South Canterbury Simon Carson 0800 367 782 (Option 7) 027 556 6099 scarson@rtanz.co.nz Otago/Southland Alan Cooper 0800 367 782 (Option 8) 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

Area Executives Auckland/North Waikato/Thames Valley Keith McGuire 0800 367 782 (Option 2) 027 445 5785 kmcguire@rtanz.co.nz Southern Waikato/Bay of Plenty/Taupo/ Poverty Bay Dave Cox 0800 367 782 (Option 2) 027 443 6022 dcox@rtanz.co.nz

Truck & Driver | 43

t i n u t r o p op A typically early-morning job in the Christchurch CBD sees a fleet of 20 Christchurch Ready Mix Concrete trucks each delivering two or three loads for the floor of a new commercial building

44 | Truck & Driver

nity

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Story Wayne Munro klock Photos Gerald Shac

Truck & Driver | 45

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Hino is one of the company’s favoured makes – in its tipper fleet as well as the readymix trucks

C

HRISTCHURCH’S BIG ONE – THE CATASTROPHIC earthquake of February 2011, dealt Christchurch Ready Mix Concrete a severe blow….

But it also delivered it a golden opportunity: The chance to grow beyond the wildest dreams its owners may have held over almost 50 years of operation.

The serious setback came in the form of potentially crippling damage to its Belfast HQ, beside the Waimakariri River – on the northern edge of the city: Its admin building was so badly damaged structurally it was a writeoff.

And the dreaded liquefaction – a state somewhere between solid earth and watery mud (a thing that hadn’t been part of the Kiwi consciousness until the aftermath to those tragic, sad days) – had struck as well.

The company’s main concrete plant was left like it was standing on stilts in a sea of mud. The weighbridge was left around 300 millimetres higher than the muddy ground around it.

On the other hand, if the company had the ability to quickly overcome these immediate challenges – AND to swallow hard and make some ballsy investments in new trucks, people and plant – the quake cleanup and eventual rebuild was clearly going to offer some enormous expansion opportunities.

The thing is, that definitely hadn’t been in the company’s DNA up to that point in its history: Back in 1962, when CRMC was founded – as a division of Transport North Canterbury (TNC) – it was the kind of operation that simply got by.

That, in fact, was its heritage: TNC had its beginnings in 1927, when Robert Grant Senior (Bob) started business as a carrier in Rangiora…with a 1927 Chevrolet car, converted into a two-ton truck.

His carrying business soon expanded, with the addition of a second Chev, then a proper truck – the first of probably several hundred Bedfords that TNC would buy in the next three decades.

Bob Grant bought out a couple of other local carriers and had nine trucks by the late 1930s…when he joined forces with three other companies from nearby towns to form TNC.

To pool their rationed fuel and tyres during World War 2, a number of owner/drivers also joined TNC – the operation growing to 28 trucks, working out of five depots.

After the war Bob, assisted by sons Roy, Roland (Roly) and Bob, continued the expansion – setting up a shingle plant on the Ashley River, buying companies in Waikari and Cheviot….

And, in 1962, establishing Christchurch Ready Mix Concrete on the leased public land that it’s still headquartered on.

TNC was very much in expansion mode throughout the ‘60s and ‘70s – extending its operation as far afield as Blenheim, Reefton and Murchison as well as throughout North Canterbury. The company was listed on the stock exchange in ’73 and at its peak, in the Seventies, it was running 180 trucks and over 200 trailers, covering a wide variety of transport work.

The CRMC business, run by the late Roly Grant, grew too – but modestly, not spectacularly, as current co-director Neil Grant recalls.

He and older brother Brian are both directors of the business that their grandfather Bob started – and Neil has worked in the business since 1985.

At that point, Brian had already – at the insistence of his Dad (Bob) and Mum (Daphne) gone to work outside the company as a motor mechanic. They were, he recalls, “quite clear from the outset that their six children weren’t going to be involved in Transport North Canterbury.”

Somehow Neil, the youngest of them, escaped this rule – although the intention was, when he left school, that he became a builder: “I just got a nice easy job (with CRMC) as a bin boy for a bit.

But the money was a lot better than a builder’s apprenticeship….so I never left!”

The 16-year-old’s initial job, at CRMC’s North End Quarry in Woodend, was pretty straightforward – “just keep the bins full.” The gear was equally simple: “The truck that I drove had no door, no window. If the clips ever opened at the back, the front wheels would have come off the ground. Health and safety wasn’t around back then.”

Truck & Driver | 47

The very start of the Grant family’s involvement in Canterbury trucking, in 1927, sees three of Robert Grant Senior’s children – (from left) Bob, Norma and Roy – on his first truck

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Brian (left) and Neil Grant are directors of the family business

Because he never drove outside the quarry, “you didn’t need a licence…. You’d load and fill the bins yourself. It was a fairly boring job” – but okay for a kid just out of school.

He learnt first-hand about the fleet replacement policy: “I know when a new truck turned up it was exciting…. Who was going to get it!”

Neil’s start in the business happened to coincide with key moments in the history of the TNC parent company – the beginning of the end, as it turned out.

Brian explains that there had been some differences of opinion between brothers Roly, Bob and Roy over TNC’s operational structure: “What happened financially in those days is it was sort of all bundled into one profit and loss report. Uncle Roly was running concrete and my Dad was running the aggregate divisions, in both Woodend and Rangiora…. and they felt that they were subsidising other parts of the company.

“The general freight side was probably running at a loss – but it was all hidden in the numbers,” he laughs. “So that caused a bit of disharmony amongst the board.

“It went through a phase where, in hindsight, the family had a view that making it a public company had been an absolute mistake – because what that meant was that more people joined the board and they (the family) lost a bit of power and influence.

“And they ended up running a company that they were very unhappy in.”

It all came to a head in the mid-1980s, when the Australian-owned Transpac began buying-up TNC shares. Initially, the Grants held the balance of power – given the family’s combined 51% shareholding.

That changed when Roy Grant sold his shares, to get involved in Ellesmere Transport. The remaining Grants – Bob and Roly – no longer held a majority…and the Aussies on the TNC board were hellbent on much more expansion and acquisition…which the brothers didn’t think was wise.

They decided that their best option was to extricate themselves from the company their Dad had started 58 years earlier –

successfully negotiating the buyout of CRMC, including TNC’s aggregates division.

Bob Grant came out of semi-retirement to help run the aggregates side of CRMC, while brother Roly ran the overall business.

The wisdom of the move soon became apparent – as TNC became part of Transpac’s ill-fated bid for national transport dominance, which saw spectacular expansion….soon followed by a spectacular bust.

Brian reckons that the Transpac bosses seemingly “didn’t understand what had been developed over the years, from a family business perspective – with family values.”

For Neil Grant, the buyout of CRMC by his Dad and Uncle Roly happily ended the edict that he’d become an apprentice builder: “Once the family got involved more in this readymix company Dad was quite happy to have someone else in the business.”

Neil’s next job after his spell as a quarry bin-boy was driving a mini mixer – “a wee small thing that had an Isuzu motor…but I don’t think the truck was Isuzu: Things were kept going,” he explains.

“I just worked through the ranks – drove truck and trailers, mixers and pumps…and batched concrete.

One thing that didn’t change was the tight control on the pursestrings. Says Neil: “Oh, it was just amazing to see a new truck – especially in those early years.

“They ran a fairly lean ship, so there wasn’t a lot of new stuff floating around. There wasn’t huge growth.”

His start in the admin side came when he was given the task of helping to build the company’s new readymix concrete plant in Hornby in 1997 – and then ran the place, under the overall concrete manager: “Back then we were smallish – we only had about four or five trucks operating out of there.”

In 1998, Bob died and Brian, then 41, first got involved in the company – taking his Dad’s place on the board….although still not working fulltime in the business.

By then he had behind him a decade working as a motor mechanic – and longer than that working for Carter Holt Harvey, Truck & Driver | 49

Above & lower right: The February 2011 earthquake hit CRMC’s Belfast HQ with serious structural damage to its offices and with liquefaction....resulting in a spectacular new admin building, opened in 2013 Top right: Bedfords were favoured by Transport North Canterbury – and by the early CRMC operation. This is at the Belfast site in 1963

initially doing shift work in its Rangiora MDF plant…eventually working his way up to the production manager’s role.

He had a CHH way of looking at the business: “Working in a 24hour, seven-day environment where every second counts makes you think differently about things. You know, a second lost is a second lost forever….”

CHH is also, as he adds, “a corporate – and what they do well is they train the shit out of you….whether you want it or not!”

Brian could see ways that some of the corporate culture could be good for CRMC, but for five years “I was on the board, but I didn’t rock the boat too much – I just let things tick over.”

Then, in 2003, Roly died – and Brian “could see there was going to be an opportunity to take the business forward from where it was….

“Because – no disrespect to Bob and Roly – it was still stuck a wee bit back in the ‘60s from a systems and processes point of view. It was a generational thing: They were old-school.

“So, obviously, I brought some of my Carter Holt Harvey management experience, I hope, to the business and said ‘well, we need to change a few things here.’”

Maybe unsurprisingly – given that the third generation of the Grant family involved in ownership of CRMC ran to five people (brothers, sisters and cousins) – there was “a difference of opinion” between Bob’s family and Roly’s family “on a structure going forward.”

Current GM Hayden Leach puts it very diplomatically: “The views didn’t align and there was a need to settle the transaction and move in different directions.”

Brian came up with a solution – aided by corporate adviser Alistair Ward (the ex-GM of Golden Bay Cement…who’s since become a CRMC director): That Bob’s family estate buy out the half-share held

by Roly’s family.

50 | Truck & Driver

Neil admits: “I remember when Brian mentioned it to me I did gulp – ‘whooh! Are you sure!’ ” But, as Brian adds: “We obviously had a family meeting, amongst all my siblings, and we agreed to go for it.

“So yeah, it was a big step. I can always remember inviting the manager of the BNZ in…because I had to borrow a hell of a lot of money! I provided him with a lot of background information and he said ‘yes’ – and we got on with it.”

As part of the deal, Roly’s son Richard – who had been working in a management role in the business – took over the ownership and operation of what had been CRMC’s concrete pumping division, along with its work and some land to operate from…under the name Grant Brothers Ltd. The agreement was for Grant Brothers to get all of CRMC’s pumping work – and it’s an arrangement that continues still.

So what were some of Brian’s priorities in updating the company’s processes and structure? “We got rid of carbon paper!” he reckons, laughing.

Essentially, the family also appointed a professional (external) director, a new GM and an accountant.

The “fundamental thing” was getting “the business set up financially, getting all our systems in place.”

Automating the concrete batching and dispatch was “a gamebreaker,” Neil says with some feeling: “When I was dispatching over at Branston (Street – the Hornby concrete plant), I used to take the order on the phone, write it down once, then I’d have to write it on the batch sheet, then I’d have to batch manually because we weren’t computerised – so you had to measure everything out.

