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| October 2018
October 2018
BIG TEST Tip-top tipper | FLEET FOCUS Reality beats dreams | FEATURE Big-hill special
The Official Magazine of the
ISSN 1174-7935
Issue 217
YOUR NEW ISUZU COULD COME WITH TWO EXTRA SEATS TO JAPAN IN 2019.
Buy any Isuzu truck from September until the end of 2018 and you’ll go in the draw to win 1 of 3 tickets for two to Japan 2019. To find out more about this exciting opportunity, talk to your local dealer or visit isuzu.co.nz
CONTENTS Issue 217 – October 2018 3
News
FEATURES
The latest in the world of transport, including….Scania takes over from CablePrice as NZ importer and distributor; MTE and Roadmaster join forces to create trailermaking giant; Teletrac Navman scores big supply deal with HW Richardson Group
14 Giti Tyres Big Test It sounds a little crazy: Here’s a towering 750-horsepower Volvo FH16 that’s gone to work around Auckland….as a tipper! For a company whose trucks do a lot of site work under their own diggers! But wait…the new Volvo was mostly bought for the highway work that N&J Wood is also doing these days
29 Transport Forum Latest news from the Road Transport Forum NZ, including…..the Forum joins other industries to fight for an immigration policy that will ease workforce shortages; new animal welfare regulations explained; drug testing shows that the industry is taking safety seriously
40 Fleet Focus As a kid, growing up in Carterton, Jamie Ellison had a dream – to one day own his own truck. He’s made reality way better than the dream: At 36, he’s got nine of ‘em
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
80/ PPG Transport Imaging 81 Awards
57 Castrol Truck Driver Hero Shannon Awatere reckons he was lucky to be in the right place, at the right time – to help an old lady who’d collapsed on the road. Sadly others were there…but didn’t respond as Shannon did
58 Big-hill special A new Fulton Hogan Scania tipper was specced and bought for going up and down just one hill. That’s because it’s steep, with tight bends, gets icy…and the Scania goes up empty and comes down loaded. Eight or nine times a day, six days a week…all year-round.
Recognising NZ’s best-looking truck fleets…. including a giant pullout poster of this month’s finalist
85 TRT Recently Registered New truck and trailer registrations for August
COLUMNS 77 Sector Workforce Engagement Programme (SWEP) Steve Divers, director career pathways – road freight transport – in the Sector Workforce Engagement Programme (SWEP), finds the industry in South Canterbury is right behind the revival of a South Canterbury training course
69 All the right pieces The new GM of Cummins NZ comes with the right pedigree: Philip Wright is a selfdeclared “truck nut”…who was originally a mechanic
73 FAF to the fore Auckland’s regional fuel tax is putting a fresh focus on a Fuel Adjustment Factor – a calculation for operators to use so they can pass on extra fuel costs
Gerald Shacklock Hayley Leibowitz Robin Yates
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
81 Road Transport Association NZ What we do….with help from you
83 National Road Carriers Association Freight and Logistics careers promoted at Mount Maunganui careers expo
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 31/03/2018
11,691
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Truck & Driver | 1
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NEWS
A new-generation Scania S 620. The truckmaker aims to get many more of its trucks on NZ roads
Scania sets up its own Kiwi operation SWEDISH TRUCKMAKER SCANIA, PART OF THE Volkswagen Truck and Bus group, is establishing its own wholly-owned subsidiary in New Zealand. The move ends CablePrice’s 28-year role as NZ importer and distributor. From January 1 next year, Scania NZ will take over responsibility for the importation, distribution and sales of new Scania trucks and buses – and the make’s parts and business services. But it is retaining CablePrice as its key provider of after-sales service and in-service support to customers, through its existing dealer network. Scania NZ’s incoming managing director Mattias Lundholm says that the truckmaker has had “a successful partnership with CablePrice…and we look forward to continuing this. “Scania NZ will focus on growing our new vehicle sales, as well as driving the shift towards a sustainable transport future. “We are investing in the future of Scania in NZ because we believe there is potential for us to offer more operators our efficient, safe and profitable tailormade truck solutions for their transport needs. “In the area of alternative fuels, Scania is a world leader in the provision of vehicles able to run on biodiesel, ethanol, CNG and LNG. This, along with the development of hybrid electric trucks and buses, means Scania has a wide array of environmentally sustainable products to offer NZ transport
operators. “With the Government’s climate change agenda, we expect to see continued growth.” CablePrice MD and chief operating officer Pat Ward says his company will “continue to provide its quality after-sales service to Scania customers. The company will also continue to carry out the warehousing and distribution of Scania parts to the dealer network, and preparing products for delivery, as a contracted service to Scania NZ. “The quality of knowledge and technical ability CablePrice offers its Scania customers is the best in the world,” says Ward. Mattias Lundholm has for the past five years been the head of Scania’s connected services and solutions. Previously he was MD of Scania Hong Kong and chief financial officer and VP at Scania Korea. Scania ranked 10th in NZ’s new truck market last year, with 168 new trucks registered and a 3.23% share in the overall (4.5 tonnes GVM and above) market. In the important premium segment of the market (above 23t GVM) it was seventh last year, with 152 sales and a 6.7% market share. That was well down on its market share (though not in actual truck numbers sold) in 2009, 2010 and 2011, when it was second in the heavyweight division, with a share ranging from 10.3% to 13%. T&D Truck & Driver | 3
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NEWS
Top trailermakers join forces TWO OF THE TOP FIVE PLAYERS in New Zealand’s heavy trailer market – Roadmaster and MTE – have joined forces. In a media statement by the two companies, the nature of the “joint arrangement” is not made clear, although it does state that Roadmaster “is to join Hamilton-based MTE Group.” They say they are “combining operations to present the NZ road transport industry with what one of the company’s principals describes as an unprecedented combination of economy of scale and cutting-edge innovation.” The deal, effective from October 1, creates the single biggest player in the NZ trailer market – with MTE ranked third in trailer sales to the end of August (behind Patchell and Fruehauf ), and Roadmaster fifth. MTE’s 102 sales in the first eight months of
the year and Roadmaster’s 80, carry the nowunified combo beyond market leader Patchell (which had registered 158). MTE Group founder and chairman Robin Ratcliffe says in the statement that the move is “a logical expansion for MTE, offering the market premium general freight trailers under the Roadmaster brand. “It gives the market the best range of trailer options it has ever had – combining MTE’s Australasian resources with Roadmaster’s history of pushing the edge of technology and innovation.” Roadmaster’s CEO Ross Bell says that under the arrangement Roadmaster will continue to operate out of its Rotorua plant and he and Lyall McGee, Roadmaster’s design director, will remain in their respective roles.
“It is important that Roadmaster’s valued clients are guaranteed continuity of service,” he says, adding that Roadmaster’s staff will “now have many more opportunities for career growth and opportunities. “To be honest, I believe it is a win-win situation for everybody. It will work for the clients, for the market, and for the staff.” Roadmaster started up in 1991 and produces a wide range of trailers, but is particular wellknown for its curtainsiders. MTE (Modern Transport Engineers) Group started in 1973 and is known for its bespoke heavy haulage trailers including, it says, the largest built in NZ. It is also successful on the Australian market. T&D
The joint arrangement brings together Roadmaster’s expertise in curtainsiders and MTE’s strength in the heavy haulage and tipper markets
MAN adopts adaptive cruise ALL NEW ON-HIGHWAY MAN TGS AND TGX MODELS sold in New Zealand will now come with adaptive cruise control (ACC) as standard. Penske NZ says that the move is part of an update of MAN’s safety package, with ACC automatically and autonomously regulating the distance to the vehicle in front, when the truck’s travelling at over 25km/h. Penske NZ national sales manager – trucks Dean Hoverd points out that “the TGS and TGX platforms already include key safety features such as electronic stability programme, which incorporates dynamic stability, and roll-over prevention. “And now with the addition of ACC as standard, we’re further increasing the safety for drivers, passengers, and other road users. “There are many systems on the market that use radar only, however MAN’s market-leading ACC comprises both radar and camera to detect speed and distance, and adapts the speed of the vehicle – including braking if necessary. “We’re certain that drivers will find ACC very useful for both long-haul
travel and also heavily-populated roads. “When combining the safety package with great fuel economy and low whole-of-life costs, MAN really does offer a very competitive overall package that makes good business sense,” Hoverd adds. T&D MAN’s adaptive cruise uses both radar and a camera to manage the distance to the vehicle ahead
Truck & Driver | 5
NEWS
Actros goes autonomous…. well, partially
Mercedes-Benz says its new Actros is the world’s first production truck with a partially autonomous driving system...and cameras instead of mirrors (inset top). It also features a cab interior (inset above) that it says is “the driver’s digital workplace of the future”
MERCEDES-BENZ HAS LAUNCHED ITS NEW ACTROS – claiming a world-first for putting a truck with a partially autonomous driving system into series production. The latest version of the Merc flagship features Active Drive Assist, which can brake, accelerate and steer autonomously – and, for the first time, at any speed. The new Actros also goes mirrorless – instead offering “greatly improved all-round visibility” via two cameras mounted on the outside of the truck and two 15-inch displays on the A-pillars inside the cab. Stefan Buchner, head of Mercedes-Benz Trucks, says that in going into production with Active Drive Assist just four years after it showed off its Mercedes-Benz Future Truck 2025 driving in fully autonomous mode, the truckmaker is “further extending our leading role for automated driving. “With more than 60 innovations, the new Actros brings the future of heavy-duty trucks to the roads today.” The new model, he adds, “brings innovations to series production which previously we only showed on our concept vehicles: Active Drive Assist, MirrorCam and numerous other innovations help to make the transportation of goods by road even safer, more efficient and more productive. “The new Actros is already now equipped with what is technically possible and commercially worthwhile.” Active Drive Assist builds on the truckmaker’s “tried-and-tested” adaptive cruise control with stop-and-go function, and its lane-keeping assistant system. The latest generation of Merc’s Active Brake Assist sees the system
upgraded to better support the driver when there’s a risk of a rear-end collision or a collision with a person crossing, approaching or walking in the truck’s lane – and it will fully apply the brakes autonomously if necessary. New to the system is its combination of radar and a camera system, allowing it to better monitor the space ahead of the vehicle – in particular, better pedestrian detection and avoidance. The new Actros also features a new Multimedia Cockpit – a “completely updated interface between the driver and vehicle. The driver benefits from a seamlessly connected workspace with digital services and assistance systems, which can be used intuitively and support drivers to operate even more effectively. Two interactive screens are standard equipment and serve as a central source of information in what Merc refers to as “the driver’s digital workplace of the future.” The Truck Data Centre permanently connects the truck with the Cloud and is the basis for all connectivity solutions, such as apps that help the driver perform transport tasks. The fuel consumption of the new Actros is reckoned to be up to 3% better than the current model on highways and up to 5% better on country roads. Contributing to the fuel efficiency gains are the aerodynamic improvements from the mirror cams and from new rear-edge flaps and more efficient gearshifting from the intelligent Predictive Powertrain Control (PPC) for cruise-control and gearchanging. A new, fuel-saving rear-axle ratio is also used. T&D
6 | Truck & Driver
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NEWS
HWR has over 3000 vehicles and assets across the 46 companies in the Group
HWR Group signs up Teletrac Navman ELECTRONIC FLEET MANAGEMENT PROVIDER Teletrac Navman has secured a major contract – as the giant HW Richardson Group’s preferred telematics supplier. The deal will, it says, “see Teletrac Navman’s suite of GPS-based equipment and software progressively installed into HWR’s 3000 vehicles and assets nationwide. “Teletrac Navman’s system will streamline HWR’s telematics management into one comprehensive solution,” says the company. It will include technology “that is fit-for-purpose for the NZ transport industry and regulatory environment, such as RUC Manager.” HW Richardson Group CEO Brent Esler says: “HWR has a number of different telemetry systems across our group of companies. We went to the market to select a single provider across our group, to further our vision of delivering ‘game-changing transport.’ “Teletrac Navman demonstrated both capability and passion to deliver a
solution for us across the HWR Group,” he adds. “With a large workforce and a range of specialist vehicles and assets across our brands, top-quality technology is a key part of operating efficiently and safely.” HWR is one of NZ’s largest privately-owned transport operators, employing over 2370 staff across its 46 companies. HWR’s brands operate in multiple sectors, including rural and various other areas of specialised transport, ready-mix concrete, fuel and oil distribution, roading and civil contracting and environmental services. Teletrac Navman Asia Pacific vice president Ian Daniel says: “We’re looking forward to partnering with HWR, an organisation which has a proven record of embracing change and adopting technology.” His company is, says Daniel, “well-placed to support HWR’s operations across all sectors, with our experience in connecting drivers, trucks and sites for construction, transport and specialist materials industries.” T&D
Action buys Fairfax, talks growth NEW ZEALAND’S BIGGEST supplier of motorhomes and custom commercial vehicles, Action Manufacturing, has bought refrigerated truck body and trailer manufacturer Fairfax Industries. Grant Brady, managing director of Action, which is part of the Tourism Holdings (THL) group, says that the buyout is part of a longterm growth strategy. Plans include the company “making significant investment into both businesses, in the form of new technology and equipment to boost production and enhance current capabilities.” Action, with two manufacturing sites in Auckland and Hamilton, employs over 200 people and has been named the largest vehicle manufacturer in NZ – building motorhomes and specialist vehicles for the medical, emergency, tourism and transport sectors. Fairfax, which has been in operation for more 8 | Truck & Driver
than 40 years, has 60 employees working out of its Takanini factory. Last year it registered 23 trailers, to rank 14th in the NZ heavy trailer market. In the first eight months of this year it sold 31 trailers and was up to 12th place. Action says it has enjoyed “significant growth” over the past six years – expanding its current manufacturing facilities and increasing staff numbers as it grows “to meet demand and move into new markets.” Says Brady: “Action has been very strong in the light commercial sector, whereas Fairfax has been strong in the heavy commercial market. We see this acquisition as a way for the two companies to meet in the middle and to now utilise shared resources. “Action will be able to contribute scale of manufacturing, we have an international supply chain, a great in-house design team as well as
some new technology that we will be able to incorporate, such as our own composite panelling system – Omni Panel. “Fairfax has a strong brand, with an incredible reputation for reliability and durability, which is a perfect fit alongside the range Action already offered in the market.” Brady says that Action will grow as it “looks to meet increasing market demand for its wide range of products.” Fairfax Industries MD Michael Carpenter will stay with the business during a transition phase and says: “With their planned investment, I look forward to seeing Action take Fairfax to the next level in the industry.” Action recently completed a project partnering with TNT “to refine and understand final-mile delivery systems” – securing a two-year supply agreement and an initial order of 50 units, which are now going on the road in Australia. T&D
NEWS
Mike Treloar passes PACIFIC HAULAGE’S MIKE Treloar, one of the New Zealand log transport industry’s stalwarts and colourful characters, died last month. Mike, who was 68, had a long history in trucking, starting when he left school and took up a diesel mechanic’s apprenticeship with Gough, Gough & Hamer. He then spent some time in New Guinea and Australia, where he met his wife Nanette. On returning to NZ, Mike worked for Graham Manson and in the early Eighties, they started TAM Haulage. In 1985, Calvin Paddon joined them in starting Pacific Haulage in Gisborne. Their initial four-truck fleet has grown into the company’s current fleet of 43 Kenworths. Pacific Haulage co-owner Warwick Wilshier describes Mike as “a great man – and a cornerstone of the East Coast forestry industry.” He was a strong supporter of the Road Transport Association, and highly respected in the local community. When Pacific Haulage and Williams & Wilshier opened an impressive new Gisborne base in late 2016, Mayor Meng Foon
Mike Treloar commended and thanked the two companies for their proactive community input and support of the local workforce – and for working closely with the council and local businesses on the project. He spoke of the positive impact the two
businesses have on the region and thanked them for choosing “our town” to make it happen in. Mike had a love of Kenworth trucks. In his words: “Is there any other brand?” He leaves Nanette, their two daughters, Vikki and Tania, and four grandchildren. T&D
Truckin’ to the footy final THREE ISUZU BUYERS ARE GOING TO THE FOOTY – the Rugby World Cup finals series in Japan, in November next year. In Rugby-mad New Zealand, Isuzu’s latest sales promotion is bound to be noticed: Everyone ordering a new Isuzu truck before the end of the year is eligible to win one of the three trips for themselves and a partner (provided the truck is registered before the end of next June). “We’re excited to be able to offer our customers the chance to win a trip to arguably the biggest sporting event of next year, where the world-champion