“Then you had to write that same order that you’d written on the batch sheet….onto the invoice. So you wrote it three times…..for one load!

“And then, all of a sudden, you had a computer screen where you

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One of the company’s CBD-friendly mini-mixer trucks delivers a load to an inner-city landscaping work site could see the orders ahead of you. If they were busy over here you could actually pre-empt where the next truck was going. Oh, it was just unreal.”

Brian chips in to detail the changes in financial reporting: Pre2005 all that was reported monthly was revenue – with threemonthly P&L reports supplied four times a year….but each delivered three months later. So the year was half gone before you’d know what you were doing!”

One thing that didn’t alter with the change of ownership was that “new” trucks were usually actually secondhand. Just as it had been 20 years earlier, when Neil started work at CRMC, it was still “about making do – and it was a real special occasion when a new truck came on board,” says Brian.

“The family had taken on a lot of debt and we were keen to reduce that exposure, so we’d typically buy some secondhand stuff.”

Then came the 2011 earthquake – and its urgent need to spend millions to gear-up for the inevitable boom in the demand for concrete and aggregates that was coming…fast.

Brian agrees that “the earthquake drove one hell of a lot of change for us – because in 2005 the market was just coming out of a price war, where there wasn’t much money to spend, you know.”

Whereas: “Post-earthquake I can remember writing a capex (capital expenditure) for two-point-something million, to buy 10 trucks – new mixers – with another 10 to follow. Because we knew what was coming. We knew we had to invest. The banks knew what was coming as well and supported us.

“We had to do it, otherwise we’d be left behind. So that just drove one hell of a lot of investment – and not just in concrete. You think ‘oh ….this thing is just huge.

“We had no choice…..” The risk of not gearing-up dramatically was that “it might potentially allow someone else to come to town.”

Maybe the biggest challenge, he reckons, was dealing with all

of the immediate work and the planning for what was to come…. while CRMC’s own HQ was quake-ravaged: “The market was just completely going to go mad, we needed to gear up….but our site had been completely demolished in the earthquake. So we had to rebuild as well….at the same time.”

Although the old admin building was “wrecked….unrepairable,” they continued to work out of it until it had to be demolished to make way for an impressive new two-storey head office, which was finished in 2013. Three or four Portacoms provided stopgap office accommodation.

But then there was also the liquefaction that struck the Belfast site, with its critically-important pair of concrete plants, seven-bay workshop and large sand and aggregate stockpiles.

As Neil says: The site was once swampland… “and it came to the surface.”

Says Brian: “There was millions of dollars of damage done to the infrastructure here. The concrete plant was fine – it was just left sort of hanging on some stilts (piles)…because all the ground around it had sunk.”

There’s a hint of pride in the fact they stayed in business throughout: “No stoppages.”

The lift in work began soon after the quake – supplying an operation set up under the EQC, specifically to do repair work on the first residential properties assessed for damage.

“New foundations, cracked driveways – that was a big area for us very early on because people who had a new house, the foundations and the house might have been fine, but the driveway was cracked….”

“So, pre-earthquake we were sitting at about 85 (staff), our heads were above water and we were making some money – but not a lot to make serious investment.”

At the peak so far in the city’s rebuild, the staff numbers Truck & Driver | 53

Top left: Bedfords gave way to Internationals in the 1970s – this ‘77 ACCO just one of many

Top right: A 1985 Isuzu EXZ. Isuzu and Hino have been CRMC favourites over the years since Above: Back in the 1950s, the TNC fleet was all Ford and Bedford

ballooned to around 195. Lately that’s eased back to 173.

Trucks-wise, there was a nine or 10-month lag between the quake and the arrival of the first of the new gear. Says Brian: “Nobody had 20 trucks sitting on the shelf. We had to plan – let’s do 10 now… And then say we need to do another five – and so on and so on.”

The level of investment was huge for a family business its size: In terms of trucks alone, in a two-year span CRMC “put on close to 18 trucks – brand-new mixers. And you don’t get a lot of change out of $230,000 each.”

Thus the readymix fleet, numbering 25 before the quake, grew to 45. As Brian explains, because the company also had to think ahead to the eventual, inevitable downturn after the peak of the rebuild, “we’ve always tried to keep the older ones running as well…extend the life of the trucks as long as we can….

“Because we know that when the slide comes right down, we can flick off the aged ones. The book value will be very low.”

Neil interjects: “When we sell a truck it generally goes to the wreckers.”

Brian says that the mixer fleet, with its 45-truck peak, was about right – even if they wouldn’t have all been working every day. It was a good balance between peak rebuild demand and eventual downturn.

54 | Truck & Driver

While the investment went into the mixers, “we made-do with our aggregate trucks. You know, the odd new one went on.”

Thus the number of tippers in the CRMC fleet rose more modestly to its current 38 – with a renewal programme kicking-in over the last three or four years, with about a dozen new units bought, including DAFs, Freightliners, Cats and Hinos.

A trend towards the aggregate trucks needing to travel further these days to get sand and gravel has influenced the renewal effort: In the old days, CRMC’s gravel supply was mostly from the Waimakariri River – right beside its HQ. Now, says Hayden, “from time to time we get a few truckloads of gravel from here…but the majority comes from 25ks upstream.”

The amount of gravel that can be quarried from the river – from what, to a layman at least, looks like an endless supply that’s naturally deposited along the riverbed by the forces of nature – is strictly controlled these days.

The riverbed levels are monitored by Environment Canterbury, which has also set a minimum. Currently, explains Hayden, “the extraction rate from the river is more than what’s coming down the river – so (as the level reaches its designated minimum) the supply is getting chased further and further upstream.”

Thus, Brian adds: “Within a few years there will be very little

gravel taken from the Waimakariri…..unless we want to go way out past Oxford (45kms from Belfast) to get some. But it just becomes financially uneconomic to recover that material.

“If they only said ‘you can drop it another 50 mill,’ well we’d probably keep Canterbury going for another 20 years.”

The effective end to river quarrying has raised another environmental issue, he points out: “Councils….have allowed more rural areas to become semi-residential…. And nobody wants a quarry on their backyard.”

Happily for CRMC, it has recently secured a new resource consent for a land quarry that will keep it supplied with aggregates for about 30 years – but it is about 25kms inland from the Belfast concrete plants.

It has two more readymix plants – strategically located at Hornby, on the western edge of the city, and at Rolleston, 26kms southwest of the CBD. The latter is a new multi-million-dollar facility, built at the Izone industrial park.

Similarly, in addition to the new quarry site up the Waimak River, CRMC has four sand and/or aggregate quarries dotted around midCanterbury – as far north as Amberley Beach and Leithfield (about 40kms from the Christchurch CBD) and at Woodend, 25k out of town (also north).

The need to transition some of the CRMC tipper fleet to trucks that run further, with a higher payload, has seen the introduction of the new DAFs, for instance, which run on HPMV permits at up to 57.8 tonnes all-up – giving them a 37.8t payload.

The fleet’s trucks have a mix of manual (Roadranger) and automated manual transmissions. The latter, says Neil Grant, “just make it so much easier for drivers doing kerbing and driveways – going forward just that little bit – compared to what we used

to have….with a big, heavy clutch. Your leg would go to sleep sometimes just trying to edge forwards.

“And then on hills…some of the sites around the Port Hills are just terrible. We had a job the other day where we specified that the mini-mixers had to be automatic otherwise it’d be a burnt-out clutch.

Well, if an inexperienced driver stops and gets it slightly wrong, then the clutch is gone.”

Of the last 18 to 20 vehicles added to the fleet, Brian reckons that “60-70% would be auto.” By preference, they would have all had AMTs, he says, but sometimes “we’d need something quickly and we’d just take what was available.”

For a similar reason the CRMC fleet – although over the years it has heavily favoured first Bedfords, then Internationals, then Isuzus and Hinos – has also had “virtually every make on the market,” Neil reckons – including Mack, UD/Nissan Diesel, Ford, Volvo….even one Daewoo.

He says that there are probably even “some old Internationals still lying around. One of those old ACCOs was my first truck (around 30 years ago)…and we still had that after the earthquake. It had been done up….several times!”

Making the purchase of “good-value secondhand units” viable is the fact that the company has long had its own highly-capable workshop operation, currently manned by 13 fulltime staff and charged with doing as much work inhouse as possible. The shop can also take the credit for the fact that the older trucks in the fleet haven’t had to be “moved out to pasture” sooner.

With the mixers, a low tare weight is also a priority – the trucks loading to 25.8t GVM all-up. Currently the readymix fleet comprises Isuzu and Hino, having been close to Isuzu-only a few years ago. Hinos were added to the mix when the EGR (exhaust gas

Longer carts to source metal have prompted the introduction of a couple of DAF CF85 truck and trailer HPMV units that run at up to 57.8 tonnes

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Top right: GM Hayden Leach

Top left: The company’s own workshop has a staff of 13 and carries out major repairs and engineering, including fitting mixer bowls – imported these days from India and Malaysia Bottom left: The TNC board in the around 1973. From left, at the back, are: Les Hide, Roy Grant, Roly Grant, Robert Grant and Harry Scrimgeour.

Seated, from left, are: Jed Morris, Robert Grant Snr and Alan Frazer Bottom right: Casey Nicholson is one of two fourth-generation family members now working for CRMC

recirculation) emissions systems in the Isuzus proved problematic for the concrete work. So then CRMC began buying trucks with SCR (selective catalytic reduction) emissions control systems.

The mixer trucks are bought as 6x4s and converted to 8x4s by Wilkinson Transport Engineers in Cambridge, because during the buyup phase the 8x4s available were too heavy – their engines bigger than needed for mixers and heavier chassis.

Settling on the right truck for the longer-distance aggregate carting has also been problematic – the company first trying secondhand Mack and Freightliner trucks, before buying three brand-new Columbias and an Argosy.

Says Brian wryly of the Freightliners: “They certainly don’t like shingle roads….” So the Cat followed, then the DAFs: “For an aggregate truck we still haven’t really settled on any one make.”

EROAD’s electronic fleet management hardware and software is run across the CRMC fleet, Hayden Leach seeing it providing “a great opportunity for improving driver performance and providing real-time feedback, which is critically important….with real positive benefits including fuel burn and efficiency and tyre wear.”

58 | Truck & Driver

These operating costs have become increasingly important as the peak of the rebuild work passes, and as CRMC’s truck and trailer units have to travel further for their aggregate. So yes, says Leach, it is looking closely at fuel economy – although optimising payloads “is probably key.”

While concrete is the biggest earner for the company – unsurprisingly, since it’s a high-value ingredient compared to metal and sand – Brian says that there have been times in the last 18 months “where there have been some big arterial projects going on out there, that the aggregates (business) has got very close to concrete’s numbers percentage-wise.”

There has been, for instance, Hayden details, the likes of supplying aggregate for “the rolling out of broadband fibre with Broadspectrum. So, low-strength fill – but tens of thousands of cubic metres (of aggregate) in that one project, over a couple of years.