All Blacks will have a chance to defend their title and become the first team ever to win three titles in a row,” says Isuzu Trucks NZ GM Colin Muir. Each all-expenses-paid prize includes two tickets to the bronze final and the grand-final, plus tourist activities in Tokyo. Muir reckons that, on the back of the impending arrival of significantly upgraded N Series models, the promotion “is another fantastic reason to buy a new truck from Isuzu. The more trucks you buy, the more chances you have in the draw….” T&D Truck & Driver | 9
NEWS
New IVECO HQ almost ready TRUCKMAKER IVECO’S NEW multi-million-dollar New Zealand headquarters is expected to be completed this month. The Auckland facility, which IVECO says recognises the need for continuing investment in the NZ commercial vehicle market, incorporates a new national head office, 1400 square metres of warehouse space for expanded parts storage and a dealership. The 11,444 square metre site, which offers sales, service and parts for the full range of IVECO vans, trucks and minibuses, has a stateof-the-art 10-bay truck service area, for reduced servicing times. Other features include a truckwash, a vehicle showroom and a customer lounge. IVECO Australia business director Bruce Healy says that the company sees “many ongoing
opportunities in NZ” and is keen to invest in the market. “IVECO has enjoyed multi-digit sales growth in NZ in recent years and we recognise the importance of continued investment in NZ,” says Healy. “Increasingly NZers are trusting IVECO to handle a greater range of their transport and logistics needs, so we’re working hard to repay this trust by providing them with the best services and facilities possible. “The new site will not only go a long way to delivering a superior service to customers and prospects in the greater Auckland area but also, more broadly, right across the country, particularly in terms of our ability to increase local parts holdings for faster distribution to customers.” T&D
The new IVECO NZ headquarters is scheduled for completion this month
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NEWS
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Freight match-maker A NEW ZEALAND FREIGHT MANAGEMENT service startup that has automated the matchup of customers with freight, and transport operators with space available on their trucks, says it’s quickly gaining support. Alan Walpole, founder of Auckland-based Freighthub, concedes that making better use of available capacity is not a new idea: “What is new is our ability to use proprietary algorithms to identify where space is across our network – and then efficiently and automatically connect that with customers moving goods. “The feedback from customers is overwhelming: It saves money and it boosts efficiency – and we’re different from anything else out there.” Applying digital technology to automate the process of connecting freight with capacity results in “lower transport costs for customers and dramatic improvements in efficiency for transport operators. “No one else in NZ can provide the same level of nationwide efficiency and customer support as we can with our technology. It’s that good – and we’ve seen month-on-month customer adoption rates of 40%.” Walpole reckons that probably its biggest challenge, as it continues to innovate and improve its service delivery and reach – “now that we’re an established provider of nationwide freight – is staying ahead of customer demand.” While he says “adoption inertia” was expected, the service has been welcomed by the market: “It usually takes just one order through Freighthub to see the advantages of ease of use, convenience and – here’s the big one – substantial savings. “People give it a try and they’re hooked. It’s the experience they now expect from modern service providers.” CEO Katrina Hall says NZ’s SME (small to medium-sized enterprise) “road freight opportunity is a billion-dollar market. “Freighthub does not intend to compete with any carriers, but rather to optimise and connect a fragmented market.” T&D
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NEWS
Volvo Group Australia’s spectacular new HQ is on the right, alongside the company’s new state-of-the-art Brisbane dealership
Volvo invests… and invests again THE VOLVO GROUP’S COMMITMENT TO THE Australasian region has been reinforced, with the opening of its new $30million Australian headquarters in Brisbane. Not only did the Group’s global president and CEO Martin Lundstedt fly in to do the official opening honours for the HQ and a state-of-theart dealership…. He announced too that Volvo Group Australia, which is now Australia’s biggest automotive manufacturer, will also invest in the upgrading of its truck factory at nearby Wacol. Lundstedt says that the truck plant refurbishment will enable the Group “to further increase production” – signalling the company’s strong outlook. “Our increase in market share towards 27% (of the Australian heavyduty market) over the past five years, in combination with a strong heavyduty truck market, makes it necessary to further increase our production capacity,” says Lundstedt. “In the past five years alone, production at our Wacol factory has increased by 40%.” Investment in the factory will help grow the current market share “and
Martin Lundstedt
give a boost to around 85 local component suppliers,” he says “Volvo Group Australia has been making trucks in Queensland since 1972 and we are extremely confident in the Australian market. “We employ more than 1500 people across the country and have produced more than 60,000 trucks from the Wacol factory.” Lundstedt shared the official opening duties with Queensland Premier Annastacia Palaszczuk, who says that the Volvo factory is a significant part of the state’s manufacturing base, employing almost 500 people. “Volvo Group is the only truck manufacturer to be awarded ‘Australian Made’ certification, and we’re particularly proud to call them Queenslandmade.” The company’s new national HQ accommodates modern offices, a large dealership (selling Volvo, Mack and UD Trucks) and contemporary workshop on a 33,000 square metre site in a new Brisbane business park. Outgoing VGA president Peter Voorhoeve – who saw the new HQ opened just before he moved to the United States, to head Volvo Trucks in North America – says that the complex is “a beautiful building – but more than that it’s a tangible demonstration of Volvo Group’s commitment to its future operations in Australia.” T&D
Top tech’s trans-Tasman tie NEW ZEALAND’S TOP HINO TECHNICIAN Heidi Inkster has tied with her Aussie champion rival in a head to head Trans-Tasman Challenge in Sydney. Inkster, from Truckstops, Wellington, took on 2016 Australian champion Asa Pearson as part of Hino Australia’s 2018 Hino National Skills Contest, in the first Australia v NZ shootout. Inkster says thought she was “up against it,” given the amount of competition in Australia for its titles – and she thought it was a joke when they announced the draw. “I really noticed a step up in pressure, but made sure I took care of the basics and built from there.” The challenge saw Inkster and Pearson compete at the same time and against the clock, with 30 minutes to find four faults on a new GH1A wide-cab Hino. They had a 12 | Truck & Driver
time limit on finding each fault. “Normally you have time to think about a job but it was really interesting to see how you go under real time pressure,” Inkster says. Hino NZ technical support manager Simon Wilson says it’s a first-time encounter between top NZ and Australian Hino techs “and we couldn’t be prouder of Heidi.” Inkster encourages other Truckstops technicians to enter the NZ competition next year: “Give it a go and give it heaps! I actually learnt tonnes from the online component leading up to the final, so even if you don’t make it through, you will still benefit from the experience.” Heidi travels to the Gold Coast 600 V8 Supercar race this month as part of her prize and goes to Japan next year for an international awards ceremony hosted by Hino. T&D
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Story Wayne Munro Photos Gerald Shacklock
The high-sided bins and the short five-axle trailer add to the FH16 750’s towering presence
14 | Truck & Driver
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The 750 waits at Taupo Scoria for another load of red rock to feed Auckland’s evergrowing construction and housing needs
I
T’S AS IF BOMBAY TRANSPORT OPERATOR NEIL WOOD JUST decided to buy every iconic truck that he fancied. He didn’t actually make a conscious decision to do so…it just looks that way. It all started five years ago, when he added one of those spectacular 21st Century International LoneStar retro hotrods to his until-then modest (three-truck) fleet. Then, one by one, he’s added a Mack Trident, then (even better) a Super-Liner and then a Peterbilt 379. Plus, not necessarily for work purposes, a 22-year-old Mack MH Ultra-Liner (currently sitting in a shed awaiting a full restoration job). And now, to balance this hardcore North American handful, he’s just got a fullbore Euro icon….in the form of a Volvo FH16 750. Yep, a towering, 750-horsepower tipper…..for a company that’s traditionally worked around Auckland! A lot of the time working under its own diggers on earthworks jobs. But…..it’s not as crazy or indulgent as it might sound: The new FH only works around Auckland sometimes. Much more sensible, city-fied N&J Wood trucks – like two DAF CF85s, a couple of Renaults and two Volvo FMs now being added to the fleet – are designed to take care of most of the company’s daily grind in the metro area. Whereas the king-of-the-road Volvo joins the big Macks (and, sometimes, the Inter) on much more appropriate highway hauling – carting bulk loads between Auckland and the central North Island. The Peterbilt, by the way, is on transport duties for the company’s diggers. Another factor in the 750 purchase was the fact that wife Joanne and “the kids” – son Ryan and daughter Marieka have now joined him in the business – reckoned this sleeper cab 6x4 could be Neil’s 61st birthday present. That, understandably, wasn’t something he was about to argue against: “Well, if I was going to have a birthday truck – this was it!” He likes the fact too that it adds a nice European balance to the fleet’s flagship Stars ‘n Stripes trucks – ‘specially since the next new N&J Wood truck on order is another big American. And Ryan has dreams of adding a K200 Kenworth….at some stage.
There’s been talk too that this could/should be Neil’s retirement truck. He personally can’t see himself bowing-out just yet, but agrees that the Volvo’s perfect for the purpose: “Oh, it’s a really nice truck to drive. An old man’s truck, I call it. A lot of guys who are 60 or older have been driving some pretty harsh trucks over the last 40 years…. and end up in a Volvo for their last ride. “It’s just quiet and easy to drive. Bloody comfortable eh. Like you can’t beat them for comfort…” So is this is his last ride then? “Nah,” he says initially, then thinks about it….and adds: “Well, hey – this thing will be around for a few years, so yeah….you could be running it for 10 years.” The combination of the Volvo and a nice, easy drive down to the southern Waikato and Taupo and back five days a week is THE life alright – but he reckons there’s every chance he’ll have to give up his dream truck sometime soon: “The reality is that I will have to do more of the other stuff.” “Stuff,” that is, like running the landfill on the company’s Bombay property. Or doing more of the city work – in one of the smaller trucks. Or maybe even spending more time in the office, helping run a fleet that will be out to 12 trucks by year’s end. “As much as this is real easy to drive around, sooner or later I won’t get much choice. You’ve got to do what’s right for the business.” Particularly when there are always staffing issues, even though the company has a full squad of drivers: Two, for instance, are currently off work due to mishaps on the job. The two new Volvo FM 500s are part of a plan to attract drivers who aren’t keen on driving manual gearboxes – especially 18-speeds, which are in five of the nine Wood trucks. The FMs, Neil says happily, “are our sensible trucks – something practical, that you can see out of, easily climb in and out of – only two step entry…. Designed by Europeans for a driver. “Like this is alright too” in that regard, he says – gesturing to the 750: “Like, it gets around. It’s just a little bit bigger. It’s the same length bumper to bumper as the Lonestar – 20 mills difference.” Truck & Driver | 17
He’s well used to running around Auckland in the LoneStar and the Macks and says it’s just a matter of having to “watch what we do…. because the sites are getting tighter – everything just gets worse and worse and worse. “And the bonneted trucks are just another stressful thing for drivers to have to deal with – you’ve got two metres of something hanging out the front and a bumper to catch on things.” In comparison, he reckons, the FH 750 is easy: “This has the ability to turn around on a sixpence. So you can drive onto a site, and swing it around in one go, whereas the bonneted trucks might have to have two goes.” And it will on occasion be used around the city – even on carting coal when a coal ship is in port. But today Neil and the FH are doing the kind of job it was bought for – taking a load of stock food to a dairy farm near Putaruru, then running on to Taupo Scoria, a couple of kilometres north of Acacia Bay, on Lake Taupo. There it’ll pick up red scoria to cart back to Auckland for quarry owners, Bruce and Graham Seay. The work for the Seays – supplementing the deliveries done by their own truck and trailer units – has become an important part of N&J Wood’s work, with usually at least one truck devoted to the Taupo run…and sometimes up to three or four. Before we head off into a foggy Waikato morning, there’s time to take stock of this – the 32nd of the impressive FH16 750s to go on the road in New Zealand since a trial unit went to work for Freightlines back in 2013. Deliveries since then (including trucks now at body-builders) mean that the total is up to 36 Kiwi examples of the world’s most powerful mass-produced highway truck. Most of them, says Volvo NZ, are in livestock or linehaul work, with a few in logging and just two or three in tipping. They’re typically bought, says Volvo’s Scott Penny, as a flagship truck for a fleet, a reward for a top driver or as “something special” for an operator. The star of the driveline in all of them is, of course, the D16G750 16.1-litre engine – which produces 750 horsepower/551 kilowatts 18 | Truck & Driver
between 1600 and 1800rpm…and all that torque! As in 3550 Newton metres/2618 pound foot of it, all the way from 1050 to 1400rpm. The engine, of course, achieves the Euro 5 exhaust emissions standard by way of selective catalytic reduction (SCR). The optional VEB+ engine brake, delivering 577hp/425kW of retardation, is specced on this truck. It comes too, of course, with the 12-speed I-Shift ATO3512F (overdrive) automated manual transmission – well-proven and one of the best AMTs around. The drive is delivered to the road via RTS2370B tandem axles, rated to 23 tonnes and mounted on RADD-GR air suspension, with a heavyduty stabiliser bar. The 7.5t-rated front axle is on two-leaf parabolic springs, with a medium-stiffness stabiliser bar. The suspension’s completed by airbags under the rear of the cab and springs under the front. The Alcoa Dura-Bright alloys are mounted with Michelin XFE 385/65 R22.15 tyres on the steer axle and Michelin X Multi D 275/70 R22.5s on the drivers. He chose the 275s, “not the 11Rs, because it was about lowering the truck down a bit and also about them being 13-14kg per tyre less. I always knew it’d be heavy so it was just trying to drop a bit of weight out of it.” It has disc brakes all around, electronic braking and Volvo’s trailer stretch brake, which enables the driver to call on automatic pulse braking on the trailer to reduce the risk of jack-knifing. Appearance-wise though this particular FH16 750 looks even taller than others on the road here. That’s down to the high-sided alloy bins and the five-axle trailer – built, like all of Wood’s units, by Transfleet. These bins are higher – so it can “just fit a decent load of coal off the port, because it (the coal) is pretty light. It also gives us that little bit of extra cube for carrying grain and palm kernel – stuff like that.” The difficulty of manoeuvring around tight spots in Auckland counts out nine-axle HPMV units for the operation, but Neil Wood reckons that this – Transfleet’s sixth or seventh Short Five trailer, with a bin that’s 7.6 metres long, rather than the likes of a nine-axle unit’s 8.2m to 9m-plus bins, is a good alternative. Twin-steers would be “just terrible” for the work the company does,
Above: The handsome FH rolls into a dairy farm at Lichfield to deliver its load of stock feed Right: This badge now graces 36 Kiwi trucks
Opposite page, clockwise from top left: The stock feed mix, which includes recycled bread and other scrap food, joins palm kernel and dry distillers grain; Viking mural is the work of Joanne Wood’s brother Ron van Dam; Volvo airbag weigh system also links in with the trailer suspension – providing weights for all but the 750’s steer axle; ROR SL9 axles on the trailer are fitted with a PSI tyre pressure management system
he reckons: “You talk to guys running them and they say they really struggle to get into a lot of jobs. They’re good on the wharf – doing ironsand, coal and a lot of that big bulk stuff…but site work! Once a load’s off an eight-wheeler, it’s got no traction. And then you’re trying to drag a trailer out of somewhere. So inevitably they end up easy to get stuck.” So this combination, like the biggest of N&J Wood’s other units, is “a fraction over 20m,” with a long drawbar to make possible its permitted 52,700kg maximum all-up operating weight. It’s still manoeuvrable enough, “it fits into the rules…and we can get close to 35 tonnes (34.5t, in fact).” That’s with the trailer weighingin at just under 6.9t and the truck tareing at 11.3t – “with the driver onboard, full of fuel (it has a 465-litre tank), full of hydraulic oil, full of AdBlue.” The trailer has ROR SL9 compact integrated disc brake axles and air suspension, a PSI tyre inflation system and a Hyva Alpha series hoist and rides on AlexRims forged alloy wheels, the outside ones treated with ASHINE protective coating. Both truck and trailer bins are fitted with Razor rollover power tarps – Wood’s first experience with them. His only reservation is the likelihood of them getting hung up on high points in loads – because “then you’ve got to get up there and spread it around anyway.” Getting in and out of the FH16 is easy, despite the height of the cab – thanks to good grabhandles and steps with great grip. And inside – well, it looks pretty much as Neil reckons – that “the Europeans…they take a driver, they build a seat around the driver, and then build a cab around the seat.” He continues: “It’s all (as in, all the major controls and switches) easily reachable. And the steering is fully adjustable – in every direction! You can pull it out, lift it up and down…change it in 20 different directions.” We agree that it’s got a nice, spacious feel – even though, as he says, “it’s not a huge cab, if you compare it to a big sleeper-cab Kenworth or something like that. “Storage? There’s just a huge amount of storage. Lockers behind there – bins, trays in the centre console, drink holders and so on.”