Brian mentions another: “Last year we got involved with the northern arterial motorway and supplied a lot of bulk fill to that development. There are times when there are up to eight aggregate trucks working on that project and that is one of the growth areas.”

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Top left: Sometimes even the readymix trucks are required to deliver in extreme environments. This is the Wilberforce River, at Lake Coleridge

Top right: For many years, the Waimakariri River has been a key source of aggregate....but now land quarrying has taken over. This was in the late 1980s Lower left: A 1982 International at work in the heart of the city in the Eighties

Lower right: Nissan Diesels have also sometimes appeared in CRMC colours – like this 1980 CK20 Another key customer is civil construction company Naylor Love – its projects involving CRMC in the likes of “massive” concrete pours for The Warehouse’s distribution centre at Rolleston – the South Island’s biggest single-level building.

Currently the Christchurch Southern Motorway is also providing a lot of work – and the company’s quake rebuild involvement has even extended to sending readymix trucks, drivers and raw materials to the Kaikoura rebuild.

Even the everyday jobs seem impressive to outsiders. Typical is an early-morning job in the Christchurch CBD the day that NZ Truck & Driver visits CRMC – with readymix trucks supplying concrete for a 1000-cubic-metre floor in a new commercial building.

The early hour, Hayden explains, is all about “getting in and out before the CBD traffic commences….and it gives plenty of time for the concrete placers to work it throughout the day.”

Twenty twin-steer mixer trucks, each carrying six cubic metres of concrete per load, are each doing two or three loads. They manage a round trip in less than an hour, thanks to light traffic and the speedy onsite turnaround, as Neil explains: “You back right onto the pump and the pumps these days can blow out a load in under five minutes – and there’s no washing down. You put your hatch on and get back.”

Brian says that the quake rebuild is now in a second phase, where “the residential work has dropped back to pre-earthquake level.

There appears to be an abundance of housing stock in Canterbury.”

And Hayden adds: “So, we’ve come off the earthquake rebuild highs – the need to construct houses urgently for people to live in and repairing driveways…

“So it’s really a transition period, where we still have got quite a bit of commercial work….but some of the flagship projects are still to occur. So they will create some surges in demand…if you’re lucky enough to win the project.

“But the underlying demand is transitioning on its way down to being more stable – whether that’s a year, two years, three years out…none of us really know.

“But we are working through that transition phase and trying to realign the business with that.” While also bearing in mind, he adds, that the projections are that Christchurch’s demand for concrete will, by the end of 2020, be 10% or 15% greater than pre-earthquake levels.

Exactly what that increase will be “will ultimately depend on how many people move in here and how big the city gets – and the reinvestment in the centre.”

The Grants “like to keep things very close to our chest on performance, market share, profitability,” says Brian.

Hayden Leach does say that the top-three concrete suppliers in Christchurch “are all very close” – Allied/Ashbys, Fletchers/Firth and CRMC: “We’re probably second or third.”

He’s been with the company since 2014 – first as aggregates manager and, since late last year, as the GM. He came to the business with a background in civil engineering, mining and manufacturing, having previously worked for Holcim Cement and Solid Energy.

While Neil has always worked fulltime in the business (he’s now sales manager as well as being a director), Brian has always worked outside CRMC….except for his role as a director for the past 20 years.

The brothers are joined on the board by Alistair Ward and muchexperienced accountant Ray Polson.

Brian Grant looks back on the last seven and a half years of riding the rebuild wave – never knowing for sure exactly how much work was involved – and says that while it was “unknown how big….I don’t think we lost any sleep. It was probably exciting, I suppose – that we’d got some real guaranteed work in front of us.

Truck & Driver | 61

Top left: Every two or three years a dump of snow adds to the Christchurch challenges. It doesn’t shut the plant down....but there’s not much demand for concrete then anyway Lower left: Isuzu involvement goes back almost 40 years. This is an ‘82 model SHZ

Right: A Hino pump truck at work in the ‘80s. CRMC’s concrete pumping division has been owned by Brian and Neil’s cousin, Richard Grant, since 2003 “And the fact is that the company was going to grow significantly in a very short period of time and hopefully the shareholders might reap some benefits from that…

“But we’ve always reinvested heavily back into plant and equipment. The shareholders’ returns over the period have been modest.

“And they’ve been very understanding too – they know that we have to spend money to make money. We’ve certainly spent a lot.”

Now, Hayden says, the company needs to “go back to the roots of the business – where we had people who could work across divisions….be able to do a bit of everything.”

He’s talking about the need for “the flexibility of the old days” – particularly as the business “shrinks back a little bit: Where someone like Neil might have driven a mixer in the morning and then, halfway through the day, gone off and batched load a load of concrete and then….driven an aggregate truck.”

The aim is to maintain the capability to have enough concrete trucks (and drivers) to do the sort of large one-off projects that are now coming up – with a “high demand on any given day” – without adding extra employees (who can’t be kept busy in offpeak times).

So, Hayden adds: “It’s about being able to pull from those other divisions to service them. And the other key thing is around becoming more efficient.”

It’s the kind of flexibility that will also allow the company to pursue new growth opportunities that present themselves.

Making it possible is the fact that the aggregates and contracting divisions can stockpile product “or get ahead on a project,” says Hayden – so they have some manpower that can be diverted to help meet a spike in work for the concrete division – to do a big 62 | Truck & Driver

concrete pour, for instance.

“Essentially we’ve started a bit of a programme of upskilling some of our aggregate drivers….to be able to go and drive a mixer in the morning is probably one of the key ones.”

He says too that the level of re-investment in CRMC has long been “very, very high” – aimed at “getting as many loads of aggregate and as many loads of concrete to a site as possible.

“There wasn’t as much investment in the static plant….it could keep up and could cope. Whereas now, investment is really heavily into that static plant.

“The shareholders as a collective group are very aligned to wanting to reinvest – to make this a family business for a very long period of time.”

There is now a fourth generation of the Grant family working in the business – both in the Belfast workshop. Paul Grant, Brian’s son, is an engineer, and Casey Nicholson, Brian and Neil’s nephew, is a diesel mechanic.

But, as Hayden points out, the company now has the potential to provide a key to many more fourth-generation family members – almost regardless of what kind of work they’re interested in.

“One of the great things about this business is that it’s such a size (and has such a diversity) that….whether they’re into the trades side, or those still at school come out with B Comms or engineering degrees or whatever, there are potentially jobs for them in the business – be it in civil contracting, HR, finance and accounting….

“It’s a full, large-scale business now that has tremendous opportunity for different family members to end up in it – in roles they might not have worked through.” T&D

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FEATURE

Who knew that driving an electric Canter would be fun!

Story & photos Wayne Munro

I

FUN

BLAME THE LIKES OF THE TOYOTA PRIUS: Environmentally friendly….but also a bit of a motoring misery. Boredom on wheels. Green….but grim. Ugly, utilitarian…unlovable.

Look, I know that there’s a Tesla Roadster that can sprint from standstill to the speed limit (on NZ highways) in less than two seconds!

But the Prius is what I’ve experienced in the way of green vehicles. And because of them I’ve harboured almost a hostility towards hybrids…an enmity for electric vehicles.

And now, sitting at the wheel of a FUSO eCanter light truck on a test track in Japan, I realise the error of my EV thinking.

It’s apparent from the moment I stand on the gas pedal (probably better referred to as the “juice” pedal in the case of this eCanter 1.0 model) – it really takes off surprisingly rapidly. It’s tempting to say like a sportscar, but that would be silly – an exaggeration.

But it sure as hell is sporty.

I’ve got my portable dictaphone in my shirt pocket, recording what I say as I drive. Here’s the first excited

candid comments: “Wow! Listen to the noise of it – it’s just a little hum…and that’s all! Oh that is incredible – the acceleration is amazing! Wow!” Sure, I’d imagine that you could have good clean (as in green) fun in Tesla’s Roadster or the even faster Rimac C2 esportscar (‘specially seeing as it has 1408kW of power!). But in a FUSO Canter tipper? With four tonnes of payload on the back?

It’s just so unexpected – that’s how come my WTF! reaction: I don’t stop smiling for 7.2 kilometres – that’s two laps of the high-speed oval test track at FUSO’s Kitsuregawa proving ground. Well, I am actually still smiling for a bit after that as well – from the memory of it.

The thought occurs that if you’re a transport operator running trucks in a metro area, and you’re short of drivers…..replace all your current city trucks with eCanters! Once word gets around how cool they are to drive, you’ll have plenty of people wanting to drive ‘em.

Sadly, for New Zealand, that’s not a solution that’s available just yet. Fuso NZ is hoping….and is trying to Truck & Driver | 65

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The two eCanters I get to drive at the Japanese test track are pleasure machines

convince FUSO head office to allow it to launch the eCanter onto the NZ market.

But full-scale production of this nifty etruck isn’t scheduled to begin till next year. It is already the world’s first series-produced all-electric light truck – but so far, at FUSO’s Portugal and Tokyo factories, that’s a small-scale production effort.

FUSO, which is Daimler Trucks’ etruck specialist (it even has its own E-FUSO brand now), meantime has a seemingly quite modest target of producing 500 eCanters and having them silently going about their work by late next year (within two years of production startup, that is).

So for now, the emphasis is on getting them out on the road in some of the world’s biggest cities – launching late last year, with eight in New York and 50 in Tokyo and other Japanese cities.

Since then, more have gone to work around Europe – in London, in Berlin (with 14 of ‘em), Amsterdam (12) and Lisbon (10). Auckland, Wellington and Christchurch are going to have to wait.

The attraction for big cities to welcome these eCanters is their quiet, zero emissions operation. Each and every electric FUSO saves an estimated 16 tonnes of harmful CO2 emissions a year, compared to a conventional diesel alternative.

Delivering the punch that goes with those green credentials – and puts the smile on my face (and, I have no doubt, on the faces of the drivers of all of the

90-odd eCanters now in work) is a permanent magnet electric motor – powered by six high-voltage lithium-ion batteries.

It produces 129 kilowatts/175 horsepower and 390 newton metres/287 lb ft of torque. To put that into perspective, the standard diesel-engined Canter on the NZ market currently has 110kW/147hp and 370Nm/272 lb ft.

So, 17% more power and 5% more torque than the diesel equivalent. And the nice thing is that it’s instantly and continuously available. Thanks to the single-gear transmission in the rear axle, there’s no pause in the acceleration.

It comes with the capability to run at up to 7.5 tonnes all-up, giving it a 4.5t payload. Today, for my test drive, the two eCanters – one with a factory tipper body, the other a hardsider box body – are each toting four tonnes. It just doesn’t feel like it.

I go for three drives in the etrucks. Seeing as they’re a delight to drive, it’d be silly not to. The track has sections along the main straight that have damaged and wavy surfaces – just to add to the testing that all FUSOs have to undergo.

Over those patches, and everywhere really, it feels like a car to drive – or, at worst, a sporty SUV. Once I get over the pure enjoyment of its smooth acceleration, I do start to drive it as if I own it – keeping an eye on the coloured bar graph that indicates how heavy you are on the power pedal. White means you’re Truck & Driver | 67

Above: The focus for the moment for FUSO is getting eCanters into the biggest cities around the world – Amsterdam, for instance Right: The electric FUSOs come from a long line of Canters, dating back 55 years

draining the batteries at a great rate (a full charge is good for 100kms – although FUSO reckons in certain applications it’ll run to 160k or more), blue is Eco mode – and green (the batteries do regenerate when you lift off to slow down) means you’re charging.

Even in the eco zone, it’s still nice to drive. And quiet. It’s raining heavily for most of my time behind the wheel, so the loudest noise inside the comfy cab comes from the windscreen wipers and the aircon system. Nice.

The truck is a comfy environment too, with good vision through a wide windscreen and past skinny A-pillars, positive but light steering and a good seat, with plenty of adjustment to suit different-sized drivers.

I’m far from the only person to think this eCanter is a treat: Even the boss of the Kitsuregawa facility, Hironobu Ando, reckons it’s something special. And he’s a man who has, I’m sure, driven plenty of trucks in his time, given that he’s Mitsubishi Fuso Truck & Bus Corporation’s head of testing and product engineering for Asia.

68 | Truck & Driver

It is, he says, “a very interesting product for me… I expected a big compromise – good for ecology but not a nice car for me to drive. But we have to make some sacrifice. That was my expectation.” Snap! Ando san and I, see – kindred spirits.

He continues: “But it is extremely nice to drive. This motor’s performance – its maximum torque is starting from zero and we don’t have any transmission so we have very smooth acceleration…

“There’s no fluctuation in torque – so it’s fun to drive. We didn’t write about the fun to drive in any of our eCanter information – but from my point of view, I really like to drive this eCanter. It’s not a compromise for the driver – so this is the future for us.

“Our challenge is the driving range – 100kms for one charge and it takes 30 minutes to charge to 80%. If we can solve this challenge then this vehicle is very nice to drive – much, much better than the conventional vehicle.”

Now it might seem that Daimler Trucks, through FUSO, has just suddenly sparked into life on the

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Above: The rain doesn’t dampen my spirits at Kitsuregawa – not while I’m at the wheel of the fun FUSO

Top left: E-FUSO last year unveiled this Vision One heavy duty electric truck.

It’s a concept – to be part of the make’s electrification path “in upcoming years”

electric truck front – prompted by Tesla’s Elon Musk leading a charge by upstart startups to beat the established superpowers of truckmaking to the electric revolution.

Not so: As eCanter project leader Pavan Vishwanath explains, FUSO – which sees electrification, autonomous operation and connectivity as the “megatrends that define the future of commercial vehicles” – had electric Canter prototypes running with limited customers in Portugal and Germany three years ago.

In 2016, Daimler Trucks went “public” with the project – unveiling an eCanter at the IAA truck show in Hanover.

So much has happened since – and necessarily so, since that show truck was purely a prototype....with an impractical range of just 30kms or so between charges.

There’s been a huge increase in the size of the battery package, the e-motor’s performance had to be upped, an aircon and heater added, the weight reduced and a single integrated power distribution unit developed.

The complications included somehow managing the balance between tare weight and the truck’s range…and predicting how quickly battery technology and charging infrastructure might develop. Spectacularly quickly, it turns out.

The battery is far and away the biggest problem in electrifying trucks, says Vishwanath – accounting for 45-50% of the cost of the current eCanter.

He adds: “In the past, everyone was saying ‘these electric vehicles are costly…they can never make it the same as diesel (a diesel equivalent)….they are two or three times more expensive.’ Or sometimes, like in 2011, they were FIVE times more expensive than diesel…

“Yes, in the past it was true. But now there is huge battery production capacity, especially in China.”

Several gigafactories, with a combined investment of $US50billion, are scheduled before 2025… And global 70 | Truck & Driver

lithium-ion battery production capacity will increase a staggering 521% between 2016 and 2020.

“So this means you have a huge supply. Of course, the demand is also increasing, hence the price of the batteries is falling.”

Currently, what it means, he reckons, is this: “Basically, what we’re saying is in three years, whatever you pay additional for eCanter, should pay back.”

That does depend, of course, on electricity and diesel prices in different markets: “For example, this technology benefits you very well in Scandinavian countries – there is a very low electricity charge, and the diesel is quite costly there. Whereas in Dubai, it’s vice versa: It will take more time to payback.”

However, he reckons – excitingly – the cost of an electric Canter is coming down…getting closer to the cost of a diesel-engined equivalent: “So we feel in 2020-plus we can come close to diesel.”

Even better: “So by 2025 we want to have an electric product that’s the same price as diesel!”

A big part of the optimism comes from a continuing fall in the price of batteries, in terms of kilowatt hours: Today it’s at 175 Euros per kWh, in 2011 it was somewhere around 300….and by 2021 it’s predicted to fall to 75 Euros per kWh. “The technology in the batteries is also improving: We can now pack a little bit less battery and get the same range.” That’s down to the energy density of batteries increasing. At the moment it is at 140 Watthours per kg and the projections are it will go up to 240 Watthours per kg by 2021.

Says Vishwanath: “So that means the batteries will become smaller, the vehicles will become lighter and you can achieve the same range that you have today.”

Although FUSO has launched its E-FUSO brand and says it will, over time, develop electric versions of the entire FUSO range, Vishwanath makes it clear that the emphasis is well and truly on light-duty trucks for now.

Medium-duty will follow…then heavy-duty, somewhere

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Bottom left: The eCanter’s batteries can be fully recharged in one hour

TD28023

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“So basically we feel that heavy duty is a challenge to bring to electrification....” off in the future.

“What Mr Musk (Elon, that is, the founder of Tesla) is doing, with all the heavy duties he wants to electrify, they don’t make sense so much. Light-duty trucks are at the borderline, where electrification makes sense.

“Why? Because we can use a lot of passenger car components (the current eCanter’s six batteries, for instance, are the same as those in electric cars).

“This makes our product cheap and financially viable. Whereas for heavy-duty you need to have your own powertrain, your own batteries and a lot of your own components – where the volume benefit doesn’t come.

“So basically we feel that heavy duty is a challenge to bring to electrification. We feel we’re on the right path with light duty.”

It’s also in tune with the currently available charging infrastructure, says Vishwanath: “Currently the charging guns’ maximum capacity is only 45kW or 50kW of power – but vehicles can go up to 150kW. So the vehicle is ready, the infrastructure is not.

“So we have been discussing with service providers all around the world, to see if we can increase charging power to 100kW, possibly using alternative power (eg solar).

“The current charging capability is okay for light-

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Above: Tilting the cab on an eCanter is, like driving it, a different experience. In league with FUSO’s launch of the etruck is a major service technician training exercise Top right: Germany also has eCanters in work now

Right: Then FUSO boss Marc Llistosella explains the process to Portuguese president Marcelo Rebelo de Sousa, at the start of series production of the eCanter at FUSO’s factory in Portugal

duty trucks – we can fully charge our truck in one hour.

But if you’re talking a heavy-duty truck with three or four times more batteries, we need more power. And now, with Tesla and others saying they are coming to the market with HD trucks, the infrastructure providers are also changing their programme – they now have a roadmap for coming up with 200kW-plus chargers in 2020.”

The batteries in the eCanter have a projected 10year lifetime – better than most people imagine, says Vishwanath: “On the life side, everyone thinks there is an issue – they think that the battery will go to four years, five years, which is normal for a phone. But we are assuring that this product is the same as diesel and will be having the same life – that is, 10 years, or 300,000kms.”

Even after 10 years, the batteries retain 80% of their capacity. While that may be impractical and uneconomic for continuing use in a truck, FUSO is investigating “what we can do with a second life for the batteries” – as in energy storage in homes or at power stations, for example.

Next year FUSO will launch its second generation eCanter 2.0. The current truck’s six batteries will be replaced by just one high-voltage battery – located within the chassis rails, whereas currently some sit outside the chassis (within a protected frame).

It will have a FUSO electric axle for higher efficiency, lean packaging of components and the power distribution unit will be integrated into the battery pack. The integrated motor/axle combo will be industry leading, it reckons.

Says Vishwanath: “This means you take all these six batteries spread around the vehicle and put them in between the frame – making it much more simple for us and also for bodybuilders and for customers.”

There are trends, he says, that will support

electrification in the next five years, include positive changes from the current state of EV technology, with its standard Li-ion batteries – with a maximum 420 V voltage (but limited to 360 V) and 150Wh/kg, costing 108 Euros per kWh. They will change to solid state, metal air, Li-sulphur batteries, with a 1000 V maximum (necessary for heavyduty trucks), 375Wh/kg and costing 75 Euros per kWh. The truck’s e-drive system will change from the current separate e-motor, using rare (and thus expensive) magnets and based on 300 to 450 V….

To e-drives that integrate power electronics, an e-motor, reduction gear and differential. The voltage will be increased to 800-1000 V, for higher efficiency.

Of course, says Vishwanath, there are a number of alternative fuels, like hydrogen (for use in fuel cells, usually in combo with a combustion engine), and synthetic natural gas, OME/DME and synthetic diesel – also for use in combustion engines.

In addition to battery electric vehicles (BEVs) like the eCanters, there are fuel cell electric vehicles (FCEVs) and plug-in hybrids….which FUSO believes “could make a comeback as a strong alternative to full BEVs in the midterm – with possibly a longterm shift towards fuel cell technology.”

Plug-in hybrids, says Vishwanath, are being explored

by FUSO – specifically to deliver low-emissions trucks for customers who need a 200km-plus range, with small diesel or petrol engines extending range…or fuel cells.

He points out that FUSO does have the opportunity to tap into Daimler Trucks’ work on hydrogen fuel cell technology and the other alternatives – but is confident that it’s on the right track with its eCanter and the wider E-FUSO brand.

“We in FUSO are very clear – we want to work with electric and this will be our prime path.” T&D Truck & Driver | 75

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Murray Crofts and grandson Sage Bibby. Crofty just wants to see trucks and cars sharing the road safely

Crofty cares: Slow down…grow old

Story Cory Martin

Y

OU MIGHT KNOW MURRAY (CROFTY) CROFTS AS THE truckie who made it onto TV3’s weeknight news magazine show, The Project a couple of months ago – talking about the hair-raising driving caught on video from a mate’s truck.

He made a point – but two minutes, even if it is on national television, wasn’t enough time to get his message across….and Crofty is still determined to make a difference to trucks and cars sharing the roads safely.

Crofty’s an “old-school” truckie who believes the new generation of drivers could use a dose of the older generation’s commonsense, learnt over a lifetime in the industry.

Murray’s passion for trucks started early: “I always loved trucks.

We used to make our own little toy trucks, my brothers and I, out of four-by-two and chicken wire.