As well as the cubbies, draws, trays and drink-holders in the centre console, there’s a big cupboard above the bunk, more storage above the windscreen and a rollout fridge under the bunk as well. The I-Shift selector is located beside the driver’s seat, near the neat plinth designed and built by Transfleet for the tipper controls. There’s also electric windows, electric mirror adjustment, electronic aircon, remote door locking and leatherclad armrests, grabhandles and steering wheel. Plus there are a couple of oddities: A little hammer cradled beside the driver’s seat is, apparently, there in case you experience a rollover crash and need to break the sunroof, which doubles as an escape hatch if the doors can’t be opened. “But it’s got a whole lot of things. This (as he pulls down the interior sunvisor, which stretches right across the windscreen). Like you can never reach that side over there. With this one you don’t have to. “You’ve got heated seats…even got a smoke alarm!” he laughs: “Hey it’s a great office! Like it’s a nice out of town truck. Everything fits. There is no reaching. It’s just simple stuff. It works.” We also take the opportunity to use the electric/hydraulic cab tilt. In putting 14,500kms on the clock so far, Neil hasn’t tilted the cab until now: “No, it hasn’t broken yet!” It’s a late start out of Bombay (8.45am), with the combination lightly loaded (at 42.8t all-up), with stock feed picked up last night from EcoStock – which recycles waste veges, bread and packaged food from manufacturers, supermarkets and the like…and creates a mix as a livestock supplement. Neil drives out of the yard with the I-Shift in manual mode, even though he normally leaves it entirely to its own devices 90-95% of the time: “Really you’re only playing with it at odd times, to stop it doing stuff you’d rather it didn’t do…..changing unnecessarily.” And right here is one of those spots – as the turn out of the yard leads straight into a gentle downhill and then a rise. He wants acceleration for the hill that follows – but accelerating downhill causes “a little bit of confusion” for the I-Shift. Better then to override it – as he does exiting the quarry just across Truck & Driver | 19
Left: Neil Wood rolls back the power Razor tarps Right: The 16-1 litre D16G750 engine that’s the heart of the beast
the road as well: “You start off (climbing out of the quarry) in sixth gear – and you’ll button-off on the throttle, just so it holds there…but it thinks the hill’s gone away, so then it’ll change up. “So in those situations you just put it into Manual and leave it there – and then you can drive it like a manual.” Although he’s driven manual gearboxes almost all of his driving life (covering 40-plus years), he’s happy with a good AMT. And the crisp, quick shifting prompts his opinion that “the Europeans have really got it sorted now.” Considerations like truck servicing, good experiences with the other Volvo Group makes in the fleet – Renault and Mack – and an old FL Volvo years ago, plus a good relationship with salesman Mitchell Redington, added to the obvious attraction of owning one of the most powerful trucks on the road, he reckons. He lives by the cruise control on trips like this, but wasn’t interested in adaptive cruise – capable of maintaining a preset distance to the vehicle ahead: He’s heard that around Auckland it’s “just a nightmare, according to guys who’ve got it. Well, it goes all the time. You set it for say 50m of space….and going up the motorway there’d be six people getting within 50m….cutting in on you!” One extra piece of (relatively inexpensive) technology he did get and really rates is Volvo’s onboard weigh programme, courtesy of airbag pressure sensors, supplying the info from the drive axles and from the trailer. He calls it up via the steering wheel controls for the digital display on the dash: “See…there’s my trailer at 20.1 tonnes, my set of diffs are weighing 14.8t. Plus I’ve got the front axle to add onto that. So the truck’s at about 21.5t.” Ex-factory it was less than 20% of the cost of an aftermarket system (albeit without weighing the front axle). With weigh-in-motion systems soon to be introduced around NZ, he believes everyone’s going to need onboard weigh systems. Otherwise, he reckons: “They’ll be so busy pulling trucks in at Bombay it won’t be funny. It’ll be great business for SI Lodec and a whole lot of others…” As the dense fog suddenly lifts as we head south, Neil Wood shrugs off any retirement talk: “I’m actually quite happy doing this…. On a day like this! In this truck! “Like, we’re doing 90km/h…and it feels like we’re doing 30. Sitting on 1250 revs. You know, you’ve got 2650 lb ft of torque at 1150rpm.” He has the cruise control set for 90k and the I-Shift in Economy mode. He scarcely bothers with Power mode, unless it’s for a steep downhill maybe: “I’ve played with it a couple of times and it hasn’t 20 | Truck & Driver
made a huge amount of difference. “Like coming back from Taupo, coming up Tar Hill, in cruise control (and Economy mode) you hit the bottom at 90k – just leave it in cruise control and don’t touch anything. It drops down to 70ks through the first pinch, then climbs back up to 90 through the flatter piece. For the steeper bit at the top it drops back to about 85 and one gear down. That’s at 52.5-53t.” The utter ease the 750 operates at shows a return in the fuel use figures so far. The truck’s lifetime average fuel economy for the 14,500kms on the clock to date is 1.8kms per litre. “For a big engine, that’s good. Our best truck for fuel figures is our Trident – with a 535hp 13-litre Volvo engine.” The seven-axle unit can run from Auckland to Taupo return – loaded to 50t, except for about 50kms… “and it’ll be at 1.98 (kms per litre) for the round trip.” The Super-Liner, with its version of this engine rated at 680hp, also averages around 1.8kms on this run. Neil’s picking that the 750’s fuel economy’s only going to get better once it gets 50,000kms or so on the clock. On the Kaihere hills, just before things flatten out over the Hauraki Plains, Neil decides to intervene – just to show what this powertrain’s capable of, locking it into manual…and then letting it lug down below 1000rpm. Eventually to 800rpm! There isn’t the slightest sign of complaint from the 750 – no shudder, no vibration. Nothing. Says Neil: “Mass torque – you just leave it. You can become a really lazy truck driver!” Coming up to 35k right-hander at the top it’s at 45km/h and 1000rpm: “There’s your fuel-saving eh. Big pistons going up and down – slowly. It’s simple maths…. “You really don’t need to intervene – with that torque and horsepower and a very clever gearbox, they do look after themselves.” He pulls the engine brake onto its third and most powerful stage for the downhill run, using a tap on the button on the end of the control stalk to prompt higher-rev shifting. Even the bumpy road across the plains is handled comfortably by the Volvo’s suspension. Another extra on this unit is a PSI tyre pressure management system, integrated into the ROR SL9 disc-braked axles on the trailer: “The general consensus is that the cost of fitting it, which is just under a thousand bucks an axle, you’ll get back in about 18 months, just in tyre wear. “I can definitely see the benefits in it. I go around the tyres in the
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yard….and as much as the boys kick them or hit them with a hammer and they sound good, they could be running at 70psi when they should be at 90. They reckon 10psi is 1% more fuel burn on a truck – and tyre wear goes up. The nature of the work means that the trailer tyres “do a lot of screwing around….so if we get 120,000-150,000ks out of tyres, that’s pretty good.” For the same reasons – lots of tight manoeuvring on sharp stones in quarries and offroad – the drive tyres also cop a hiding…even more so on this unit, with its prodigious power and torque. As he puts it: “This horsepower is going to eat the tyres.” Because of that, “I just put the diff lock in a lot of the time. I go into somewhere and think ‘oh that track looks a bit steep’ and I just put it in. It doesn’t do the diff any harm – it’s only the diff lock, not the crosslock.” “And it’s going to reduce that wheelspin, which will reduce tyre wear and save digging the place up. Because it is brutal – the full horsepower. Like it still wheelspins coming up hills with a full load on it if you put your foot on the gas too hard. You could do a lot of damage.” The FH 750 tipper, far from being a crazy overkill, makes a lot of sense in many situations, Wood reckons – and in some scenarios can outdo a more expensive nine-axle unit. On a designated 50MAX route – like the Te Kuiti-Reporoa run he often does, carting lime, for instance – “our payload’s about 3t higher than theirs. “I can see this combination….being useful. With this, you’ve also got manoeuvrability. You go into a cockey’s tanker track with a bonneted eight-wheeler and at 23m long….. “Or you’re trying to back into a palm kernel bin that was built
for something a lot bloody smaller. And it’s on your blind and it’s narrow…. “This is a big cab – a high cab. But it’s got the same manoeuvrability as the little ones (the FMs). All’s you’ve got is you’ve got a bigger house on it. And a bit more weight on the front.” He’s able to show it off at the Lichfield dairy farm where this load needs to be tipped off into a bin accessed by reversing in past some big feed bunkers, a shed and a farm tractor parked bang in the middle of the approach. The two neighbouring Syben family farms here have lush paddocks and a big stock food store – three huge bunkers and a plastic-covered stack in a paddock that, when they were full, contained 1500-2000 tonnes of self-grown maize. The stock feed mix is tipped off between bins of palm kernel and DDG (dry distillers grain) – and it’s no sooner in place than the day’s dietary supplements for 600 dairy cows is being mixed up by one of the farmers. It’s like mixing a cake – on a giant scale, with a loader bucket replacing a spoon: A bucket full of palm kernel here, a bucket full or so of the food waste feed that’s just arrived on the Volvo, a decent helping of molasses, plus maize and specified kilogram measures of calcium, magnesium and whatever else the nutritionist has advised. It ends up with 16t of it being stirred up by the augers in a mixer trailer. Lunch is about to be served! It’s absolutely a science. Farmer Ronnie Syben says it’s even beyond him sometimes. But Anita Syben reckons that the cows love it – ‘specially when it includes carrots trucked in from Ohakune. Neil’s just happy that the mud here isn’t deep – not like a farm the other day where “it was up over the top of me boots.” It’s just as well
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Above: Getting onto quiet back-country roads in the southern Waikato makes a nice treat for N&J Wood drivers who have to put up with Auckland’s clogged roads much of the time Top left: Neil Wood loves the nifty Volvo muddy boot stowage arrangement. The closed door locks them in Lower left: Volvo thinks of everything! This is a hammer to break your way out of the sunroof in the event of a rollover rendering the doors too damaged to open
then that he’s found that the two top steps into the cab make the perfect storage rack for stowing muddy boots: “I leave them sitting there and the door shuts on ‘em. It’s a Volvo custom-designed boot rack – so you haven’t got those lovely smelly boots in the cab.” It’s a cruisy 83km run from Lichfield down SH1 to Taupo – the cruise control set at 90k. And as Neil comments, “empty it’s still nice to ride in…doesn’t bounce around at all.” At the Taupo Scoria quarry, there’s a short wait in the midst of huge piles of red scoria – much of it destined for Auckland, which Wood reckons is “struggling to get enough metal crushed and on the ground. You know, the amount of (Auckland) quarries having issues with resource consents and hours and truck movements in and out.” With “more and more projects going on, metal is travelling greater distances.” The likes of the 750 make that economically viable: “Like you come out of the roundabout at Wairakei and it’s in top gear by the time it’s gone two ks up the road – and it’s still climbing. So, high torque, low revs…and there’s your fuel savings.” There’s no need for the diff locks at all today – but as we drive back to the main road, Wood does take the 750 out of Economy mode for one gravel downhill – bumping the revs up to 1500 so it holds us back to 30km/h no problem. He did consider a hydraulic retarder with this, then decided to save the extra cost and rely on the engine braking. He wonders still if the retarder would have ended up paying for itself in reduced brake wear. Over a lunch break at Wairakei, Wood ponders on one day getting the 680hp Super-Liner and the FH 750 together on this run – to see which one performs best, and returns the best fuel figures. They do, he confirms, feel different in the way they drive, despite their shared Volvo Group powertrain. There’s also the fact that the Volvo is very quiet, while “the Super-Liner, being American, has got a bit of noise to it. He has a suspicion that “the Super-Liner would actually give this
thing a hard time on these big hills. It hauls arse – like, if you put the slipper into it.” As we get back onto SH1 we’re at 51t all-up – the trailer on 30t and the truck showing 14.9t on the drivers, so it’s at about 21t total: “It means we’ve got approaching a 33t payload.” The first decent climb, in Economy mode and in Auto, we only start into at 80km/h and the I-Shift makes single downshifts to end up ninth at 65km/h – and soon doubleshifts back up to 11th while still climbing. It’s so quiet and smooth and does it so easily that, as Wood says: “It’s deceptive eh. I’ve told the boys (the two who are also allowed to drive it) you need to watch the speedo because you’re gonna get caught out.” We get started into the biggest climbing test on this part of the run, on Tar Hill, at 90k in top and it drops down just one gear to 70km/h. Then, while still climbing the easy part of the hill, it gets back up to 90k, at 1600rpm – still in 11th. The last part of the hill knocks us back to 75km/h – and that is it. Wood, who years ago drove 285hp, 300hp Macks, Mitsis and the like between Auckland and Napier, laughs at how easily this does it: “I remember the days when you’d be in the low box coming up a hill like that.” Everything about this truck adds up to easy (right down to the auto release handbrake – released the moment you touch the throttle pedal): “It does everything so easily. It takes the driving out of it. You can spend 10 hours in it and at the end of the day you get out and go wow! F*** that was good!” So, is there ANYTHING he doesn’t like? “Ahh, we have got a whistle we’re chasing – we thought it was from the beacon on the light bar. Now I think it’s the light bar. We’re just putting a little bit of tape on here and there. Once that’s gone you won’t hear a thing inside.” Yeah, a whistle. The worst he can come up with. Sums it up really. T&D Truck & Driver | 25
Trevor Test
T
GIF (THANK GOD IT’S FRIDAY) AND I’m catching up with Neil Wood and his new Volvo FH16 750hp 6x4 tipper and its Transfleet five-axle trailer. Not quite your usual nine-axle, 50 tonne unit – but an adapted unit for the work it does. I was away having a chassis rebuild, getting the old truck driver’s spine realigned and fused when editor Wayne Munro caught up with the truck, so now – a few weeks later – I’m cleared to drive again…and once again I can climb on board another of these high-horsepower wonders. With my new back it’s an easy climb up into the cab, with four good, deep, well-spaced steps and easy-to-reach grabhandles both front and rear of the door opening. Once inside it’s a very familiar layout, with easy-to-reach controls, all in the right place. As with so many of the current European offerings the driver ergonomics
26 | Truck & Driver
are right up there with the best of them and all the usual controls are very similarly located, making you feel right at home as soon as you get behind the wheel. There’s a great seat and I don’t even move it from Neil’s settings. It has armrests and great lumbar support – something that I’m very conscious of at present. Gear selection is down to the left of the driver’s seat and all of the regular functions are either on the steering column stalks or on the steering wheel itself. N&J Wood’s yard is located at the top of the Bombay Hill and the truck and trailer are loaded to around 44.4 tonnes with stock food – the trailer load for a dairy farm near Tirau and the truckload to another near Te Poi. We head out of the yard and straight on to the Bombay Hill descent and as we come out of the slip road onto SH1
we’re already at 70km/h. I engage the engine brake and we drop down the hill completely under control, with no need to touch the brake pedal, at just on 80k and make the turn at the bottom onto SH27 to head out across the Waikato to Tirau. Highway 27 isn’t the smoothest on the first stretch, but inside the big Volvo’s cab it’s pretty comfortable, with very little feel from the rough road surface coming up into the cab. The combination of the truck’s rear air suspension and the cab suspension make for a nice smooth ride, taking out all the road vibration. Despite all this air-assisted ride the truck still feels nice and steady, unlike many of the older-model Volvos, where the cab seemed to float around a lot. Noise levels in the cab are great. There’s almost no noise
• SPECIFICATIONS • VOLVO FH16 750 SERIES 4 6x4R Engine: Volvo D16G750 SCR Capacity: 16.1-litres Maximum power: 551kW (750hp) @ 1600-1800rpm Maximum torque: 3550Nm (2615 lb ft) @ 1050-1400rpm Engine revs: 1245 at 90km/h Fuel Capacity: 465 litres Transmission: 12-speed Volvo I-Shift ATO3512F automated manual Ratios: 1 st – 11.73 Above: At just on 51t the big Volvo whistles up Tar Hill, slowing to 70km/h at worst
Opposite page: Improving highways and fuel-efficient new trucks have helped make long-distance cartage of scoria to Auckland an economic proposition
2nd – 9.21 3rd – 7.09 4th – 5.57 5th – 4.35
from that great 750hp/ 3500Nm engine working away right below you. We glide across the countryside in complete comfort and the only real problem I have is holding the beast back to 90k. I have to keep an eye on the speedo all the time as it’d be just too easy to go faster without even noticing. With no noticeable engine noise and the smooth ride you just do not get any sense of speed. We hit the Kaihere Hill – but it’s not much of a challenge. The climb up to the 35k corner near the top is hardly noticeable, with the I-Shift box smoothly dropping gears more because I need to lift off for the corners than because of the climb itself. As we slow right down for the 35km/h corner it drops easily into the right gear and then quickly picks up gears as we accelerate up to the summit. Dropping down the other side, once again I just engage the engine brake and let it do its thing, with no need to touch the service brakes. Through the corners the truck is very stable and the steering is very precise, with no effect from any bumps you hit along the way. In fact, you hardly need to hold the wheel – just rest your hand on it. Despite this lightness there’s no lack of feel for the