“The street I grew up on in Rotorua was packed with trucks. I still remember the hum of engines at four in the morning.”

Truck & Driver | 77

Crofty inherited his love of trucks from his truckdriver Dad

“You see accidents all the time that could be prevented.”

His Dad Gerry drove for Direct Transport in Rotorua, and so he spent a lot of time as a kid with his father: “I used to go along with him in his truck. He took my brothers too, but they’d just fall asleep! I was keen – I didn’t want to miss anything.”

Crofty followed in his father’s footsteps and began driving in 1978, for General Foods. He was only there a year before joining his father at Direct Transport – where he was happily employed for the next decade.

“I started out in a TK Bedford – all of us older drivers started in one of those. Then I got a D-series Ford. That felt like a pretty big upgrade at the time,” he recalls.

In 1989, he decided it was a good time to go out on his own as an owner/driver: “Direct Transport was a charter company for Mobil Oil at the time, so I decided I’d go into doing tanker work with my own truck.”

Life on the road was different back then, he reckons: “Every truckie you saw on the road had their own wave. You knew each other back then – you don’t get many people waving back anymore.”

In the early ‘90s, Crofty decided to take a break from driving trucks and do something completely different – funeral directing.

He stayed in this new profession through till 2001, when the call of the road saw him back driving – this time for four years with the Holmes Group.

In 2005 he went back to funeral directing – but two years later returned to driving logtrucks for the Holmes Group, and has been there for 11 years now.

So what is the difference between a driver with Murray’s level of experience compared to the new generation of drivers – be they truckies or motorists?

78 | Truck & Driver

“Patience,” he reckons, and adds: “Everyone is rushing to get somewhere. They need to slow down and grow old.

“You see accidents all the time that could be prevented. You get these young log truck drivers who go through some of the most difficult terrain in the country – they’re bloody good drivers and they’re driving smart.

“And then they get onto the open road….and roll their trucks!

Because they get careless when the road opens out.

“You have to always drive to the conditions,” he stresses – a lesson he learnt early on, drummed into him by experienced drivers.

“You’ve got to use your noodle when you drive. You aren’t gonna be caned for being late.

“When I started driving, my manager always said, ‘I’d rather you get in late with the truck and trailer intact….than turn up on a hook.’

“There’s no-one sitting in the passenger’s seat with a gun to your head saying ‘go, go, go.’ It’s on you to be safe – it’s not worth rushing.”

That’s the mantra that Crofty shared with the nation on The Project and it applies to every driver on the roads, he stresses – whether it’s a truck driver trying to get that load where it needs to go, or someone eager to get home from work: “Slow down, be safe, drive to the conditions….and grow old.”

Murray has maintained this philosophy throughout his career and preaches it to the young drivers coming through. He says that a lot of drivers are really good and respectful, but he is concerned about some of the things that he’s seen on the road in recent times.

“It’s a disservice to the industry – they’re going like hell to get

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DO YOU KNOW A TRUCK DRIVER HERO? Is someone you know a“TRUCK DRIVER HERO”?

Someone who has significantly contributed to the safety of others such as: helping someone from danger, acting in a consistantly safe way to prevent harm to others or just generally helping other motorists on our roads.

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“They need to slow down and grow old.”

Crofty wants to pass on his “slow down and stay safe” message to the next generation of drivers – his mokopuna included

another load in, they’re smoking, they’re there talking on their cellphones while driving….They’re stressing themselves out and stressing their bodies out.”

Earlier this year, one of Crofty’s mates put a video online that was virtually a highlights reel of dashcam footage showing drivers behaving badly on New Zealand roads. The video went viral and prompted The Project to ask for him to appear on the show to talk about it. Murray’s colleague preferred not to, but Crofty was happy to stand in for him.

The modest Crofty reckons: “To tell you the truth I’m not a comfortable public speaker, but because it’s something I know about and I’m passionate about, it is something I can talk about.”

Even playing a key role in funeral services hasn’t given him a lot of confidence for this sort of thing: But the good thing is, as he points out, at a funeral no-one is focusing on the funeral director.

“It’s the same on the TV,” says Crofty: “It’s not about me.” It was “a shame though, because two minutes isn’t enough time to talk about people’s lives.”

Among the things he had to leave unsaid during his tv appearance, to help drive his road safety message home, was in regard to a fatal crash that had recently happened along one of his regular routes.

“They asked me ‘how did it feel when you came across that truck?’ and I said ‘well, considering I knew the guy, and I knew that it was the second time he’d crashed, it was a daunting feeling you know….’ ” But what he didn’t get to say on tv – but wanted to – was that there’s recently been another car versus logtruck collision at the other end of that same straight where the fatal accident occurred.

“There could have been another fatality, except the car came out in front of the logtruck and they crashed at a different angle. That didn’t get media coverage – the fatal did.

“We don’t know the details about how it happened – we just see ‘truck hits car,’ ” he laments.

“Everyone needs to slow down and think – motorists AND truckies. Everyone wants to be in front. They need to stop rushing – that’s when accidents happen,” he says.

Despite the negatives involved in working out on the highways – seeing some of the terrible outcomes of bad decisions – Crofty remains positive and optimistic about the industry he loves.

There has been a huge amount of improvement in safety in the industry, he points out, even though “there wasn’t the stress in the past that there is today.

“The trucks have made it easier on the driver. They’re less fatiguing to drive. In the early days you thought ‘shit, if I get through the day without a breakdown that’ll be a good day,’ ” he laughs.

Cellphones, although they carry the potential danger of drivers using them and not paying enough attention to their driving, have brought huge improvements to the job.

They can, for instance, avoid stress and drama – “you don’t turn up anymore and the load isn’t ready. You can communicate about accidents and blockages and stuff. It’s probably been the best technology to make things more efficient.”

A long career as a truck driver has taught Crofty a huge amount – and he’s still out there on the road….working hard and passing on all the positive, helpful knowledge that he can to the next generation of drivers….his mokopuna included. T&D

Truck & Driver | 81

FEATURE

A “real” wakeup call Story Cory Martin

The Guardian system uses AI to monitor a driver’s gaze, head position and pupil size – raising the alarm when it detects drowsiness or distraction

I

’M STILL A BIT BLEARY-EYED AND TIRED FROM LAST NIGHT AS I steer the truck down a busy city street.

My six-month-old kept me up till some godforsaken hour of the morning.

There’s an overwhelming feeling of tiredness….and then suddenly an alarm sounds, my driver’s seat is shaking – the noise and vibration jolting me wide awake!

I only closed my eyes for a second! And what I’m seeing now is not a good sight: There’s a paramedic kneeling on the road just up ahead of me – surrounded by pedestrians, an ambulance and other vehicles…tending to the victim of a crash.

Thankfully I’ve got time to brake and steer around them. Whew!

I drive on, relieved that I didn’t plough into them.

Okay…so, happily for everyone, this is a piece of virtual reality – played out with me sitting at the wheel of a realistic truck simulator, set up in a trailer.

Its purpose is to demonstrate how technology, using artificial intelligence (AI), is helping make New Zealand roads safer – by preventing crashes caused by truck driver fatigue and distraction.

The Guardian system, developed by Australian-based Seeing Machines, employs hardware that’s pretty much like a dashcam – but one that looks at the road ahead AND at the driver. In particular it watches closely for any signs that the driver’s ability to drive safely is compromised.

It uses state-of the-art AI to precisely and constantly track a driver’s gaze, head position and pupil size. It rapidly analyses the data to quickly and accurately detect drowsiness, distraction (taking the eyes off the road for more than four seconds) and

microsleeps (lasting less than 30 seconds).

When it does it sounds an in-cab alarm and vibrates the driver’s seat…to jolt the driver back to full alertness.

It also triggers a video recording of the moment and instantaneously sends it to a Seeing Machines 24/7 monitoring centre, where trained analysts view the footage, determine whether it involves a genuine fatigue, distraction or G-force (crash) event…and send a notification to the client (generally the driver’s supervisor) and to the driver.

To put it to the test, I shut my eyes on purpose – to experience first-hand what happens next. That’s when it initiated my shaking, buzzing wakeup call. To add reality the big screens in front of the simulator – providing the virtual view out through the windscreen, carried the accident scene.

It makes for a powerful demo – and is backed up by equally powerful messages from the organisations here to promote the Guardian system….that fatigue and distracted driving is happening on our roads all the time. And that crashes resulting from it can largely be avoided.

Seeing Machines NZ distributor and professional driving safety company Autosense says that the Guardian technology is proven to “significantly” reduce the rate of truck accidents – particularly truck-only crashes…which account for 12% of all heavy vehicle accidents in NZ. And Seeing Machines says it can reduce the risk of accidents due to driver fatigue or distraction by 90% or more.

Autosense CEO Charles Dawson says that since Guardian was launched three years ago, the system has been installed in over Truck & Driver | 83

800 vehicles in NZ – with EROAD integrating it into its telematics systems and insurance giant IAG (NZI and Lumley) incorporating it in its Fleet Fit safety programme.

According to Autosense, trucks with Guardian installed travelled a total of 942 million kilometres in 2016 – the Seeing Machine systems recording more than 117,000 confirmed fatigue events…. and over two million distraction events.

Dawson reckons that it’s normal for him to see “between five and 30 events per day” from fleets around the country.

“In one business – one that has trucks doing over 15 million kilometres per year – we saw 0.7 to 1 event per 10,000kms…1050 to 1500 events per year.”

The evidence is quite alarming: One video, for instance, shows a driver falling asleep at the wheel – for nine seconds! – while driving down a busy street in Whangarei. Others show drivers taking their eyes off the road for more than four seconds at a time.

Guardian was born out of a robotics project that began at the Australian National University over 20 years ago. It failed to achieve its goal of giving a robot sight akin to that of a human… but succeeded instead in developing a machine that could accurately and precisely track and read human face and eye movements.

Seeing Machines has since been applying the technology to reduce the risk of road, rail and air accidents due to fatigue and distraction.

Autosense’s Dawson stresses the need for it on NZ roads: “We lose an (Airbus) A380’s worth of people every year in road crashes!”

Seeing Machines and Autosense are partnering with EROAD and

84 | Truck & Driver

IAG to promote the Guardian and to educate drivers on how to prevent fatigue and distraction behind the wheel.

Says Dawson: “A lot of people don’t realise this, but 70% of fatigue events happen in the first hour of work.

“Not properly preparing for work, not getting enough sleep, will put you at the equivalent of four times the legal limit for alcohol.”

One of the main methods of demonstrating the danger – and the Guardian’s ability to address it – is through the simulator. A three-step heavy vehicle programme involves a 45-minute run in the simulator, with various scenarios tailored to the type of work a driver does.

The wide-screens simulating the view through the windscreen can depict hundreds of different driving scenarios and environments, ranging from icy roads to busy metropolitan streets.

Simulated cyclists, pedestrians and accidents can be added into the virtual reality mix to test drivers’ focus.

This is followed by a two-hour coaching programme involving theory and further runs in the simulator. Autosense follows up with reviews.