road and positioning the truck comes very easily and naturally – so much so it’s hard to get my head around it…that it can have such a light feel and such good driver feedback. Once again, in places this road can be bumpy, but that certainly isn’t transferred up into the cab. Not only does this truck have all the usual Volvo comfort and technology, it’s also fitted with remotely-operated Razor tarps and the trailer has the PSI automatic tyre inflation system, making it a very easy unit to operate. All too soon we reach Tirau and its time to give Neil his truck back. This has to be one of the easiest trucks to drive. With its combination of horsepower and torque, along with the great I-Shift transmission and its in-cab comfort, it really makes the driver’s environment one of the best on offer. It really is an old man’s truck – and that’s not being derogatory about the 750….it’s just that it’s so easy to drive. As you sit there in your great armchair seat, the busiest you get is checking that the climate control is at the right setting, making sure that the entertainment system is at the right volume….and keeping the speed down at 90k. T&D
6th – 3.41 7 th – 2.70 8th – 2.12 9th – 1.63 10th – 1.28 11th – 1.00 12th – 0.78 Front axle: Volvo FA-HIGH, maintenance-free, 7500kg rating Rear axles: Volvo RTS2370B single reduction, 21,000kg combined rating Auxiliary brake: Volvo VEB+ engine decompression brake Front suspension: Parabolic springs, shock absorbers Rear suspension: Volvo RADD-GR air suspension, shock absorbers GVW: 28,500kg GCM: 60,000kg
Truck & Driver | 27
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THE DRIVING FORCE OF NEW ZEALAND TRUCKING
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Industries join forces on immigration
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The Canadian trucking industry is facing a shortage of 48,000 drivers by 2024 – however, Canadian immigration policy means that overseas drivers are encouraged to apply for vacant positions
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Picture:“Coca Cola” by Benson Kua, licensed under CC BY 2.0
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by Ken Shirley Chief Executive Road Transport Forum NZ
TD28638
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S THE DRIVER SHORTAGE BECOMES acute, operators are spending more and more time looking for solutions – both short and longterm – to address the problem and keep their trucks on the road. It may be of little comfort to know that the driver shortage is not a New Zealand-only phenomenon. But all over the developed world, countries are struggling with finding enough drivers to fulfil the freight task. The fact is it’s getting harder and harder to attract young people to become professional truck drivers. It’s a skilled labour job and there’s a chronic shortage. Simply put, a lot of the road transport industry is not competitive in the skilled labour market either: These days a wide variety of trades and professions are competing for a limited pool of jobseekers and school-leavers…and frankly as a sector we’re struggling to keep up. Other jobs in other industries have become far more attractive – with arguably better work-life balance, career progression and remuneration. With the pressure coming on
the construction sector from large infrastructure projects and initiatives like Kiwibuild, for example, it is likely that we will face this competitive environment for a long time to come. The good thing is industry accepts that longterm the solution must come from within. There is no doubt that the driver shortage is front-of-mind for us, as is illustrated by industry initiatives such as SWEP. However, in other countries there is support for the industry by way of short-term immigration measures to help bring in overseas drivers, hence the number of Eastern Europeans in the United Kingdom or the United States, driving trucks. Unfortunately, successive governments in NZ have taken a much more nationalistic stance to immigration policy in recent years, particularly regarding working visa rules. While this Government has softened its position somewhat since it was elected last year, there’s very little hope that professional driving will find its way back onto Immigration NZ’s skills shortage lists anytime soon. Since truck drivers were removed from the Immediate Skills Truck & Driver | 29
THE DRIVING FORCE OF NEW ZEALAND TRUCKING
“Halting the race to the bottom by charging realistic freight rates is a good place to start” Shortage List in 2014, operators have found it extremely difficult to recruit drivers from overseas. The bureaucracy is overwhelming and anecdotally we hear from a lot of operators who have just given up because of it. While RTF continues to advocate for truck drivers to be reinstated, the likelihood of that happening is extremely low. We have therefore joined in a broader campaign involving other prominent industry associations facing similar workforce shortages. This has recently been formalised by the signing of the Employment and Immigration Charter. The Charter’s stated objective is to “bring together leading industry organisations and peak bodies with a common interest in ensuring that NZ has a vibrant labour market, with sufficient capacity to meet the needs of our growing industries.” Signatories to the Charter represent sectors that traditionally struggle to attract local workers – including forestry, horticulture, farming, aged care, civil contractors, hospitality, tourism and road transport. 30 | Truck & Driver
The Charter sets out some basic principles that associations representing these sectors believe need to be addressed in order for NZ to have an immigration policy consistent with the needs of our economy. We advocate for a longterm strategy to ensure there are sufficient motivated NZers to resource our future workforce needs and – where there are gaps in the labour force – that these can be bridged by the implementation of a stable and consistent immigration programme. We also want to see our immigration policies be competitive with those of other key countries reliant on immigration to bridge labour shortages, including Australia and Canada, as well as more public recognition of the valuable role migrant workers play in the NZ economy. While this Charter doesn’t call for specific numbers or address labour shortages in specific regions or industries, it is designed to reframe the debate around immigration and move us away from the kind of xenophobia-laden protectionist politics that have dominated the public debate over the past few years. RTF will continue to encourage political parties to reassess their policies on immigration and the value of migrant labour in industries such as ours. Unfortunately, many of our politicians have become convinced that providing jobs, housing and infrastructure for Kiwis can only be achieved by dampening demand in those things, and reactionary anti-immigration policies are the low-hanging, voter-laden fruit in that blame game. The reality therefore is that the driver shortage will only be solved by encouraging and incentivising a larger domestic workforce that can be sustained and expanded to meet the requirements of NZ’s future freight task. To do that we have to work hard to improve the attractiveness of our industry. Halting the race to the bottom by charging realistic freight rates is a good place to start. T&D
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THE DRIVING FORCE OF NEW ZEALAND TRUCKING
The golden rule is that animals must not be transported unless they’re fit enough to withstand the entire journey without suffering unnecessary or unreasonable pain or distress
New animal welfare regulations explained T
HE GOVERNMENT’S RELEASE OF NEW animal welfare regulations has been accompanied by a lot of misinformation and anxiety amongst operators, says RTF senior policy analyst and National Livestock Transport & Safety Group (NLTSG) advisor Mark Ngatuere. “To some extent this uncertainty is to be expected and is often the case when change is involved. Essentially the new regulations strengthen the ability to place responsibility directly where it lies – which is very often not with the transporter. And in that respect the regulations provide a lot more support to operators than before,” says Ngatuere. “As a consequence, RTF and NLTSG suggested that MPI make people available to talk to industry directly through a series of meetings.
“There has been a fair bit of recent history in terms of policymaking that has sought to place an unfair level of responsibility on transporters, which understandably makes the industry very wary. We saw during the development of the new bobby calf regulations that, unless the industry pushes back on issues of perceived unfairness, we’re liable to find ourselves carrying the can for what should be the responsibility of farmers or other sectors.” With regards to the 2018 regulations there are areas that RTF and the NLTSG identified as of interest to transporters, says Ngatuere. First is the use of electric prodders. The new regulations state that an electric prodder must not be used on an animal except where cattle, deer or pigs weigh over 150kg and – especially with deer and pigs – only in certain circumstances. There has been concern regarding the 150kg limit and the Truck & Driver | 33
THE DRIVING FORCE OF NEW ZEALAND TRUCKING
difficulty of a transporter guessing the animal’s weight with any accuracy and given the difficult environment they are required to work in. However, according to Ngatuere, there is a degree of discretion available to the regulator and those issued with an infringement have the defence available that the animal appeared to be over the minimum weight at the time of transportation – or there were personal safety considerations that warranted the use of the prodder. MPI has acknowledged that health and safety overrides all other considerations. The issue of pre-existing conditions is another hoary old chestnut. The regulations applying to transport are backed by provisions that apply to senders of livestock, eg farmers. NLTSG expressed to MPI the importance of senders ultimately being responsible for presenting unfit animals for transport, particularly as they’re the ones who spend significant time with the animals before transportation and have greater knowledge of their health and any conditions they may have. Says Ngatuere: “While this is important, and the NLTSG has done a great job consistently advocating this point, there does still exist transporter responsibility to reject unfit animals if they find them – unless they’re presented with a vet certificate for travel.” In response to the obvious anxiety felt across the industry on these issues, RTF and the NLTSG arranged for operators to have the opportunity to meet with MPI staff and discuss exactly what the new regulations mean. Meetings were subsequently held in Feilding, Whangarei and Invercargill, each involving around 60 transport industry attendees. There are also plans for meetings in Canterbury and the Waikato. “The NLTSG and RTF are extremely grateful that Leonie Ward, the manager of MPI’s Animal Welfare Sector Liaison Team, made herself available to attend those meetings and respond to operators’ concerns. It is invaluable for transporters to hear straight from the regulator and helps to dispel a number of myths around the new regulations,” says Ngatuere. “We also appreciate the effort that RTA regions have put in to facilitate these meetings.” From the meetings it was obvious that further confusion has centred around where responsibility lies on an animal giving birth while being transported and where responsibility lies in cases of back-rub. “Leonie did a great job of explaining that it is indeed unreasonable to expect the transporter to be able to accurately assess how close an animal is to giving birth in the few moments available as an animal is being loaded onto the truck.” The responsibility for that lies squarely with the sender, who should not be knowingly transporting animals in that situation, unless they have a vet certificate stating the animal is fit for transport. If, however a transporter is informed that an animal is very near to giving birth and doesn’t have the necessary vet certificate and they do still decide to transport it, then the transporter does share in the responsibility for the animal giving birth on the truck. “The right response in that situation is to inform the sender of the animals that you cannot cart the animals.” The back-rub issue is another where myth had supplanted fact in some quarters, with many operators believing that they risked being issued infringements for pre-existing back-rub conditions. “The regulations are actually pretty clear on this point,” explains Ngatuere: “The specific clause states that a person must not transport 34 | Truck & Driver
a cattle beast, deer, sheep, goat, or pig in a manner that causes backrub. Once again, the responsibility for pre-existing conditions lies with the sender and – as has been the case for a while now – if the transporter is not satisfied with the overall fitness of the animal or ability to transport without causing injury then they shouldn’t cart it.” The golden rule that all transporters, farmers, meat processors, stock agents and vets need to have in their mind is that animals must not be transported unless they are fit enough to withstand the entire journey without suffering unnecessary or unreasonable pain or distress, Ngatuere points out. “If in your judgement an animal that you identify when loading shows signs of physical suffering, then it’s your right and responsibility to leave it behind.” The regulations can be viewed at www.legislation.govt.nz under Animal Welfare (Care and Procedures) Regulations 2018. Further explanation of the new regulations is also available by clicking through the Animal Welfare Regulations link on the Animal Welfare page under Industry Information on the RTF website. T&D
KMAX: UP TO 35% MORE MILEAGE *
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goodyear.co.nz * Comparative tests made by Goodyear Innovative Center Luxembourg on size 315/80R22.5 between July 2011 and June 2013 show that new Goodyear KMAX S and KMAX D steer and drive tyres offer an improvement in mileage potential up to 30% and 35% respectively vs. Goodyear RHS II and RHD II + tyres.
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THE DRIVING FORCE OF NEW ZEALAND TRUCKING
Pre-employment testing aims to stop drug issues from entering the workplace and helps to create a culture of safety within a company
Drug testing shows industry taking safety seriously Story Kirk Hardy, CEO of The Drug Detection Agency
A
T THE DRUG DETECTION AGENCY WE’RE seeing employers in the transport industry taking workplace safety seriously. We’re seeing significant buy-in from companies that desire drug and alcohol-free workplaces. We’re seeing it in the requests for testing policies, practices and services and in results coming from our testing partner, Omega Labs. The biggest trends we’re seeing, are that drug testing results in the transportation industry are improving and there are some very encouraging patterns emerging. While our 2018 data is clearly incomplete, we can say that the transportation industry – in relation to the levels, type and results of drug and alcohol testing – appears to be in better shape than other industries with safety-sensitive workforces. Transportation companies have been putting their money where their mouths are – and are making efforts to keep the roads and the people on them safer. The policies that are going into place are more robust, whether
that’s pre-employment testing or post-incident testing. Drivers and other transportation staff also seem to be getting a better understanding of what are acceptable and unacceptable behaviours. To get a little technical, I think it’s worth noting that non-negative testing in the industry is trending down. A non-negative is where a test specimen indicates traces of a drug might be present, but further lab testing is required for confirmation. This simply means we’re not sending samples to the lab as much as we used to. That’s great praise for truckers. To me, this indicates a safer workforce on the road and it shows that fleet operators are making workplace safety a priority. When I look at how the year is trending, our internal TDDA information tells me that the industry is improving its drug and alcohol policies and testing practices, and it’s making a difference. Operators are turning to random drug testing, which is a big deterrent to substance abuse, and one of our most common forms of testing. At TDDA we see companies relying on random testing as both a deterrent, and a way to identify risky individuals. Truck & Driver | 37
THE DRIVING FORCE OF NEW ZEALAND TRUCKING
Reasonable-cause testing, random, and post-incident testing are in wide use, and that tells me that employers and employees are understanding the impacts of drug use in the workplace. Transportation operators continue to opt for pre-employment drug testing, which provides a risk assessment of the potential candidate. This form of testing, which happens prior to an applicant being awarded a job, ensures the right people are operating vehicles on New Zealand roads. Drug testing is now a vital part of the pre-employment due diligence process for most safety-sensitive industries, and the transportation industry is making great use of the process to ensure the right people are behind the wheels of their light and heavy vehicles. Pre-employment testing aims to stop drug issues from entering the workplace. Employers love it because, along with a policy discussion, it details clearly what are acceptable employee behaviours before the first day of work even starts. It helps create a culture of safety within a company. Pre-employment testing was taken on by the industry some years ago and has remained a staple for those making employment decisions. They know that pre-employment testing drives home the point that a workplace will not tolerate improper use of drugs and alcohol. Businesses are getting more savvy at identifying high-risk drivers on the road, and team members are realising they can’t get away with drug or alcohol use while operating in a safety-sensitive industry. When it comes to the actual drugs we’re seeing, the trends might not be what you think. What you hear on the radio or see on TV might not match what we’re seeing at TDDA. That said, cannabis is still king. It’s also no surprise that methamphetamine, more commonly known as P, continues to be a scourge on NZ and is a growing issue. We all need to do our part to identify and stop the use of meth entering the workplace – it’s a major problem for more than just safetysensitive industries. But the biggest non-cannabis drugs we see aren’t methamphetamines. They are opioids.
The Drug Detection Agency’s chief executive Kirk Hardy
These represent both illicit drugs like heroin and fentanyl and prescription medicines such as Tramadol and Oxycodone – and they are showing up, prescription or otherwise, at a much faster rate than people may realise. While we can’t tell if the drugs are illicit or prescribed, we really need to start recognising that opiate-based drugs are a very real and fastgrowing problem for safety-sensitive industries. At TDDA we think this drug group isn’t being taken seriously enough. Opiates are a major issue in places like the United States and
LOGBOOKS FOR SALE THE ROAD TRANSPORT FORUM has logbooks for sale – in either A5 or A4 format. The logbooks can be ordered online at www.rtfnz.co.nz and paid for by credit cards. The A5 logbooks cost $6.50 each, plus GST, for orders of 50 or more – or $7.50 each (plus GST) for less than 50. Similarly, the A4 logbooks cost $16.50 each (plus GST) for 35 or more – or $18 each (plus GST) for smaller orders.
38 | Truck & Driver
THE DRIVING FORCE OF NEW ZEALAND TRUCKING
“We all need to do our part to identify and stop the use of meth entering the workplace” Australia, and they’re on the rise here too. Thankfully, the transportation industry is on the right track to keep these substances off the roads. While it’s too early to know what the rest of 2018 will hold, at TDDA we believe that the testing practices being used, and the results we are seeing, show an extremely positive outlook and reflect well on the transportation industry. It’s really encouraging to see the emphasis that the industry is putting on workplace safety. It tells us that the industry recognises that developing appropriate drug and alcohol policies and comprehensive drug testing regimes is a critical tool to ensure safer roads and ultimately, protect people’s lives. 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 | 39
Story Hayley Leibowitz Photos Gerald Shacklock
Reality beats dreams 40 | Truck & Driver
FLEET FOCUS
The new Kenworth T610 SAR heads for a fertiliser stockpile at an aerial topdressing strip high in the hills around Bideford, about 37kms northeast of Carterton
Truck & Driver | 41
The Mear and Watchorn families are celebrating 9 years of ownership of Fruehauf in New Zealand
Yvette and Jeff Mear
Karen and Phil Watchorn with Baylee
JOIN US AND BE PART OF OUR EXCITING JOURNEY It has been 9 years since the new ownership of Fruehauf NZ Ltd under Phil Watchorn and Jeff Mear. We are focused on quality, innovation and meeting the ongoing needs of our loyal customers. Only the best trailers carry the Fruehauf brand. We build standard and customised trailers, diverse gated curtain-siders, walking floors, sliding bodies and now the Cargobull Refrigerated Trailers. Due to our ongoing expansion, we are looking to fill the current positons: Fitter Welders in both Auckland and Feilding Fitters in both Auckland and Feilding Class 5 Truck and Trailer Driver in Feilding Industrial Vehicle Spray Painter in Feilding
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One of the company’s two 2017 Freightliner Argosys tips off feed at a Carterton piggery
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CHOOL WAS QUITE AN INCONVENIENCE FOR A YOUNG Jamie Ellison: He only ever set his sights on one goal – owning a truck. Still, as single-minded as he’s always been, he’s even surprised himself with his success – having now progressed to being, at 36, the proud owner of not just one truck….but a fleet of them! He’s even got a few Kenworths – his dream trucks. And there’s another one due next month. The owner of Wairarapa’s Ellison Cartage – a nine-truck rural bulk cartage operation based just out of Carterton – says he “started young” with his passion for trucks. And he’s not kidding: His earliest memories of an involvement in trucks and trucking date back to when he was just four or five – growing up on the family farm at West Taratahi, about six kilometres north of Carterton. Waipapa Farm is a property that belonged to Jamie’s grandparents….and then his folks, David and Bernadette, after that. “Dad always had one truck on the farm. I can remember my first ride in the truck with my father. “It was taking some of our stock to the (now closed) Waingawa Freezing Works at Masterton in the D Series Ford.” That, as he says, “is where it all began.” From then on, “every time there was a job to do in the truck, I was there.” School was just something that got in the way: “I used to be pretty disappointed when I couldn’t go out and had to go to school.” By the time he left school at 16, he already knew how to drive the D Series – had even sneaked-in occasionally (during haymaking, for instance) driving it the kilometre between the two farms the family had at the time. And, as far as what job he’d do…there was never any doubt:
“That was it – all I ever wanted to do was drive trucks.” He filled in time by working on a local dairy farm for about 18 months – till he could get his HT (heavy traffic) licence as soon as he turned 18. The day he started work for Carterton’s Pinfold’s Transport, driving a little four-wheeler Isuzu stock truck, was a day “with all sorts of emotions,” he remembers. About 18 months later, he shifted to David Pope Transport in Masterton – stepping up to a Mitsubishi Shogun 8x4 truck and trailer unit, also on livestock. He was still with Popes when, at the age of 22, his Dad loaned him some money to help him buy his first truck – a three-year-old 450 horsepower Isuzu Giga dropside tipper, plus a secondhand split-tipper four-axle dropside trailer to go behind it. Why a bulk truck? “At the time around here there wasn’t anyone into that work,” says Jamie. Initially he put a paid driver into the Isuzu, so he could continue driving for Popes – with a guaranteed wage to help pay off the truck. After the Isuzu’s silage season contract ran out, he took the truck over himself. At that point, he reckons, “I was on my own – so I had to go out and start creating work. I just doorknocked really – went around all the local farmers.” It heIped that “we’re a pretty wellknown family around here.” The work he picked up was carting hay, baleage, aggregate, fertiliser, timber…. “even a bit of machinery and that.” His parents never doubted that he’d succeed. Says Bernadette: “Right from the time he was very small it was quite obvious to his Dad and I that he was never going to be a farmer. “He’d drop his school bag and run down to see what was going on with the truck. That’s the way it always was.” Truck & Driver | 43
Top left: The only H unit in the fleet runs at up to 50 tonnes all-up
Bottom left: This Ford D Series is the truck that got Jamie’s love of trucks started
Above: Kelly Ellison reckons she and Jamie used to pass each other on the Rimutakas. She had the more powerful truck
David Ellison agrees: “It’s in the blood. Jamie’s grandfather was a worker. I’ve always been keen on trucks. My uncle had a twoman truck business in Lower Hutt, which he started after World War 2. Trucks have been in the family.” There was a bit of a breakthrough a couple of years into Ellison Cartage’s history – when Jamie began picking up quite a bit of work outside the Wairarapa – carting straw up to the Waikato, for instance, and bringing back fertiliser…or whatever other loads he could find. Like a load of onions that he picked up from Pukekohe – and discovered, late on a cold winter’s night on the Desert Road, that a one-tonne bag was on a lean…beginning to spill onions on the highway! And in danger of falling off. With no help at hand, on his own he had to jury-rig enough straps and strops to keep the rest of it onboard. About the time Jamie bought his first truck he also met his wife, Kelly Laing – from a Martinborough farming family…and someone who also loves trucks. In fact, when he met her, she was driving a 580hp Scania tipper for Wellington’s Kiwi Point Quarries. As she says: “We used to pass each other on the Rimutakas back in the day – and look where we are now.” Kelly had three truck driver brothers but didn’t really know what she wanted to do when she started work – and initially found herself working in admin (and then driving) for Malneek Contractors in Martinborough. “I used to just watch the trucks coming in and out and I thought ‘I’d love it. I wanna try it.’ So I was fortunate enough to be put through my licences – and I did that for several years.” At the time they got together, Jamie concedes, there was “a bit of talk about how she had a 580hp truck” – while he only had a 450. Jamie, now 36, says they’ve got to where they are now largely because of family: “Dad gave me a small amount of money to get my first truck and I paid that back – and this is where we are today. I’ve always said I like to do things off my own back – but at the end of the day, without family you can’t always achieve your dreams.” The business also grew, he agrees, “because I’m determined. If I see something, I want to give it a crack – whether it’s right or wrong.” 44 | Truck & Driver
Kelly says she’s not surprised that Jamie has done so well: “I kind of expected it. It’s fantastic.” And Dave Ellison says he never doubted that his son would be a successful transport operator: “If he does something he gives it 110%. I always thought it would get bigger – two or three….maybe half a dozen trucks. It’s taken hard work and long hours and the work has changed over the years.” There was, he points out, plenty of room in the yard when Jamie started – but now the fleet’s outgrown it. It has also easily outgrown Jamie’s own ambitions: “I never really expected to own a fleet….the dream was to own me own truck. Only one! But as it turns out, I’ve said yes too many times! “I’ve got a friend in the industry and we always used to say ‘if you get a client ringing and he wants a job done, you just say yes to it – and you worry later about how you’re gonna do it.’ “And that happens all the time, you know. I don’t like giving work away. I just like to try to do everything we can.” Thus he bought a second truck within a year of the first. As he explains: “The work just kept coming in.” He was lucky, he says, that “we had a lot of local guys who wanted to support us.” Lucky too that cropping was becoming a big thing in the Wairarapa – with the result that Ellison Cartage was getting more and more maize, peas, barley and other bulk crops to cart out of the region. Jamie thinks it was probably only another 18 months before he and Kelly – by then married – had bought another secondhand truck, a 380 Hino 8x4. And still the work demanded more. But, he says, “we were growing the business a bit quick – and I couldn’t really afford to keep buying trucks. Not as fast as we had been.” So his Dad helped out – sub-contracting with the International T-Line he’d bought for the farm. Another new job – carting waste paper away from the local tip to Wellington – turned into a load a day…and warranted another Hino. The 700 Series was still secondhand, but with only about 50k on the clock. And then, in 2011, another Hino 700 became Ellison Cartage’s first brand-new truck – boosting the fleet to five. Driving the growth at that point was the opportunity to run to Taranaki and the Waikato, taking aggregate, grain or whatever out, and
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The company’s Western Star tips off at Sharpes Stock Feeds in Carterton
bringing back fertiliser, palm kernel and other stock food. The work, says Jamie, “just kept coming in….we had a lot of local guys who wanted to support us really,” he says gratefully. Despite the positive summary, it hasn’t been all plain sailing though, Jamie stresses: “We’ve had hard times like everyone. We’ve had sacrifices we’ve had to make. “When I was young and my mates were out partying and kicking-back on the weekends, I’d be out working – doing something ‘cause I knew where I wanted to go and I had to make sacrifices to get there, you know.” Much of the company’s growth has been down to the expansion of dairy farming in the Wairarapa, with its attendant demand for stock feed supplements – to the point where it now accounts for about 70% of Ellison Cartage’s work. “The other 30% is our own work for our own clientele. We rarely rely on other carriers giving us work, but we do use subcontractors from time to time, to fill gaps.” On the other hand, when the dairy industry slowed down a few years back the company was forced to consolidate: “We had no choice, because that was a big part of our work then. “In the last three to four years it’s boomed again and the economy’s been stable, so we’ve been able to grow the transport as well.” Grow it to the point where the fleet’s out to eight trucks – most of them less than four years old…and many of them bought brandnew. And yes, that has included some of his beloved Kenworths – a K200 and a T610 SAR, with another new K200 due next month. The early emphasis on Japanese trucks – Isuzus and Hinos primarily – has switched to North American models. There are two DD15-engined 2017 Freightliner Argosys, a 2015 Coronado, an older Argosy, a 2004 Western Star 5864SS, a 2007 T404 Kenworth and the 1995 380 Hino he bought years ago. One of the two newer Argosys is a nine-wheel HPMV unit, running on a 58-tonne
permit. The family input into the business has been a constant in helping get Ellison Cartage to where it is now, says Jamie: Because of the long hours he was working, he reckons that at times Kelly was “a father and mother at once (to their three kids – Jacob, now 10, Brooke, five and Khloe, two) while I was building the business. “We never spent as much time as we should have or could have together. Now I want to make a point of spending more time with the kids.” Dave isn’t currently involved day to day – but he is, as Jamie puts it, “on the outskirts.” Kelly and Bernadette though are (and long have been) heavily involved in the business – taking care of the admin work (now with help of the newly-employed Jill Swanson). Bernadette explains that with a background in banking, she’d always done book work, so initially when Jamie was out driving and needed help on the admin side “obviously I was going to do it.” When Kelly came on the scene Bernadette stepped back for a while and “let them just run their business.” But as things got busier and Kelly was tied up looking after the kids, “it made sense for me to step back in.” Now Kelly works mostly school hours – “but I can be much more flexible and sit in when necessary,” adds Bernadette, who is a director of the company, along with Jamie. Kelly admits she does miss her truck driving, now she has her hands full with the children and the business: “I miss it yeah, yeah. It’s hard to go back to it with the kids, but every now and then I’ll get the opportunity. Jamie might say ‘jump in a truck and take it somewhere’ and I will still do that. I love it.” She says she has never encountered any prejudice in this maledominated industry, even when she was the only woman at a Truck & Driver | 47
Above: The Kenworth K200 (soon to be joined by another) delivers palm kernel to a property at Kohutara, south of Featherston Left: Dave Ellison put his International T-Line to work for Jamie’s operation in the early 2000s
quarry – working with 30 guys: “Females can do this – they can. You know everyone’s always for it. I’ve never had any backlash and yeah – it’s always good to see females out driving.” Jamie does still drive most days, along with seven fulltime drivers: “I still enjoy driving but I’m trying to run the company from the seat too, which is a challenge at times. “At the end of the day I’m a go-to person. It is hard running it from the truck and you don’t enjoy it all the time. But at the end of the day if I don’t do it – if I don’t keep it running – then there is no job for anyone else here, you know. “So yeah, I want to get out of it….well, I’ve got to get out of it fulltime. But I like to drive too – so you’re sort of torn between the two.” One thing’s for sure: Work isn’t hard to come by now that the company’s established, he says: “A lot of it’s word of mouth. Every day I get a new client ringing for bulk transport. We still look after our local clientele because they’ve got us to where we are today. “But, in saying that, we’re covering the whole North Island now and we’re doing a little bit of inter-island work. We don’t do a lot of it because it takes the truck out of the loop for too long, especially when we’re busy.” Keeping up with demand is made easier these days with the reliability of the fleet – with most of the current lineup bought new and with a renewal programme in place for the past three 48 | Truck & Driver
years – unlike the early days with their secondhand trucks. “I definitely prefer new. I’ve built the company on reliability: If I say we’re gonna do something or turn up at a certain time, the last thing I want to do is ring a client and say we’re running late because of trucks breaking down. “I’ve had to do it in the past but I don’t like doing it. Now we’ve got newer gear we’ve got the reliability.” Of course, it’s a bonus for Jamie that three of the eight trucks are Kenworths: “They’re the cream of the crop – a dream truck for any enthusiast. They’re built stronger, more durable. They can do the distance, covering big mileages each year, and the resale value over a million K is still good.” Over the years the fleet has moved from versatile dropsiders and flatdecks into straight bulk tippers: “The fleet was set up as a mixed fleet, with flatdecks and dropsiders. As time has gone on we’ve gone more into bulk. Bulk units are lighter in tare weight so can carry more payload, whereas dropsiders are heavier…” A typical day for Jamie starts around six – either in the office or behind the wheel of a truck: “I’ll just check the load plan and add any jobs that need doing that day for the trucks. At the moment, ‘cause I’m still driving, I’d go and do my activities during the day (from the truck). We’ve always got someone in the office answering phones.” Ellison Cartage uses locally-developed computer programme My Trucking to manage the trucks: “I load the jobs in for each
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Geoff Field, who’s been with the company five years, drives the T610 SAR vehicle. The driver’s got a tablet in his truck and as soon as I enter the job here, I send it through to the nominated truck and they see their work. “I can swap them around depending on which area the truck’s going to and if one becomes a priority.” The system has made dispatching a lot easier and also automates “the invoicing side…. It can be billed out straight away, so we’re not waiting for the end of the month for everything to happen. “I can be here till eight o’clock at night some nights. So the days are pretty long….posting the next day’s work, ringing a couple of clients. You know, forever on the phones.” Driving-wise, doing bulk work comes with its own challenges: “A lot of people think it’s easy, but there’s a bit more involved. More skill. “Backing into tight places and bins to tip off, for one: Drivers have to be aware…there’s always a risk of tipping a trailer over. So they need to be on solid ground.” Five trucks work out of the company yard, but two are now based in the Manawatu and one in Hawke’s Bay: “At the start when we were growing the fleet I was getting calls from potential drivers who lived in the Manawatu and I was a bit reluctant, but it’s worked well because that’s where our work area is. So it doesn’t matter if they start here on a Monday or there on a Monday.” The business is successful and busy – but Jamie isn’t busting for more expansion: “The logging boom around here at the moment is pretty strong and I’ve had that kind of opportunity – but I’m not prepared to take that risk. “I’ve always believed in doing what you do and doing it well. What if the market crashed overnight? You can’t cart anything else with a logging truck. Plus we’d have to outlay for secondhand
logging gear to do it.” And then there’s the driver shortage: “We could have two more trucks on the road now but because of the driver shortage I’d rather just focus on what we’re doing and keep the trucks busy than have trucks parked up. I hate a truck parked up. “The work’s there, the economy’s pretty strong at the moment for this type of work…But, like I say, the drivers aren’t there and there’s no sense in putting more gear on if you can’t get drivers.” In fact, he rates the driver shortage his biggest challenge in business these days: “There are no young guys coming through the industry now. It’s a real concern.” He says he hasn’t had to advertise for drivers in the last eight to 10 years – but it is getting harder and harder to find skilled people. He’s pretty clear on the best way to address that: “We look after our staff the best we can. We pay them well I think. They’re driving good equipment. Finding skilled drivers is something I’ve taken pride in. I’ve had drivers come through here who’ve been told: ‘Go see him for a job – he’s a good boss. He looks after you.’ “I like to get my pound of flesh out of them – but I like to think I look after them too.” In return he has the likes of Bill Curtis – the longest-serving driver on the staff, at 10 years: “He’s loyal, he goes out of his way to do the job right, pleasant….just an all-rounder. “You can have a beer with him at the end of the day and he’s always got our best interests at heart. He’s an ambassador for us.” A couple of the other drivers arrive to offer their two cents’ worth. Geoff Field has been with the company for five years, having come from farming and driving log trucks. Logging, he says, “was a lot easier. There was no trying to get units into tight places. We just went from the skid to the sawmill. Here, I think Truck & Driver | 51