The effectiveness of both the education/demo programme and the technology is praised by IAG national manager of commercial motor vehicles, Ian Taylor.

As someone who’s been in the industry for 35 years – 15 of them specialising in commercial fleets and 20 years devoted to fleet risk management – Taylor has seen the devastating flowon effects on people and businesses that result from accidents involving fatigued and distracted drivers.

“You know that people are distracted and fatigued – you get a lot of people saying ‘I don’t know what happened,’ in their

Above: Autosense’s Charles Dawson gives some direction to a driver on the simulator Top left: The simulator is seen as the best means of demonstrating just how the Guardian system works

Lower left: Autosense CEO Dawson and road safety spokesman Greg Murphy

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Truck & Driver | 85

Guardian NZ distributor Autosense has this mobile driving simulator on the road

“We moved from having 10 or more incidents per 100km, to 0.15...” claims….suggesting they weren’t paying attention to the road.

“This is concerning: Families are out there on the roads. My family is out there on the roads!”

NZI and Lumley saw the potential of the Guardian technology, he says, and have put a lot of time and effort into working with Autosense to encourage businesses to adopt it.

Because cost can be a drawback – the Guardian system is supplied on a three-year operating lease costing $105 per unit – NZI/Lumley has been funding free trial installations in customer fleets across the country….30 of them so far.

Says Taylor: “We pay for the lot… the installation of the system and for the business to use it for six weeks. We even pay for them to take it out if they don’t want to continue – but that’s only happened once.”

Even during these short trial periods, the fleets involved have discovered issues with their drivers’ fatigue levels and have been able to make immediate improvements.

“We’ve even been able to connect drivers to further support services – and we have fully funded drivers to get checked for medical conditions after issues were found whilst using Guardian,” says Taylor.

The NZ Transport Agency is also taking note of the technology’s value. In fact, the Guardian system has played a decisive role in accepting requests from fleet owners to adopt an Alternative Fatigue Management Scheme (AFMS).

The risk management scheme, if approved by the NZTA, allows operators greater flexibility in the likes of driving hours.

An NZTA representative attending the same demo I’m at, says that the installation of the Guardian was a deciding factor in one operator being okayed to place its owner/drivers on its AFMS. A speaker at the Guardian demonstration, Z Energy’s mini tanker division head, Peter Western, says that the Guardian has helped keep the company’s drivers safe.

In the wake of several accidents involving company drivers, Western started looking for new ways to keep his drivers safe, adopting the motto “arrive safely to work, get home safe.”

86 | Truck & Driver

In his initial investigation, he wanted to be able to see what was going on in the cab, as opposed to simply tracking logbook hours. After installing the Guardian in the fleet of more than 80 trucks, through EROAD’s Ehubo2 system, he says he found that fatigue and device distraction were leading to problems.

“After working closely with the system and EROAD we moved from having 10 or more incidents per 100km, to 0.15,” says Western.

He acknowledges that some operators might be put off the system because of the potential backlash from drivers who believe they’re being spied-on…which, he acknowledges was initially the most common complaint.

“I just explained to them that this was untrue: The camera only alerts us when something happens – they initiate the camera, not us. There’s no sound and we don’t see the whole cab.

“The technology was quickly normalised and there was a cultural change in the business. Drivers could see and compare themselves against each other,” he says.

“It also means we get to have more constructive conversations with our drivers: If something happens the result is more like a training session rather than punishment.”

Also getting in behind the Guardian is former V8 Supercar star and road safety campaigner Greg Murphy – now a spokesperson for the product: “We bring up the road toll once or twice a year….then people forget about it.

“They blame the roads and what-not – but culture is a huge problem. It’s about preparation. Lifestyle and health and technology can make a huge difference – and the stats back it up.

“In 1973 there were 843 deaths on the road. In 1987 there were 795 – and in 2016 there were 357. I don’t think the driving has got much better, but manufacturers have come a long way…. in the development of new safety technology.

“The biggest problem we have now is fatigue and distraction on the road. And, judging by the statistics, this technology is set to help solve that.” T&D

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TRUCK DRIVER APPRECIATION WEEK - HOW TO GET INVOLVED...

National Truck Driver Appreciation Week, 17th-23rd September, 2018, is when New Zealand takes the time to honour all professional truck drivers for their hard work and commitment in tackling one of our economy’s most demanding and important jobs. These professional men and women not only deliver our goods safely, securely and on time, they also keep our highways safe.

N A T I O N A L

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#THANKATRUCKDRIVER DRIVER GIVE AWAYS

The team from NZ Truck & Driver plus members of industry assocations and transport operators will be out and about on Wednesday 19th and Thursday 20th at various locations distributing “Thank You” items to Truck drivers. The list of where we will be and when will be collated and distributed prior to the appreciation week. BP Truck Stops have kindly come onboard with an offer through their Wildbean network to offer our drivers free coffee cards when they stop into a BP truck stop with a Wild Bean. NZ Truck & Driver will also collate some other goodies for our drivers.

REWARD YOUR DRIVERS It may be something as simple as an afternoon get together but we would like all our drivers across New Zealand to be rewarded in some shape or form on the week of September 17th to the 23rd. We ask that you document these events with either photographs or video content and send it through to olivia@trucker.co.nz as we wish to collaborate this following the week and again will distribute it to all the industry with the aim to then gain external general public exposure.

YOUR OWN COMPANY BRANDED PROMOTIONAL MATERIAL Let us help you create various pieces of imagery for use internally within your own business plus externally on your website/ social media platforms. Send us your relevant imagery including pictures of your trucks and your business logos and we will put the material together for you to publish on your website, social media platforms or internally within your business premises with posters etc with the inclusion of “WE SUPPORT TRUCK DRIVER APPRECIATION WEEK”

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In order to really make this work and gain as much external exposure as we possibly can we will need some marketing revenue behind this inititive to make it work. Currently NZ Truck & Driver is covering the marketing costs however we can only do so much and obviously the more we have the more we can do. It’s imperative we market this externally to the general public. This is as much about appreciating our truck drivers as it is about helping the general public of New Zealand understand what it is we do to make their lives easier. 100% of the donation will go towards marketing the campaign and the truck driver “Thank You” gifts.

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The LSV courses take in young unemployed people for six weeks of military-style motivational and life-skills training

LSVS – READY, WILLING, ABLE

By Steve Divers Director – career pathways – road freight transport Sector Workforce Engagement Programme (SWEP)

M

ANY TRANSPORT OPERATORS ARE MISSING out on the opportunity to open a direct pipeline to a source of motivated young people looking for good jobs.

There have been a few reports in the media recently about changes in our young population – the under-25s.

When you dissect the statistics, it shows that there’s been a growing trend in the last five years whereby fewer school leavers are achieving a higher qualification than NCEA – with more of them working…and not taking up or achieving tertiary qualifications.

The relevance this has for our industry is that we know that the pool of under-25s is where we should be recruiting our next generation of professional drivers.

What makes this more challenging is that the latest overall figure for unemployment is 4.5% (men slightly lower at 4.3%) – so those who aren’t in employment in this age group are where our efforts should be focused…but we need to identify them.

One possible avenue are the Limited Service Volunteers (LSV) courses run by the NZ Defence

Force’s Youth Development Unit (YDU).

LSV is a six-week, hands-on motivational and training programme for young people run by the NZDF, in partnership with the Ministry of Social Development (MSD) – the course aimed at improving participants’ job prospects.

This is achieved by having them learn new skills, increase confidence and make new friends while living at a military camp during the course – working together and taking part in indoor and outdoor activities.

The course is a full immersion into a military way of life and is directed at improving the base skills of young people – developing their life skills, motivation, their learning and job options, while they do challenging physical activities.

While it encourages fun, it is also very much about developing a good work ethic. A main aim of the course is for trainees to learn self-discipline, to take charge of their own future and how to look for work.

This is led by LSV staff, who provide support and guidance as role models, coaches and mentors. The trainees are all volunteers (hence the name), and Truck & Driver | 89

Above left: Steve Divers (right) and transport operator Hamish Bruce at Burnham for an LSV course Above right: Hamish and Steve with the course trainees and coaches from one of three troops doing a recent course

they learn how to push themselves and push their limits….which doesn’t necessarily come easy.

The courses are currently run at Burnham Military Camp (Christchurch), Motu Moana Scout Camp in Auckland, and potentially (in the near future) in Wellington. The courses take volunteers from all around the country – not just from the areas where the courses are run.

The Christchurch course averages 100-120 trainees per course, with five courses per year.

SWEP has been invited to each course and takes along a transport operator to talk about their pathway into the road freight industry.

This kind of context is very important, as our young people need to see what we call a line of sight – between where they are currently….and the job they’d like to do.

SWEP thanks Peter Stewart (Fonterra Darfield) and Hamish Bruce (H&J Bruce, Timaru) for giving their time to talk about their personal experiences to the trainees. Both of them have given positive feedback on their LSV experience…and the trainees got to hear about our great industry.

LSV has already proven to be a valuable source of recruitment for some companies that are actively involved with the programme. Fulton Hogan and Downer are regular attendees at the employers’ day at Burnham, for instance – where companies can interview trainees on the spot and take away their CVs. Fulton Hogan’s Kenny Didham says that he believes the company has employed over 45 young people off the LSV course over the last few years – with only a handful of them subsequently choosing not to stay in the industry.

This is a great endorsement, as the volunteers are primed for employment following the course and have been taught those basic skills that employers seek – and they’re motivated to gain employment.

The requirement to gain entry to the course is that candidates must be actively looking for employment or training, aged between 17 and 25 and in good health, with a reasonable level 90 | Truck & Driver

of fitness. They must also meet the NZDF’s entry security requirements and of course they must be prepared to participate willingly.

The course operates in a drug-free environment, which is essential to our industry, and the volunteers are exposed to regular fitness training, first-aid training and basic financial and budgeting skills….as well as the physically challenging side of things with abseiling, rock climbing and tramping.

LSV participant Megan Fitisimanu says of the course: “Your life will change. My life is changing now – it’s just starting and I’m really loving it.”

Another trainee, John Werahiko, says that “the important thing is to take action. It gives me a good sense of purpose – about who I am, what I want to do and the direction I want to take.”

From my own perspective, each group that I’ve presented to and every trainee I’ve spoken to personally, share common attributes: They have a sense of self-worth, a motivation to continue to do something positive following the course completion and a feeling of camaraderie.

These are great skills that employers can leverage – so why advertise pointlessly, when you can come along and hand-pick a young person for employment?

MSD staff members are also on hand to discuss the next steps and if this involves the location of trainees and how to employ off the course there’s someone to talk to and assist.

Often we criticise government departments for not doing enough, but I fully support this great initiative and the staff members involved from both MSD and the NZDF: They all want to see young people employed and are passionate about doing this successfully.

For more information on how you could become involved (it may only involve three hours of your time), or you are seeking more information please contact: Dallas Proctor, Limited Service Volunteer Work Broker, Ministry of Social Development, Canterbury.