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Top: Seven of the eight Ellison trucks early this year. The Columbia (far right) went when the new Kenworth K200 arrived....and the old Argosy (far left) is being replaced this month by another K200. The old Hino is missing from the lineup Bottom left: Jamie credits the support of wife Kelly and Mum and Dad, Bernadette and Dave, in making Ellison Cartage a success Bottom right: Early days, before there was an Ellison livery – the trucks simply left in the colours of their former owners
you need more skill. It’s different every day.” Martin (Olly) Oliver agrees. He had been driving stock trucks…. since he was 17. This, he reckons, is “my retirement job. It was a good move.” His biggest gripe now? “Weather’s a challenge. Rain’s a nuisance, but I’m still here, so it must be alright.” With a wife and three grown kids, two of them policemen, he laughs and says that at Ellisons they never do anything dodgy: “He’s pretty good, the old boss.” Just back with the company is one of its earliest drivers – returned after nine years away: Regan Jones, a cousin of Jamie’s, reckons that “my teacher said ‘you’ll never get anywhere looking out the window boy!’ Now I get paid to look out the window.” Phil Beale is another new arrival, who’s carted everything as a rural driver and says simply: “I like trucks. I like going to different places. In this job I’d say unloading at dairy farms is a challenge.” Fred Lee has been with the Ellisons just over two years and they reckon he “just gets on with it and is a pleasure to have around.” And newcomer Cam Walker is fitting in with “a great bunch of drivers who are always more than willing to go out of their way to get jobs done,” says Bernadette. Jamie is sure that among the reasons there aren’t more drivers like these blokes are the cost and time involved in getting into 52 | Truck & Driver
truck driving…and prevailing attitudes these days. “It’s too expensive now for a young guy to get his truck and trailer licence. And it takes a long time – about two years. When I got mine I did it all in one hit. I think the time and expense to do your licence is the biggest gatekeeper.” Also, the younger generation “just don’t want to do the work now. Why do 70 hours a week when you can earn the same wage doing a 50-hour week? “The industry’s got harder. The hours are long, with nights away. It can be hard for a guy with a young family.” Then again, he says with a smile, there are the positives: “We get to see a lot of the countryside, drive a nice truck….and, depending on what part of trucking you’re in, the work can be quite pleasurable.” Bernadette reckons her boy does “a marvellous job. He’s a great boss I will say – a fantastic boss. And he’s fair – and he doesn’t ever fly off the handle. He’s not that sort of person.” Jamie himself reckons: “I’m pretty hard. I guess I have pretty high standards and I expect the drivers to look after their gear and take pride in it, which they do. We supply all the wash equipment and they’re expected to wash the trucks at least once a week.” He’s pragmatic about this approach: “Image is a big part of our advertising. I’ve always believed if you’ve got good gear running
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trade them and it keeps our rates where they should be.” All in all, Jamie Ellison is pretty happy with the state of things in his trucking business: “At the moment it’s a size where I can manage it. I can manage everything – the day-to-day running, the bit of maintenance we do ourselves on the gear. I know how it runs.” It’s also a manageable size – any bigger and it’d need a transport manager. But then, he adds, “you can lose touch with your core business.” He says that he has tried bringing in someone else to run the place, but it didn’t work because “they can’t think like you do.” And so he insists: “I don’t want to grow it anymore. That’s enough.” Especially since it means that he’s now able to spend some valuable time with Kelly and the kids: “We’ve been married seven years and together double that – so I think now that it’s all paying off, I owe it to them to now spend a bit more time with the family.” As for the future of Ellison Cartage – he’s thinking in terms of more of the same: “If I moved out of this industry tomorrow I don’t know anything else – so I don’t know what else I’d do.” Given that trucking has allowed him to achieve something way beyond his one-truck dream, does he want his kids to follow in his footsteps? “No, there’s no money in this,” he says, smiling. “But Jacob would leave school tomorrow. He’s keen on trucks – always drawing trucks. He’s a nut. But I want to see him get a trade first…” And then maybe he realises how much it sounds like him as a kid, and he adds: “But, at the same time, he’s got to do what he’s happy doing. If he does want to become a truck driver….” T&D
TD28727
around the countryside people are going to think, ‘they do their job properly.’ ” The distinctive Ellison Cartage green, white and red colour scheme is part of this promise. A recent branding move has been to paint the bulk bins silver – because the paint is easier to keep clean and looking good than alloy. Says Jamie: “Silver goes with any colour scheme, but the idea started with a new trailer we bought. The driver was loading fertiliser as his very first load and a bit of fert fell down the side, staining the bin.” Besides, he adds, alloy goes dull over a period of time. “That was a big incentive to start painting the bins. They stay clean in most weather and are easier to clean – in just 20 minutes at the end of the day, rather than an hour.” For the past four years the signwriting on the trucks has been done by Cliff Mannington’s Truck Signs in Mount Maunganui: “Cliff does a lot of detail and it just finishes the trucks. A lot of pinstriping and scrolling.” While the look of the units is very important to the business, Jamie has no illusions that competitive rates are key: “The biggest thing is to keep our rates where they should be. We keep competitive by working a bit smarter. Backloading is crucial. We do very little empty running on the trucks. They’ve always got a load to go from A to B – and that’s what clients are after now. The client wants his product moved at the best price.” To help make this possible, Ellison Cartage deals in some of the bulk products it carries, including wood chip, sawdust, wood shavings, bark, aggregates, calf bedding… “I buy them all, we can
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Above: Jamie still enjoys driving, but increasingly finds himself in the office instead Top right: Kelly too loves driving – wishes she had the time to get out more than her occasional fill-in role Right: Jamie and Kelly with their kids (from left) Khloe, Brooke and truck-mad Jacob
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I WAS LUCKY TO BE IN THE RIGHT PLACE AT THE RIGHT TIME. If that was my Mum I’d hope someone would help her,” says Shannon Awatere, brushing aside any attempt to label him a hero. But boss Chris Carr is clear that if not for Shannon the situation he encountered on a Kapiti Coast street in mid-May could easily have turned into a tragedy. “Sometimes you can be very proud of the actions of people you work with, and appalled at the actions of others,” says the Carr & Haslam director, who nominated Shannon as a Castrol Truck Driver Hero. That day began like any other for Shannon, who had just completed a job on the Kapiti Coast and was waiting fourth in line behind other vehicles as an old lady crossed the road. “She didn’t look well and the next thing I knew she just dropped, shopping and all,” says Shannon. The drivers of the cars ahead simply drove around her…but Shannon ran to help: “I chucked on my hazards, jumped out the truck and pulled her to the side of the road. Something in me said ‘make sure she’s breathing.’ I put my ear next to her mouth but I couldn’t hear anything.” Despite it being many years since he last had first-aid training, Shannon says it all came back to him and he remembered his CPR compressions: “Finally, she breathed in.” He rolled her onto her side into the recovery position as support arrived in the form of a doctor from a nearby medical centre: “She woke up in shock. I was sweating as I went to ring for an ambulance.” Thinking back on the situation, Shannon says: “I can’t explain the feeling when it happened. Adrenalin was rushing. I was really worried and it was such a relief when she woke up.” The 30-year-old father of two says stopping to help the woman was “just the right thing to do. “I didn’t know what to expect but I’m pissed off that no-one else stopped. The thing that gets to me is, when I was a kid, people would pull over if someone was in trouble. I can understand people being in their bubbles, but it takes one, maybe two minutes to check if someone is alright.” Chris Carr is equally astounded at the indifference of others: “It’s appalling that all those people saw what he saw and drove around her. It makes you wonder about your fellow human beings. “Shannon stopped his truck in the middle of the road to protect that woman. It’s a fantastic thing he did.”
With some eight years in the trucking industry, Shannon began his career as a mechanic but was looking for a change: “I love my company. I’m never in the same place. I love the sights and scenery and being around people.” Carr reckons that Shannon, like “lots of truck drivers,” has a “big heart.” And he adds: “He only mentioned this to us in passing, as he didn’t think it was anything special – but the woman is doing well thanks to his actions.” “I’m just an ordinary person who did something extraordinary,” jokes Shannon, calling up the familiar cliché. And after the incident? “I carried on with my day. People are relying on me to deliver my loads.” Shannon, like each of our Castrol Truck Driver Hero nominees, is recognised for his actions with a $1000 apppreciation reward, comprising $500 cash and a $500 Castrol package. He will also automatically become a nominee in the annual Castrol Truck Driver Hero Award. T&D
ile Truck & Driver | 57
Main picture: The new Scania R560, with its commemorative murals celebrating Fulton Hogan’s 85th anniversary, gets a load of rock from Dunedin’s iconic Blackhead Quarry...for its next trip up The Hill
Inset: Remarkably, John Martin, has done the same run – up and down Ferny Hill – up to nine times a day, six days a week....for more than 11 years!
58 | Truck & Driver
FEATURE
special
Story Wayne Munro Photos Gerald Shacklock
Truck & Driver | 59
TD28641
Matthew Gillies Michael Eccles Rhys Ogden DDI: 09 215 3282 Mob: 021 879 742 DDI: 09 215 3278 Mob: 021 902 370 DDI: 09 218 9086 Mob: 021 518 955 Email: mattgillies@transfleet.co.nz michaeleccles@transfleet.co.nz Rhys@transfleet.co.nz
78 McLaughlins Road, Wiri, PO Box 76065, Auckland New Zealand
955
The gnarliest bit of a gnarly climb – the tight and steep hairpin on Ferny Hill. It’s tough enough on the Scania, which is loaded to 48 tonnes...but it’s usually worse, as it comes up here empty most of the time
I
T’S A TRUCK THAT WAS SPECCED AND BOUGHT FOR JUST ONE hill. One steep, impressive piece of the landscape overlooking the northeastern end of the Taieri Plains, near Mosgiel. A hill that this new Fulton Hogan Scania R560 just happens to climb and descend eight or nine times a day (each way, that is). Six days a week. All year round. Ferny Hill starts off gently enough as it rises up from the plains – but very quickly steepens up, climbing through two 90-degree corners….plus a really steep, really sharp hairpin. In the space of about two kilometres, Taioma Road climbs something like 250 metres. The challenge for the Scania and the four trucks that have preceded it over the past 11 years, is going up the hill empty (most of the time)… And coming back down loaded – these days at 48 tonnes all-up, loaded with 30t of golden sand picked up from the Ferny Hill Quarry, about 10 kilometres into the Mount Allan Forest. Fun facts thrown into the mix sometimes include frost and snow…. on the hairpin, which Fulton Hogan Dunedin transport and rail division manager Grant Pellowe points out, is shaded….and scarcely sees the sun for months in mid-winter. And the so-called “easy” part of the run sees the HPMV-permitted unit coming and going to the hill right through the hustle and bustle main street of thriving Mosgiel. It has to, since it’s the designated HPMV route. Remarkably, ‘specially considering the toll that Ferny Hill has taken on some of the trucks that Fulton Hogan has run on the route, including a couple of FUSOs, a Mercedes-Benz Actros and a previous V8 Scania, one man has done this challenging run since it started…. back in 2006. Ask him how come he’s happy to do the same thing – over and over, day in and day out – and the laidback John (Scone) Martin reckons that at his age (he’s nearly 60) it just suits him. In fact, he says it may be one of the best jobs he’s had – appropriate for this stage of his life: “At the end of the day I’m getting older. I used to do stock, used to do all sorts of things. “But hey, I’m not young anymore. So you’ve got to fit the job with what you’re capable of. So I’m quite happy. It’s the old story – it suits your pace of life. Comfortable.” Clearly, he doesn’t get sick of it, despite the repetition: “Nah, nah – there’s always something to keep me interested. And when the
weather changes you’ve gotta change your mindset too.” He gets it though that this job isn’t for everyone: “Some people don’t like it. Some people would get bored. But at the end of the day you get left alone – as long as you do your bit. “Point is, I wouldn’t be doing it (if I didn’t like it). I don’t really care what other people say – that’s their business.” The new unit bought for John to drive on the Ferny Hill run is something of a departure from the usual Fulton Hogan truck imaging – with the sides of the Hardox steel bins on the truck and trailer adorned with giant murals depicting moments from the company’s 85-year history. There are photos of company founders Bob Hogan and Jules Fulton, Fulton Hogan trucks and machinery working from as far back as the 1940s…and of a bloke still with the company: “He’s just done 48 years.” It’s an appropriate tribute to the company’s history, since Fulton Hogan started in the Fairfield yard where the new Scania is based. Grant Pellowe feels the history keenly, personally: His late father Russell worked at Fulton Hogan for nearly 40 years and became a company director. Now he’s following in his Dad’s footsteps – having nearly clocked-up 20 years with the company. Showpiece for the company that it is, the truck is also recognition of John’s loyalty in doing “a very special, dedicated job.” And doing it in a manner that has only ever been positive for the company. The remarkable bit is that he’s negotiated the traffic and the pedestrians in Mosgiel up to 18 times a day – nine times each way – and “we’ve never had a complaint. He waves to every person….. He’s the guy everyone knows, which is really great.” Pellowe’s thus known for a long time that in John Martin, Fulton Hogan has got the right man on the Ferny Hill run. What hasn’t been so easy is getting the right truck for the task. “We’ve had issues with trucks on this particular hill – because you’ll find it’s a real gnarly hill. And we’ve had issues with the alloy (bins) flexing too much. That’s why we’ve gone to Hardox.” “This is the second Scania, but because the hill is so gnarly we only did three and a half years on that first one. That one we had a Hardox body on as well – but prior to that we had a Mercedes, which we had lots of issues with. With the truck…and it was alloy.” “And we’ve broken a couple of FUSOs as well. So that’s why we went to the next level up – and the Scania’s performed very well.” The mechanical problems? “Drivetrains – diffs, a gearbox and Truck & Driver | 61
Left: Even once you’re up the big hill, the run to and from the sandpit has some decent rises and falls
Right: The Scania on the first part of the hill that it was bought and built for. Unsurprisngly, John drives the AMT in manual, locking-in gears as he goes engine issues, because they get so hot. There’s nowhere to get up to speed, because you idle through Mosgiel….then you climb up the hill….” On the loaded run, it’s “straight down the hill, which is the worst bit, then through Mosgiel, up a hill, down a hill and then you’re tipping off. So, cooling is a big thing.” That much was immediately obvious when Fulton Hogan invited different truck distributors and dealers to come up with the best truck for the job: “They’ve come and driven the hill…and we did have some people walk away and say they weren’t willing to put a warranty on. One said: ‘This is a hell of a hill – try your best.’ ” Scania, which had done the best of the new truck’s predecessors on Ferny Hill, came up with the specification set by Fulton Hogan’s transport team and engineers: “It’s a very heavy-duty, heavy drivetrain – as heavy as you can get from Scania.” “We had some fantastic results off our previous Scania, so it’s been a proven....we were only too happy to go back again.” There was consideration given to a 620hp Scania: “But they reckoned it would have caused more issues with the cooling going down the hill – so was at risk of getting too hot. So this was the better option.” The new R560, like its predecessor, has a 12-speed Opticruise automated manual transmission, behind a 560-horsepower/2700Nm SCR engine. A vital piece of the spec is the five-stage Scania driveline retarder/ exhaust brake combo. The new truck went on the road in February this year, with an 18-month-old refurbed trailer built by Domett, with the body (like that on the truck) built in Fulton Hogan’s own engineering shop. As per usual with the company’s tippers, Kiwi Tarps are fitted on the Scania unit’s bodies – but in this case they’re automated. John says he did drop a heavy hint to Grant a while back that automated tarps would be nice: “I said to him ‘well, I’ve gotta wind ‘em back and forth, wind ‘em back and forth – and I’m not getting any younger!’ ” The spec also included a Traction Air central tyre pressure management system for the Scania, to help with traction on the hill. Other Fulton Hogan trucks and drivers do occasionally get sent on the hill run, Grant Pellowe points out, “but he’s the only dedicated one – just because of the wear and tear.” Despite the hard grind of the hill, fuel use – granted, with one-way 62 | Truck & Driver
loading most of the time – is 1.43kms per litre, “which is very good considering the hill. But having the horsepower makes a difference. It’s at high revs and low speed, especially coming down the hill – its braking package is what makes it work.” John Martin and the one-hill special Scania have already done half a day’s running when New Zealand Truck & Driver joins him for a taste of the Ferny Hill challenge. This run though isn’t the usual empty run from Fairfield up to the forest sandpit – this time, as happens about once a week, he’s picking up a load of rock at the Blackhead Quarry, on the coast just south of Dunedin. The rock is being stockpiled at the sandpit, for roading contractors working in the forest. In addition to combating the flexing, the Hardox bodies were specced for this kind of work. Having a load will, says John, make it easier on the truck going up the hill traction-wise – even though it does mean it’s hauling up 48t. Running empty “makes it a wee bit more tricky.” He confesses that he quite liked the Merc – a 460, which had an AMT….but also a clutch pedal. The FUSOs before that had 18-speed manuals. John says of the FUSO: “I’ve got nothing against it. But you’ve got to get the right truck. You can’t get too light a truck. “Saving tare weight, that’s fine on certain runs – but sometimes you can’t do it. What’s cheaper in the long run? Leave in more weight and stay out of the workshop. “The Merc, towards the end it was troublesome. But to be fair to it, it might not have been specced 100% for the job either.” Now he’s a fan of the Scanias: “I like European trucks. Yeah, they’re quite nice to drive – and comfortable.” The spectacular Blackhead Quarry, on an iconic black basalt headland about five kilometres southeast of St Clair beach, is a stunning setting on a beautiful day. It’s been in operation since the 1950s – with the quarrying going on inland of the protected outermost tip of the promontory. The place currently churns out around 120,000 tonnes of rock a year. It’s not always benign like this, John cautions: “You’re on a good day. Ah, on a bad day you keep your doors closed. Oh sometimes you almost get blown away. Or else you get that sea mist.” There’s a steep gravel road up to the first working level in the quarry. John “just lets it putter away” in sixth gear at about 1000rpm and 10-15km/h: “So it’s not pig-jumping up the hill….which you do
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Left: Grant Pellowe is happy that the Scania is the right tool for the work it does
Right: Up at the sand quarry in the Ferny Hill Forest, John adds to the stockpile of rock used by forest roading contractors see, especially with the twin-steers and that,” he confirms. “That’s a short burst, but trucks do have trouble getting up there if they don’t do it right. A lot of it depends on the nut behind the wheel. I must have done something right!” Driving down the steep road leaving the quarry, now loaded at bang on 48t, John gets into 4th gear, at 1800 revs and 20km/h, with no need for the footbrake: “She holds it on the retarder.” But this is just the entrée for the main course coming in the Scania’s work menu. From the quarry, John makes his way to Dunedin’s Southern Motorway – en route getting a rare opportunity to see the Opticruise make it into top gear. He even gets to turn the cruise control on: “I just use it now and again...to say I used it!” We get up to 85km/h before the hill prompts the AMT to start downshifting as we slow. Making haste in this job is not even close to a priority: As John says, “some days you might get nine loads in, or you might get eight in. You don’t break your neck – it is only a load of sand. You still have to go home every night.” The 39km round trip thus takes about 80 minutes. We clear the busy Mosgiel and head for the hills. Or, more specifically, for The Hill, which looms large in this landscape. John doesn’t want any human/machine misunderstandings: “I just leave it in Manual, because this thing doesn’t have eyes and when you get a slack period it thinks ‘I’m going to sneak in a gear’ – and you don’t want it to. “It revs up and then it decides to change up…and then it drops two. And then it jumps up…because it can’t see the terrain. “So a lot of times I just lock it in. I’m quite comfortable at that – I’ll just sit at 1500 revs or something like that and hold it there and don’t let it change.” Unsurprisingly, the Economy mode in the Opticruise doesn’t get a look-in in this work: It is, John says, “too slow.” He has come to a halt on the climb “on the odd occasion – if I lost traction, or somebody else is coming. One of the corners is quite tight and sometimes you might meet a car or truck.” And then? “It takes off good as gold. I can put it right down into crawler gear with no throttle (well, just a fraction – so you don’t spin the wheels) and she’ll just lift. “Plus you’ve got your hill start – push your foot on the accelerator and off you go. This thing does things with the clutch that a person with a manual transmission would struggle to do.” The CTI system, which is normally set at 70psi for empty running and 90 loaded, repays its investment cost here: “If it’s really wet and
soft I drop it down to 50, but it only stays at 50 as long as you’re below a speed of 45.” Logtrucks are still busy on this road as well – although in nowhere near the numbers they were for the eight or nine years when the main forest block between here and the skyline was being felled. Still, as John says: “We have to keep an eye out for them.” About a minute into the climb he puts the power divider in and turns off the traction control – “otherwise it would just go burrrhhhh.’ Yeah you’ve really got to take control of it. I suppose it is good in some places – like going over corrugations it’ll just slow you down a bit and take a bit of speed out of it. “But if you’re going up a wet, slippery piece where you want a bit of momentum up….and burrrhhh! And then, if you’re in Manual, you have to bugger around to get your gears – or it changes so many gears that it just about stops! And then you’re still sitting in a place where you don’t want to be.” He’s already down to fifth gear and we’re doing about 22km/h – but as he predicts “she’ll die here and we’ll drop into fourth around the (first) corner. It probably would make it in fifth, but if it doesn’t we’d be in deep shit!” Three minutes in, and safely around the first corner, the hill eases a little: “Yeah I’ve locked it in now because it would actually change – and I don’t want it to change. Look what’s in front of you!” That is a steep-as left-hand hairpin. John talks us around it: “You’ve got to keep up out of the guts of it or else you’re pulling up to get your trailer through. It’s good with a frost!” he adds, laughing. Another steep right-hander out of the way and John dares to upshift into fifth – and locks that in as well: “I don’t really want it to go silly…I’ve done this often enough that I know what it can do and what it can’t do – so why would you want it to do multi changes when you don’t need to.” For most of the hill the road is sealed – but it used to be gravel much further down and that “was interesting when the log trucks started, because then everything got corrugated.” Some drivers, he adds, “they only think to give it the jandal – give it hell.” After six and a half minutes of slow, steep driving, it’s done. Don’t bother asking what revs we were doing – “the point is I don’t really look at it. I listen to it. I’m just driving it.” This is a point where, in marginal conditions – when there’s snow or ice about – “I might stop here and have a wee think about it: ‘Now, will it be okay to go down loaded, or should I just go back down empty, go to the yard and wait till later.’ ” There have been occasions when it’s been the latter: “You’ve got to Truck & Driver | 65
use your noggin.” From here there’s undulating running – some of it still demanding sixth and even fifth gear. The road’s in good condition: “You’ve been spoilt.…the grader’s come along and given it a tickle up.” The last climb up to the sandpit is quite rough and steep and John takes it very gently, at under 1200rpm, “so it doesn’t sort of buck. With a V8 or a bigger motor you can do that. You’re not trying to wind that rubber band up.” It’s just a matter, he adds, of getting your head around the technology: “Some people like to grab hold of that gearstick and be in charge. But this thing here, you have to let the computers be in charge, and you have to work out how you can get the best out of it.” The rock is tipped off in a stockpile that used to be much, much bigger – at one point it boasted about 7000t, much of it carted up here by John. While he jumps in the loader and gets another load of the golden sand on board – to end up in concrete – Grant’s reiterates that the hardest part of the run is “the going up empty. Today’s he’s loaded, which is good – even if it is bloody hard on the truck. But when he’s going up empty and trying to get that around the corner with no traction….!” As he points out, it’s a unique problem – most of the other trucks on this hill are loggers, and “they do at least have their trailers on the back, which helps their traction. “It really did call for something different,” he adds. And yes, he is pretty pleased with the result: “Oh it’s a great tool. And it’s good to have something a bit different visually as well. It’s just good to have a celebration of the company’s history.” We start the return run. The first bit can get a bit slippery in mid-
TD28718
Logging Equipment
winter – requiring full diff locks: “But it’s the old story – you can gauge it when you’re coming up, so then you work it out when you’re going down.” Steep as it is, it doesn’t warrant the maximum setting on the retarder: “Nah, it’s a gravel road and I don’t want to be pushing too many bumps and things like that. If I don’t need to be on maximum retardation I don’t. So I’m in fifth gear, revs up around 2000 – just keep it up there ticking away.” This is probably the toughest descent – along with the drop down to the hairpin. There’s no room for taking any of these challenges lightly: “Like any job, if you get over-confident, things will happen…. it’ll come around and bite you.” It’s a measured drive – calling for an upshift at one point to “just take a bit of power off so she doesn’t so she doesn’t start hopping. I’m in favour of looking after a road and the road will look after you.” The main descent starts with the Opticruise in seventh, the V8 at about 2000rpm and the retarder on its fourth stage – but then, as we approach the first of the corners, he downshifts to fifth: “And she’ll just sit around there. I don’t touch the brakes down here – just on the sharp corners, just so the trailer doesn’t give me a wee bump….it just settles it, so that the trailer’s not punting you around the corner. “If you didn’t have the sharp corners you wouldn’t touch the brakes probably.” If the road isn’t in good condition, instead of fifth, he’ll get right down to fourth...or even third. The descent isn’t effortless – it does happen at high revs and low speed. But it is eminently, totally under control. I say: “What it is to have the right bit of gear for the job eh.” John agrees: “That’s it – horses for courses.” T&D
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66 | Truck & Driver
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FEATURE
New Cummins NZ boss Philip Wright says he got his love of engines from his Dad (who he’s with below), who ran a milktanker fleet in New South Wales when Philip was a kid
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ELF-DESCRIBED “ENGINE NUT” PHILIP WRIGHT – the new general manager of Cummins New Zealand – was originally a mechanic by trade…and he approaches life from a practical, hands-on perspective. “If all the right pieces are there and you put something together correctly, it works. That applies to business too.” Australian Wright has been with Cummins for 23 years – longer than he’s been married. In his time with the world’s largest independent diesel engine manufacturer, he’s worked his way up from technician to service manager, on to branch manager…and all the way to the top job in NZ. He puts his interest in engines down to his father: “I grew up around trucks. My Dad and uncle had a
milktanker business in New South Wales. “My Mum was adamant that I do an apprenticeship before joining the family business. By the time I got a chance to go back, the dairy industry was deregulated” – so he went to work for Cummins. “My Dad always had Cummins engines, so the company was a natural fit.” His move from Australia to NZ to take on the GM role here sees Wright happy to embrace a new adventure. He cites the primary challenge for the trucking industry as the decline in skilled workers. “Different generations have different expectations,” he comments: “The younger generation don’t want to build Truck & Driver | 69
Above left: Wright receives an award from the NSW Rural Fire Service on behalf of Cummins
Above right: Wright says Cummins will always be a powertrain supplier – be that electric, diesel or hybrid
up as apprentices anymore. They want to start at the top.” To compensate for this, he says, Cummins has had to change its perspective and its recruitment approach, broadening the demographic pool and embracing diversity – employing more women, for instance. “As part of this approach we spend time in schools promoting the industry. We have dedicated apprentice managers, training providers and internal trainers committed to the process.” As for how Cummins will continue to thrive in the industry as more truckmakers take engine manufacture in-house, Wright points out that “we provide solutions and make it easy for manufacturers to sell our product. Added to that, customer loyalty is always a strong point.” He emphasises though, that in terms of manufacture, the focus thus far has been driven by exhaust emissions regulations – and there is only “so much” that can still be done to reduce the emissions from diesel combustion engines and to improve their fuel efficiency. Which means looking to alternative power sources: “If we don’t want to go the way of Kodak, the future is in electrification. We have already done a proof of concept of an electric truck but need to find a way to commercialise that. “We are turning our focus to new technologies to benefit customers. It’s an exciting time.” Nonetheless, Cummins will always be a powertrain provider: “It comes down to horses for courses. We will keep offering whatever customers need, be it electric, diesel or a hybrid of the two.” In terms of its diesel offering, the company recently rebranded its 15 litre engine as the X15 – and that’s performing well, says Wright. It is also trialling the Euro 6 version of the 15 litre engine in Australia at the moment. Another plus for the future is that Cummins engines are manufactured around the world and the economy of scale helps profitability: “We are global now – no longer 70 | Truck & Driver
just a US company – and we have the global strengths that come with that.” He adds that the South Pacific market is seen as a testing ground: “If something’s going to break, it will be here.” Cummins’ business in NZ is, of course, about sales, parts and service – not manufacture: “Supplying engines to the automotive space, we partner with consultants and suppliers via our three company-owned locations in Auckland, the Bay of Plenty and Palmerston North. We also have a supportive dealer network.” He says the local challenge will continue to be about driving efficiency through the transport sector: “Part of that will be technology and other aspects will include infrastructure improvement and government strategy around transport solutions.” He explains that in Australia, as consumption has increased in major centres, products arriving at a port tend to be consumed within that area – “so the role of freight has changed in the past 10 years. In NZ the population is smaller and there are still distribution centres away from the ports.” And NZ’s growing export trade means a continuing reliance on road transport and its likely growth, in line with export demand. Wright points out that Cummins will be 100 years old next year – but still maintains the strong values its founders embraced: “That’s what’s kept me here for 23 years. It’s not just about making a profit – it’s about the employees, the customers, the environment….even community work. “This place aligns with my own morals and values. It’s been a big part of my life and given me lots of opportunities,” says Wright. His philosophy is that if you look after the customer and your employees, the business will look after itself: “Any business is only as good as its people,” he says. T&D
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FEATURE
Auckland is the first city where a regional fuel tax has been imposed....but others seem poised to soon follow
Story Hayley Leibowitz
FAF to the fore
F
IRST IT WAS FLUCTUATING FUEL PRICES CATCHING OUT transport operators who didn’t have (or felt they didn’t have) the ability to adjust their rates accordingly. Now it’s fluctuating fuel prices….AND regional fuel taxes: Those already in place – in Auckland – and those pending, with many other areas already heading in the same direction, or tipped to soon. It puts a fresh focus on a Fuel Adjustment Factor (FAF) – a calculation that’s predetermined and brought to customers’ attention, providing a means by which operators can pass on such extra fuel costs. The FAF concept isn’t new. It’s applied (or applicable) across the entire transport industry….and is employed in other countries. But the recent introduction of the Auckland Regional Fuel Tax (RFT), has brought FAFs to the forefront once more. And, although industry bodies are clear in their advice to factor in this variable cost, it remains an area of confusion and concern for many. Road Transport Forum CEO Ken Shirley doesn’t mince his words on the subject: “Of course there’s tension between freight suppliers and customers – everyone’s trying to get more for less. But the approach here is clear. “Transporters must identify a FAF in their invoicing. It’s a factor that’s out of their control and they need to recover it.” He explains that by including it, operators are showing the
customer the justification for charging – and says that this should apply to government taxes and charges too. He warns that those who don’t apply a FAF – instead trying to absorb the costs themselves, to be more competitive – will find themselves in financial trouble in the long run. “Not only is fuel dynamically priced and changing all the time, but the falling New Zealand dollar and geopolitical uncertainty and tensions, all contribute to increased fuel costs,” says Shirley. Put simply, operators can’t sustainably absorb these costs – and the FAF system is a way of making sure they don’t get left out and are able to recover those costs, he explains. Chief executive of the National Road Carriers Association, David Aitken, agrees: “A FAF may not always work for smaller jobs, but ongoing contracts must include it. It is not unreasonable and should be a simple process – using a predetermined calculation.” On average, he says, it will be two to three percent added onto the total cost “and if your calculations are correct, it should adjust for fuel increases and changes.” He adds that the RFT should be approached separately and shown as a separate line item: “It shouldn’t be in place at all, but it is now legislation so there’s not much we can do about it. We strongly encourage all operators to pass on this additional cost. No operators I know of have had any pushback on this.” He emphasises that operators not only need to recover the actual Truck & Driver | 73
“It amounts to about a 10% increase in costs overall. No-one in our business can sustain that”
P
•
•
Auckland trucking companies operating outside the Auckland regional fuel tax boundaries are, of course, able to avoid the higher prices RFT costs, but also associated costs like extra admin. Of course, he’s not naïve about the effects: “Those operating only in Auckland could be at a disadvantage…. Anybody operating across regional boundaries will be encouraging their drivers to fill up outside the region – and there’s nothing wrong with that since they are using those roads.” Ken Shirley shares Aitken’s view – describing the RFT as “an absolute political sham,” coming on top of other increases. “It’s inefficient and will go straight to the bottom line and pricing of all goods. People are looking to avoid it where they can.” He adds that it is masked by regional variations in petrol and diesel pricing around the country and variations within Auckland itself. The result? “Operators have no choice but to build it into a FAF, which has now become more important than ever.” With Auckland setting the precedent for other councils to introduce RFTs in the near future it doesn’t just affect Aucklandbased carriers, but is far-reaching. Aitken says wryly that fuel stops outside the Auckland regional boundary are doing well – but says it’s no joke for operators as “they need to be looking at these changes and covering their costs – passing them on and making a margin.” Between FAFs, RFTs, excise duties and road user charges – is it all becoming untenable? David Aitken is clear about the answer: “Only if you can’t pass it on. Then it becomes too much. Make sure it’s included in your costing to cover for fluctuating prices.” In asking numerous operators for comment, it becomes obvious that FAFs can be a touchy subject in the industry – with some “not willing to discuss our confidential arrangements,” others simply not returning calls. 74 | Truck & Driver
Of those who do talk openly about the situation, approaches to FAFs differ. Jamie Ellison, owner of Ellison Cartage in the Wairarapa, isn’t affected by the Auckland RFT – but has been monitoring his operation’s fuel costs and reckons that in recent months “it has crept up considerably. We haven’t got a specific FAF equation, but I usually work out the percentage that fuel has gone up by and we just pass it on through the rates on jobs. “We do it this way as if you have a FAF and fuel comes down, people would come back at you about wanting their rates to come down too.” He explains that compliance rates must be accounted for: “We can’t absorb it. It’s got to the point now that our compliance rates are escalating all the time. We’re providing a good service, putting good gear on the road and if clients don’t accept a bit of a rise, that would be unfair too. “So we don’t have a FAF as such. Just take a percentage of what the running costs have gone up by in the past six months or so and build it into our rates.” A spokesperson for another trucking company (that prefers to remain anonymous) says it doesn’t adjust its fees – as it prefers to remain competitive. Asked if that approach is sustainable, the spokesperson concedes that the approach could become a problem down the line: “We’ll absorb it for a while to remain competitive and if we feel we need to adjust later, we will.” Auckland operator Chris Carr says his long-established company, Carr & Haslam, is passing-on the RFT: “We include a FAF as part of the charge, but see the RFT as a tax on Aucklanders – not on transport – so we’re simply handing it over. “It amounts to about a 10% increase in costs overall. No-one in our business can sustain that.” T&D