DDI 03 961 6396, Mobile 029 66 000 18 or email: dallas.proctor002@msd.govt.nz T&D

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Along with our oil shop network Caltex lubricants are available in many different locations.

Give us a call to discuss quality Caltex lubricants to suit your requirements.

BOP Oil Supplies Caltex Oil Distributor 19 Old Taupo Rd,Rotorua PH:07 349 2090 Email: ronnie@bopoil.co.nz Parts & Services Ltd 1 Miro St, Taupo PH: 07 378 2673 W L Gracie & Associates 134 Riri st Rotorua PH: 07 348 6938 Jacks Machinery Ltd Main Highway, Whakatane PH: 07 308 7299

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Taranaki’s Uhlenberg Haulage is carting containers with this new Kenworth T610 SAR and its also-new TMC skeletal B-train. David Hunt drives the 6x4, which has a 550-578 hp Cummins X15 engine, an Eaton Ultrashift Plus AMT and Meritor 46-160 diffs on Airglide suspension

Mere records T

HEY’RE RECORDS JIM….BUT NOT AS WE KNOW them: That’s how it is after three years in which the New Zealand new truck market has run red hot.

Truck registrations in July were again at record-breaking levels – with 484 sales for the month and 3002 year-to-date, at the end of the month.

But the July total was just 1% up on 2017’s previous alltime best for the month, and the YTD figure was only 3% ahead of last year’s record.

Measured against the highs of the past three years – when some months saw records broken by 10%, even 20%, these new records seemed underwhelming to some – market analyst Robin Yates among them.

Yates, whose Marketing Hand consultancy prepares these monthly figures for NZ Truck & Driver from official NZ Transport Agency statistics, says that the July figures add credence to those who believe that the truck market is now plateauing.

The trailer market, on the other hand, continued to grow in July – its 151 registrations an 18% improvement on the same month last year and 11% ahead of the previous alltime record (set in 2015).

The YTD tally of 1017 trailers to the end of July was also 21% ahead of 2017 and 18% up on the 2015 record.

Says Yates: “It’s unlikely that either (the truck or trailer) market will suffer an imminent collapse – but pity the planners who have to order stock and materials for delivery six month hence!

“President Trump’s antics and Brexit have helped push business confidence to its lowest point in 10 years,” he reckons, adding: “Capital equipment is an early casualty of recession and many senior industry leaders will recall the end of 2008/ start of 2009.

“It was almost as though everyone went away for Christmas….and forgot to return to work in the New Year! The 3471 truck sales and 1090 trailer registrations in 2008 fell to 1800 and 625 respectively in 2009 – and again down to 1630 and 641 in 2010.”

Meantime, July’s overall truck market (4.5-tonne GVM and above), saw Isuzu again topping the registrations with 87 units – taking its YTD total to 654.

Mercedes-Benz, with 64, was a standout second for the month, increasing its YTD tally to 193 and moving it up three spots, from seventh to fourth. Fuso (491/59) retained second for the year, ahead of Hino (408/60).

Kenworth (187/45) improved one place, but stablemate DAF (186/34) lost two spots, while Volvo (174/22) lost three. UD (149/31) gained a place and Iveco

(144/25) lost one. Scania (114/18) retained 10th YTD and was also 10th for the month.

In the 3.5-4.5t crossover segment, Fiat (178/21) remained dominant against Mercedes-Benz (66/32) – which was, in turn, well ahead of Ford (12/1), Peugeot (11/3), Toyota (9/1) and Renault (7/2).

In the 4.5-7.5t class, Fuso (224/35) continued to lead YTD, ahead of Isuzu (154/20) and clear July No. 1 Mercedes-Benz (131/56). Then came Hino (71/9), Iveco (61/13) and Foton (25/6), which swapped places with Fiat (24/2).

In the 7.5-15t division, Isuzu (240/34) extended its lead on Hino (125/21), which displaced Fuso (113/6) for second place YTD. UD (40/6), Iveco (21/4), Foton (12/0), MAN (8/0), Hyundai (6/0), Mercedes-Benz (4/1) and DAF (3/1) all retained their places.

In the 15-20.5t segment, Hino (42/4) retained the lead from Fuso (32/3), UD (30/5), Isuzu (25/4), Iveco (12/1), Mercedes-Benz and Scania (both 11/1).

Chinese make CAMC entered the market with two registrations to tie with MAN and Sinotruk in ninth-equal YTD. There were no surprises in the 20.5-23t segment, which was led by Hino (21/4), followed by UD (6/2) and Isuzu (2/0). DAF (1/1) joined the segment to be fourth-equal with Fuso and Mercedes-Benz.

In the premium 23t-maximum GVM division, PACCAR stablemates Kenworth (187/45) and DAF (181/32) were a dominant 1-2 for the month – advancing to second and third YTD….still behind Isuzu (237/29).

Volvo (174/22) lost two places, while Hino (149/22), Fuso (121/15), Scania (103/17), UD (73/18), MAN (57/10) and Mack (47/6) held their places from June. Iveco (46/7) improved one spot to join Mercedes-Benz (46/6) for 11thequal and Freightliner (38/3) retained 13th.

In the trailer market, the battle for second place YTD – behind clear leader Patchell, with 22 July registrations pushing its 2018 total out to 132 – continued: Fruehauf (92/14) regained the runner-up spot which it lost to MTE (89/7) in June…and in April. And in February!

Roadmaster (75/11) was fourth, followed by Domett (66/12), TMC (58/8), MaxiCUBE (51/1), Transport Trailers (47/9), Transfleet (34/6), Freighter (32/11), Jackson (29/2) and Fairfax (27/7). Hammar registered five side loaders in July to push its YTD total out to 13.

Had MaxiTRANS been registering MaxiCUBE and Freighter under its company name rather than as individual models all year, it would have been fourth at the end of July. T&D Truck & Driver | 93

Recently

Registered

www.trt.co.nz 23,001kg-max GVM 2018

Southway Moving, in Christchurch, has this new UD Trucks MK11-280 4x2 working around Canterbury, Otago and the West Coast. It has a 280hp UD engine, a six-speed gearbox, Hendrickson rear suspension and a Hale Manufacturing body with a tail-lift. The body’s a hardsider on the right and a curtainsider on the left. Pic Alix Houmard

4501kg-max GVM 2018 Brand ISUZU FUSO HINO MERCEDES-BENZ KENWORTH DAF VOLVO UD IVECO SCANIA MAN MACK FREIGHTLINER FOTON FIAT RAM HYUNDAI INTERNATIONAL SINOTRUK WESTERN STAR OTHER Total

Vol 654 491 408 193 187 186 174 149 144 114 67 47 38 37 24 20 17 16 15 12 9 3002

% 21.8 16.4 13.6 6.4 6.2 6.2 5.8 5.0 4.8 3.8 2.2 1.6 1.3 1.2 0.8 0.7 0.6 0.5 0.5 0.4 0.3 100.0

July Vol 87 59 60 64 45 34 22 31 25 18 10 6 3 6 2 4 2 1 1 1 3 484

% 18.0 12.2 12.4 13.2 9.3 7.0 4.5 6.4 5.2 3.7 2.1 1.2 0.6 1.2 0.4 0.8 0.4 0.2 0.2 0.2 0.6 100.0

3501-4500kg GVM 2018 Brand FIAT MERCEDES-BENZ FORD PEUGEOT TOYOTA RENAULT LDV CHEVROLET VOLKSWAGEN IVECO Total

Vol 178 66 12 11 9 7 6 5 5 4 303

% 58.7 21.8 4.0 3.6 3.0 2.3 2.0 1.7 1.7 1.3 100.0

July Vol 21 32 1 3 1 2 5 1 0 3 69

% 30.4 46.4 1.4 4.3 1.4 2.9 7.2 1.4 0.0 4.3 100.0

4501-7500kg GVM 2018 Brand FUSO ISUZU MERCEDES-BENZ HINO IVECO FOTON FIAT RAM HYUNDAI JAC Total 94 | Truck & Driver

Vol 224 154 131 71 61 25 24 20 11 2 723

% 31.0 21.3 18.1 9.8 8.4 3.5 3.3 2.8 1.5 0.3 100.0

July Vol 35 20 56 9 13 6 2 4 2 0 147

% 23.8 13.6 38.1 6.1 8.8 4.1 1.4 2.7 1.4 0.0 100.0

Truck registrations in July were again at record-breaking levels 7501-15,000kg GVM 2018 Brand ISUZU HINO FUSO UD IVECO FOTON MAN HYUNDAI MERCEDES-BENZ DAF SINOTRUK OTHER Total

Vol 240 125 113 40 21 12 8 6 4 3 1 1 574

% 41.8 21.8 19.7 7.0 3.7 2.1 1.4 1.0 0.7 0.5 0.2 0.2 100.0

July Vol 34 21 6 6 4 0 0 0 1 1 0 0 73

% 46.6 28.8 8.2 8.2 5.5 0.0 0.0 0.0 1.4 1.4 0.0 0.0 100.0

15,001-20,500kg GVM 2018 Brand HINO FUSO UD ISUZU IVECO MERCEDES-BENZ SCANIA CAMC MAN SINOTRUK DAF Total

Vol 42 32 30 25 12 11 11 2 2 2 1 170

% 24.7 18.8 17.6 14.7 7.1 6.5 6.5 1.2 1.2 1.2 0.6 100.0

July Vol 4 3 5 4 1 1 1 2 0 0 0 21

% 19.0 14.3 23.8 19.0 4.8 4.8 4.8 9.5 0.0 0.0 0.0 100.0

20,501-23,000kg GVM 2018 Brand HINO UD ISUZU DAF FUSO MERCEDES-BENZ Total

Vol 21 6 2 1 1 1 32

% 65.6 18.8 6.3 3.1 3.1 3.1 100.0

July Vol 4 2 0 1 0 0 7

% 57.1 28.6 0.0 14.3 0.0 0.0 100.0

Brand ISUZU KENWORTH DAF VOLVO HINO FUSO SCANIA UD MAN MACK IVECO MERCEDES-BENZ FREIGHTLINER INTERNATIONAL SINOTRUK WESTERN STAR OTHER Total

Vol 237 187 181 174 149 121 103 73 57 47 46 46 38 16 12 12 4 1503

% 15.8 12.4 12.0 11.6 9.9 8.1 6.9 4.9 3.8 3.1 3.1 3.1 2.5 1.1 0.8 0.8 0.3 100.0

July Vol 29 45 32 22 22 15 17 18 10 6 7 6 3 1 1 1 1 236

% 12.3 19.1 13.6 9.3 9.3 6.4 7.2 7.6 4.2 2.5 3.0 2.5 1.3 0.4 0.4 0.42 0.4 100.0

Trailers 2018 Brand Vol PATCHELL 132 FRUEHAUF 92 MTE 89 ROADMASTER 75 DOMETT 66 TMC 58 MAXICUBE 51 TRANSPORT TRAILERS 47 TRANSFLEET 34 FREIGHTER 32 JACKSON 29 FAIRFAX 27 TES 22 KRAFT 17 EVANS 14 CHIEFTAIN 13 HAMMAR 13 MILLS-TUI 12 CWS 12 MAKARANUI 9 MTT 8 ADAMS & CURRIE 7 TRINITY 6 HTS 6 LUSK 6 COWAN 5 TEO 5 TIDD 5 DOUGLAS 4 WHITE 4 GLASGOW 4 PTE 4 FELDBINDER 3 MD 3 MORBARK 3 MORGAN 3 NICKEL 3 SEC 3 SDC 3 GUY NORRIS 3 TANKER 3 LOWES 3 DT5 2 2 CECO CONVAIR 2 KOROMIKO 2 MANAC 2 OTHER 69 Total 1017

% 13.0 9.0 8.8 7.4 6.5 5.7 5.0 4.6 3.3 3.1 2.9 2.7 2.2 1.7 1.4 1.3 1.3 1.2 1.2 0.9 0.8 0.7 0.6 0.6 0.6 0.5 0.5 0.5 0.4 0.4 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.2 0.2 0.2 0.2 6.8 100.0

July Vol 22 14 7 11 12 8 1 9 6 11 2 7 4 2 2 3 5 1 2 0 0 0 0 1 2 1 1 3 0 0 1 1 0 0 0 0 0 0 0 2 2 1 0 0 0 0 0 7 151

% 14.6 9.3 4.6 7.3 7.9 5.3 0.7 6.0 4.0 7.3 1.3 4.6 2.6 1.3 1.3 2.0 3.3 0.7 1.3 0.0 0.0 0.0 0.0 0.7 1.3 0.7 0.7 2.0 0.0 0.0 0.7 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1.3 1.3 0.7 0.0 0.0 0.0 0.0 0.0 4.6 100.0

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96 | Truck & Driver

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Bascik Transport contractor B&W Container Haulage has put this new DAF CF85 FTD 8x4 day cab to work in Auckland. It has a 510hp PACCAR MX engine, an AS Tronic AMT and Meritor 46-160 diffs on Airglide rear suspension.

New 700hp Volvo FH16s have joined the Fonterra milktanker fleet. This is one of three doubleshifting between Longburn and Hawera in the peak of the season – doing four trips every 24 hours.

Pic Larry Beesley

Rangiora’s Brooks Logging has added this new International 9870 logger to its fleet. Andrew Pascoe drives the 8x4, which has a 580hp Cummins X15 engine, an 18-speed Roadranger manual gearbox, Meritor 46-160 diffs and Patchell logging gear, plus a new Patchell multi-bunk trailer.

Raglan Excavations has added this new 500 Series Hino 2635 to its operation.

The 6x4 tipper has a nine-speed manual gearbox and a Cambridge Welding steel bin. When needed, it tows a three-axle low-loader trailer to shift the company’s earthmoving machines. Pic Larry Beesley

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New Zealand’s First 1000 Macks

From the stock carriers of the South Island to the off-highway loggers of Kaingaroa, Mack trucks were seen hauling the biggest loads in every corner of our country.

5

Soon these mighty machines will be celebrating 50 years of service to Kiwis and to commemorate the occasion, Ed Mansell, Paul Livsey and Grant Gadsby have collected the best photographs of these trucks, supplied by many of New Zealand’s top truck photographers, to combine into a book of the finest photography.

The book follows the “lives” of the first thousand Mack trucks assembled at Motor Truck Distributors in Palmerston North, from brand spanking new, through their subsequent owners until their inherent demise, or in some cases complete preservation or restoration.

Due for release in 2022 to coincide with fifty years of service, we are asking for expressions of interest in purchasing this complete anthology of New Zealand’s first thousand Mack trucks.

The book will be a hard covered, coffee table styled book in full colour, of approximately 500 pages. We intend to limit the number to one thousand copies, allowing any Mack owners the possibility of purchasing their trucks equivalent book number.

Once your order is placed you will be guaranteed to receive a copy should you wish to proceed at the time of publication. No payment is expected at this time, but we may require a deposit be paid early in 2022.

A price indication is approximately $135 plus, but this may change due to the quantity finally printed, and inflation, over which we have no control.

To order your copy please email: mansell@orcon.net.nz or grant.gadsby3@xtra.co.nz

AP21327

This book will not be reprinted after the initial production run.

TD28428

Numbers will be limited so get your name on the list for this once in a life-time book.

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SICK OF THE GREASY MESS??

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Enter your fleet colour scheme in the PPG Transport Imaging Awards: Just fill out this entry form (or a photocopy of it) and send it into New Zealand Truck & Driver.

Be in with a chance to win in the annual PPG Transport Imaging Awards.

Contact name name & position in company: ________________________________________________________________ Location:

___________________________________________________________________________________________

Phone numbers: __________________________________________________________________________________________

TD16163

Fleet or company name:___________________________________________________________________________________

Please send a selection of photos of one particular truck in your fleet colours. It’s desirable (but not compulsory) to also send shots of other trucks that show off the colours. Make sure your images are supplied as large format files taken on a fine setting on a digital camera. The files must be at least 3MB. All entries become the property of Allied Publications Ltd. All entries property of AlliedIMAGING Publications Send yourbecome entry tothe PPG TRANSPORT A Ltd. S AWARD Send your entry to: PPG TRANSPORT IMAGING AWARDS 1642 or email to waynemunro@xtra.co.nz Allied Publications Ltd PO Box 112062 Penrose Auckland Allied Publications Ltd, PO Box 112062, Penrose, Auckland 1642, or email to waynemunro@xtra.co.nz (Remember do not reduce size of images to transmit by email, send two at a time on separate emails if large files.)

(Do not reduce the size of images to send them by email – send large files one or two at a time in separate emails if necessary).

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HEN AUCKLAND TRANSPORT OPERATOR NEIL Wood bought his first new truck in 2013 he set the scene for a transformation in his business.

Back then the Bombay-based N&J Wood bulk tipper and digger operation was almost invisible on the Auckland transport scene – with just three mostly-white trucks.

Now the Wood fleet is arguably one of the most noticeable in the country, with nine spectacularly-branded trucks…and more on the way in the next few months.

And Neil Wood reckons that a key element in the company’s dramatic change of circumstances is the sensational turquoise colour scheme that his first new truck just happened to come in.

Oh…and the fact that it also just happened to be New Zealand’s first International LoneStar – an iconic retro hotrod-styled conventional that had just been the eyecatching star of the 2013 Transport & Heavy Equipment Expo at Mystery Creek.

“In all fairness it HAS transformed the business,” says Neil Wood.

The colour scheme and the LoneStar together helped drive the bulk tipper operation’s expansion – bringing it to the fore in people’s minds: “It had to be part of it,” says Wood.

“It’s just that LoneStar….it just stood out like crazy! And everybody just thought that colour was awesome. So we stuck with it.

“It just made the fleet stand out. If you didn’t want to be noticed, you’d never have chosen that colour.”

Before the LoneStar, the N&J Wood operation – comprising two secondhand Fodens and an old V8 Scania R500 – “sneaked around I guess…we just left them in white, and put a touch of colour on them somewhere.”

Neil and wife Joanne were actually at a crossroads with the business – scale down for semi-retirement….or start expanding, with a view to getting daughter Marieka and son Ryan into it.

They decided on a new truck – a sensible International 7600. But Joanne loved the look of the iconic LoneStar the moment she saw it…and the die was cast.

Because the LoneStar showed-up the almost anonymous

These photos & poster Gerald Shacklock The LoneStar remains one of the most spectacular trucks on the road

2 | Truck & Driver

TRANSPORT IMAGING AWARDS

Above, from left: An airbrushed Ron van Dam mural graces each side of the new Volvo FH 16 750.... turquoise paint and distinctive striping came with the LoneStar, and was adopted as the company’s new livery.... six of the nine-strong fleet a few months ago (a DAF, the LoneStar and a Renault are missing). Now the Scania has gone, the Volvo FH16 750 has arrived, and two new FM Volvos are due

white Fodens and the Scania, the decision was soon made that they either had to be repainted….or replaced.

The LoneStar had been prepared for its starring role at the THE Expo with distinctive white, silver, navy blue and black/ blue striping by Cliff Mannington, of Truck Signs in Mount Maunganui.

Neil says they got his okay to have Joanne’s brother Ron van Dam – an Auckland airbrush artist and signwriter – apply the same design to the Scania….and then to a new Fuso.

Three larger stripes extend back from the cab, along the side of the bulk bins – dipping in a big V to accommodate a new N&J Wood logo.

Transvisual Spraypainters painted those trucks – and then also did the turquoise on two new Renaults, a DAF CF85 and a 2003 Peterbilt 379 bought to work in front of a transporter, shifting the company’s diggers.

More recently, Independent Truck Sprays in Penrose has painted another new DAF and a new FM Volvo. Two Macks (a Trident and a Super-Liner) and the latest iconic addition to the fleet – a Volvo FH16 750 – have been factory painted, in the colour now designated N&J Wood Green.

Ron van Dam has branded each of them – applying the same stripe design, while also adding his own airbrushed murals to most of them.

The 750 horsepower Volvo is making a big visual statement out on the roads, says Neil – just as the LoneStar did five years ago.

“Even other operators have made really positive comments” about the N&J Wood livery: “Some have said that it’s very hard to compete with that paint scheme.

“Customers like it. They reckon the colour scheme is just out there.”

When the LoneStar first arrived “we had customers ring up, requesting THAT truck. Other people say ‘oh it’s good to see your gear turning up.’ ” The decision to buy the LoneStar – and to embrace its stunning colour scheme – “has worked really well,” he says happily.

“We’ve got people all around the world who follow our fleet (on Facebook). We send calendars to people….and a guy in Canada built a model of the LoneStar and painted it all up in our colours.

“Even people we know who don’t even like trucks say ‘oh, I saw your trucks on the motorway…’ ” Of course, there are costs, as Neil points out: “Most people wouldn’t spend the money we do – like that’s $6000 to $8000 to put that green (or blue) on a truck. Plus the signwriting.”

And yes, they do take a lot of work to keep them looking good: “Winter’s just shocking – everything’s just mud, mud, mud. And it makes it hard for the drivers to keep them clean…

“We’ve spent a lot of money each year just on time spent cleaning them. Sometimes they might get washed two or three times a week. Like, I’ve been doing that Volvo (the 750) every second day!

“But when the weather’s a bit better it’ll be once a week.

If they get a little bit grubby they can maybe whip around, do the wheels – or do part of it…and do a little bit more tomorrow.

“On a Saturday quite often we’ll finish work, grab a couple of rum and Cokes…and wash trucks!” T&D

After three North American headturners (the LoneStar, a Mack Super-Liner and the Peterbilt), the new 750hp FH16 Volvo has added some Euro class

Truck & Driver | 3

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