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Members of the industry panel supporting the Ara training programme are (from left): Steve Divers (SWEP), Rob McCoid (Fonterra), Hamish Bruce (H&J Bruce Transport), John Bromley (Timaru Container Terminal), Gordon Handy (Handy Group), Brett King (Fulton Hogan), Vaughan Moloney (Moloney Distribution), Michelle Pye (Pye Group), Laura Handy (Ara Institute) and chairperson Alle McGrath (Hilton Haulage). Aoraki Development’s Nigel Davenport is absent
INDUSTRY RIGHT BEHIND SOUTH CANTERBURY TRAINING COURSE REVIVAL By Steve Divers
TD28697
Director – career pathways – road freight transport Sector Workforce Engagement Programme (SWEP)
I
N PREVIOUS ARTICLES I HAVE HIGHLIGHTED THE need for industry to support training initiatives – essentially, aligning industry to the tertiary institute training programmes. There are a few reasons why: These programmes are now attracting support from Government in the form of free fees – and they’re not limited to school leavers, but are also for students who have never undertaken a level 3 programme. Secondly, it has been unfairly said that these programmes are not producing experienced drivers – something that’s incredibly difficult when 16 students have to share one truck! Hence industry needs to provide opportunities for students to gain experience – through cluster groups of operators working with the training provider. Thirdly, if industry doesn’t support these programmes they wind-up very quickly. And the
challenge involved in later resurrecting a course has been brought home in South Canterbury. Ara Polytech is the former Aoraki Polytech, which has campuses in Christchurch and Timaru. The Timaru campus ceased commercial road transport courses some years ago. For the past 10 months, local transport operators and the Timaru district economic development agency Aoraki Development, in partnership with Ara Polytech and assisted by SWEP, have worked together to launch a new programme starting this month. This is the result of substantial collaboration and follows the Transport Sector Day held at the Timaru Raceway in March this year, which was supported by the South Canterbury Chamber of Commerce and Careers NZ. Now enrolments are open for the New Zealand Certificate in Commercial Road Transport (Heavy Truck & Driver | 77
Above left: Twenty transport and logistics companies are supporting the programme
Right: A Transport Sector Day in Timaru in March was part of the leadup to the launch of the new course
Vehicle Operator) Level 3 at Ara. The programme will fill the need for skilled transport and logistics workers in South Canterbury, where the transport and logistics industry is a large employer – and growing. Alle McGrath, chief people officer at Hilton Haulage, says that historically there has not been a training and educational pathway into the region’s transport and logistics sector “for people to kickstart their careers in this field.” As chair of the new Transport & Logistics Group overseeing the initiative, McGrath is pleased with the outcome: “With the challenging nature of the licensing process, it has been difficult to provide opportunities in terms of ‘opening the doors’ to people with little to no experience at driving trucks and operating forklifts. “This programme now provides that opportunity for South Canterbury.” Industry partners helped construct the content of the 30-week programme and an industry panel will continue to ensure that it delivers the key skills, knowledge and competencies that industry expects. Road Transport Association of NZ chief executive Dennis Robertson says the programme is “a great initiative for South Canterbury and the industry at large, to address the most pressing problem we have – the driver shortage.” Twenty local businesses in the transport and logistics sector are on board and helping to drive the new course, working together for the good of the sector Says Alle McGrath: “The fact that it has been designed and moulded by industry in a collaborative way, means that it has been set up for success – a programme that is targeted, relevant and includes a substantial dose of work placement within industry.” Students gain their Class 2 licence on week two of the course, which means that they can achieve their Class 4 licence by the time the course finishes. Students also gain their F endorsement and First Aid Certificate, as well as learning many other key skills such as loading and unloading, risk management, route planning, dynamics and handling, customer service skills and fatigue management. Successful completion of the course will see “well-rounded, skilled 78 | Truck & Driver
and qualified” students graduate with the required licences plus “a solid chunk of work experience gained on the ground – in the workplaces where they will gain permanent employment. It’s a winwin for employers and students,” McGrath says. Industry partners, including Timaru Container Terminal, Moloney Distribution, Pye Group and Fulton Hogan, are more than ready to back the new programme, she adds: “The launch will be well supported and welcomed in the region. We could say it is well overdue. “Other regions have had success in this space and we have spent time looking at their successes and learning from the programmes they have in place currently. “The dedication from the industry to date – to support this programme and work with Ara to produce a programme that will deliver the outcomes we need: More skilled, motivated drivers and operators – suggests that there is a lot of interest and confidence in what the programme will deliver.” Industry partners have committed to providing students with work placement opportunities and providing ongoing feedback to Ara, to make the programme as practical and relevant as possible. Hilton Haulage is already gearing up to participate, says McGrath: “Like other local transport operators, Hilton Haulage will be providing work placement experience to students on the programme – giving them hands-on, practical, real-life experience within the transport environment. “The programme will be run with ‘everyday transport life’ in mind – for example, students will be required to complete a logbook for each day on the programme, whether they’re in the classroom or out in the field.” The key difference for the Ara course is that it is supported by an industry panel in which every member is from the transport industry. Finally, another initiative that SWEP has been working to achieve is to relaunch the Accelerated Licensing Process. This is well under way at present and will complement the South Canterbury initiative. This will be a feature for an upcoming article – providing a how-to guide to accelerate the graduated driver licence system…for qualifying companies to start cadetship and trainee programmes. T&D
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What we do... with help from you By Road Transport Association NZ chief executive Dennis Robertson
W
E HAVE BEEN GIVEN THIS OPPORTUNITY AS AN association – The Road Transport Association New Zealand (RTANZ) – to update you on a monthly basis and to tell the transport story from where we sit. One of the very important starting points for me is why do we have an association and what does it do? The Road Transport Association NZ has been around since the late 1920s/early 1930s. We are the oldest and have been the longest-running of the current three regional-based associations in NZ. The association is made up of four regional bodies that are all incorporated societies, and is managed by RTANZ Inc. to coordinate the yearly work plan and many of the administration functions for the regions. This regional structure came about because those working in the transport industry felt they needed a voice and an association that could provide them with information and support so that they had a comparative advantage and the edge to be successful, both as a business and also within the transport sector. Since that time nothing has changed in that regard; however, the work has and today’s associations are very different from that of the 1920s and ‘30s. What hasn’t changed is the need to continue to provide this voice and support. Each year we ask our members what it is that they want from us. The three things they told us they wanted help with were, in this order: The driver shortage – getting more class five drivers into the industry; secondly, helping you deal with compliance – members noted that transport has one of the most demanding compliance regimes, not to mention all the
Road Transport Association NZ chief executive Dennis Robertson
other business compliance requirements. Third was roading: Most members wanted us to seek more funding for rural roads – the very place most of you work and make a living. For the past year we have been working on these and I am pleased to say that in terms of the driver shortage, which is a major challenge for the industry and for NZ Inc overall, we are leading progress in this area. With the support of the other associations we have established a programme called The Sector Workforce Engagement Programme (SWEP) which aims to improve employers’ access to reliable, appropriately-skilled staff, whilst giving priority to domestic job seekers, including beneficiaries. (See SWEP column on Page 77). The road freight industry (the associations) and Government formed a partnership in 2016 to address this issue facing NZ’s transport industry. The major objective was to increase the workforce across the sector to meet the challenges of a workforce shortage. To do this, the first part of this programme was to develop a workforce pipeline to meet the labour shortage. Now this has been established, the next phase of this will be the rollout of an industry-based cadetship/apprentice scheme with industry. To me, this is the most important part of what we can do, but it will not happen if industry is not involved. Some very good work has started and this will be redefined and grow, so watch this space – we need this to work and we need your support. T&D Truck & Driver | 81
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National Road Carriers members supplied vehicles and - importantly - drivers to help promote the industry as a great career choice
Freight and logistics careers promoted at Expo Story & photos: Jason Heather, executive officer National Road Carriers Association
O
N AUGUST 10 AND 11 NATIONAL ROAD CARRIERS ASSOCIATION attended the Freight and Logistics Big Day Out at the Canvas Careers Expo held at the Baypark Arena in Mount Maunganui. We were there promoting the opportunities of a career in the road transport industry to year 11, 12 and 13 students from 18 different schools around the Bay of Plenty, Waikato and Thames Valley. Schools from as far away as Whangamata, Murupara and Putaruru took part, along with many from the local area. On the Friday, over 200 students who’d been selected after being approached and who had indicated an interest in a career within the freight sector were seen. On arrival, these students were greeted at our stand before being given a briefing on many industry opportunities. The briefings were held by those who’ve made a success of their involvement in the industry, whether that be in owning their own business, senior management or as enthusiastic young truck drivers. Among the latter was Anna Scanlyn, a graduate of the Toi Ohomai Institute of Technology driver training course. She is making the most of every opportunity, driving a milktanker for Fonterra. Also talking to students was David Rogers from TranzLiquid – the current Road Transport Forum Young Truck Driver of the Year. After the briefing it was out to the truck display area. Here students could try their hand at some of the interactive opportunities available, such as actually driving a truck in a controlled environment, riding the road in a big rig or
experiencing a truck-mounted crane or side loader operation. When not doing this, they were just enjoying the great display of trucks and a log handling demonstration from C3. National Road Carriers members Orion Haulage, TranzLiquid Logistics, Winstones, McLeod Cranes and Hiabs, Fonterra and TR Group were all present and not only loaned very well-presented trucks but left the drivers with them to talk to the students. These conversations were very important as it gave the students the opportunity to understand how things work at the coalface of our industry. It was a day that was enjoyed by all and those same volunteers and the equipment stayed on for the Saturday, which was a public open day. We saw students return with family members to show what had enthused them on the Friday. We also had a number of potential employees looking for a change in career which, considering the industry shortage, was great to see. Also, we saw several mothers looking for a return-to-work opportunity, which was particularly satisfying to see. I have no doubt that what we did was a success, even though much of the work may take a few years to bear fruit. As an industry we must get people looking at road transport as a real career option. Getting school leavers engaged early and having them get a full understanding of the diversity within the industry is pivotal to this and the Expo was the perfect vehicle to do it. Here’s to many more! T&D
Truck & Driver | 83
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. Someone who has contributed significantly to the industry in ways such as: encouraging others to become drivers, advocacy of industry related matters, has been a long-term reliable driver, has gone over and above their call of duty for the business/industry. LETS CREATE A TRUCK DRIVER HERO
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W
HILE SALES IN NEW ZEALAND’S NEW TRUCK market slowed in August, the year is still at record-setting levels. Total registrations for the first eight months of the year ran to 3489 trucks in the overall (4.5 tonnes-maximum GVM) market, according to official NZ Transport Agency registration data – a new record, albeit just 2% up on last year’s 3426 regos at the same point. The month itself saw 487 trucks above 4.5t registered – down on August 2017’s recordbreaking 508. On the other hand, the heavy trailer market continued its record run in August – setting a new best for the month of 166 trailers (ahead of last year’s record by 17%). That also helped create a new year-to-date record at the end of August, the 1183 registrations 18% ahead of the previous best total – 1004 sales at the same point in 2015. In the overall 4.5t-maximum GVM market, Isuzu extended its lead with 92 units registered in August, pushing its YTD total out to 746 – 185 ahead of second-placed FUSO (561/70), which was pipped for second-best for the month by Hino (480/72). The two have each been second in the monthly standings four times this year – but FUSO remained 81 ahead of its rival. Mercedes-Benz (248/55) held fourth – thanks to its motor caravan (MCV) sales, says industry analyst Robin Yates, whose Marketing Hand consultancy prepares this report for NZ Truck & Driver. MCVs accounted for 154 of its YTD sales and 43 August registrations, says Yates. PACCAR stablemates Kenworth (221/34) and DAF (211/25) stayed clear of Volvo (201/27) in fifth, sixth and seventh places YTD, ahead of UD (174/25), Iveco (164/20) and Scania (136/22) – all retaining their places. In the crossover 3.5-4.5t segment, Fiat (212/34) continued to open a huge gap on second-placed Mercedes-Benz (83/17), with Ford (13/1) and Peugeot (13/2) third-equal. Renault (10/3) kept ahead of LDV (9/3), which is now sixthequal with Toyota (9/0). In the 4.5-7.5t category, FUSO (260/36) continued to lead YTD, but Mercedes-Benz (177/46) closed dramatically on second-placed Isuzu (180/26).
Hino (90/19) and Iveco (72/11) retained last month’s places, while Fiat (26/2) joined Foton (26/1) in sixth-equal. In the 7.5-15t segment, Isuzu (273/33), continued to be dominant – both for the month and YTD. Hino (136/11) was next, ahead of FUSO (128/15), UD (42/2), Iveco (23/2) and Foton (12/0). In the 15-20.5t class, Hino (51/9) was followed by UD (37/7), which overtook FUSO (34/2). Isuzu (29/4) retained fourth, followed by Iveco (12/0), which was caught by Mercedes-Benz and Scania (both 12/1). All brands in the small 20.5-23t segment held their places, with only the top three – Hino (25/4), UD (8/2) and Isuzu (3/1) – adding to their totals. In the premium 23t to max GVM category, 2018 leader Isuzu (265/28) could only manage third for the month, behind YTD second-placed Kenworth (221/34) and fifth-placed Hino (178/29). DAF (205/24) held third for the year, while Volvo (201/27), fourth, inched closer. FUSO (138/17) was sixth, ahead of Scania (124/21), UD (87/14) and MAN (67/10). Iveco and Mercedes-Benz continued their private battle for 10th, with (53/7) apiece. It’s no contest at the top of the trailer market, with Patchell (158/26) romping away from the rest. There were however two fights for major positions in the top five – with YTD second-placed Fruehauf (104/12) narrowly leading MTE (102/13), while Domett (81/15) retook fourth place from Roadmaster (80/5) in August. Behind them, TMC (65/7) was followed by Transport Trailers (57/10), which swapped places with MaxiCUBE (53/2). Transfleet (41/7) retained ninth and Jackson (39/10) took 10th from Freighter (36/4). Robin Yates has been analysing how the NZ truck market (4.5t GVM and above) compares on a provincial or city-by-city basis over the past 10 years – as at the end of July each year. Unsurprisingly, Auckland continued to dominate the national market, accounting for 36% of all registrations – equal to the sales in Hamilton, Christchurch, Palmerston North, Wellington and Napier combined. Two significant changes, says Yates, were Christchurch registrations’ share of the national market increasing from 8.5% to 11.5%….while Wellington’s sales dropped from 6.8% to 5.2%. T&D Truck & Driver | 85
Recently
Registered
www.trt.co.nz 23,001kg-max GVM 2018
Canterbury builder Feutz & Goldsmith has put this new UD Condor PK16-280 to work for its operation. The 4x2 tipper has a 280hp UD engine, a six-speed gearbox and spring rear suspension. The body was built by Adams & Currie. Photo – Alix Houmard
4501kg-max GVM 2018 Brand ISUZU FUSO HINO MERCEDES-BENZ KENWORTH DAF VOLVO UD IVECO SCANIA MAN MACK FREIGHTLINER FOTON FIAT RAM SINOTRUK HYUNDAI INTERNATIONAL WESTERN STAR OTHER Total
Vol 746 561 480 248 221 211 201 174 164 136 81 51 45 38 26 21 19 18 17 17 14 3489
% 21.4 16.1 13.8 7.1 6.3 6.0 5.8 5.0 4.7 3.9 2.3 1.5 1.3 1.1 0.7 0.6 0.5 0.5 0.5 0.5 0.4 100.00
Vol 92 70 72 55 34 25 27 25 20 22 14 4 7 1 2 1 4 1 1 5 5 487
August % 18.9 14.4 14.8 11.3 7.0 5.1 5.5 5.1 4.1 4.5 2.9 0.8 1.4 0.2 0.4 0.2 0.8 0.2 0.2 1.0 1.0 100.00
Vol 34 17 1 2 3 3 0 3 1 0 64
August % 53.1 26.6 1.6 3.1 4.7 4.7 0.0 4.7 1.6 0.0 100.00
Vol 36 26 46 19 11 2 1 1 1 0 143
August % 25.2 18.2 32.2 13.3 7.7 1.4 0.7 0.7 0.7 0.0 100.00
3501-4500kg GVM 2018 Brand FIAT MERCEDES-BENZ FORD PEUGEOT RENAULT LDV TOYOTA CHEVROLET IVECO VOLKSWAGEN Total
Vol 212 83 13 13 10 9 9 8 5 5 367
% 57.8 22.6 3.5 3.5 2.7 2.5 2.5 2.2 1.4 1.4 100.00
4501-7500kg GVM 2018 Brand FUSO ISUZU MERCEDES-BENZ HINO IVECO FIAT FOTON RAM HYUNDAI JAC Total 86 | Truck & Driver
Vol 260 180 177 90 72 26 26 21 12 2 866
% 30.0 20.8 20.4 10.4 8.3 3.0 3.0 2.4 1.4 0.2 100.00
It’s no contest at the top of the trailer market 7501-15,000kg GVM 2018 Brand ISUZU HINO FUSO UD IVECO FOTON MAN HYUNDAI MERCEDES-BENZ DAF SINOTRUK OTHER Total
Vol 273 136 128 42 23 12 9 6 5 3 1 5 643
% 42.5 21.2 19.9 6.5 3.6 1.9 1.4 0.9 0.8 0.5 0.2 0.8 100.00
Vol 33 11 15 2 2 0 1 0 1 0 0 4 69
August % 47.8 15.9 21.7 2.9 2.9 0.0 1.4 0.0 1.4 0.0 0.0 5.8 100.00
15,001-20,500kg GVM 2018 Brand HINO UD FUSO ISUZU IVECO MERCEDES-BENZ SCANIA MAN CAMC DAF SINOTRUK Total
Vol 51 37 34 29 12 12 12 5 2 2 2 198
% 25.8 18.7 17.2 14.6 6.1 6.1 6.1 2.5 1.0 1.0 1.0 100.00
Vol 9 7 2 4 0 1 1 3 0 1 0 28
August % 32.1 25.0 7.1 14.3 0.0 3.6 3.6 10.7 0.0 3.6 0.0 100.00
20,501-23,000kg GVM 2018 Brand HINO UD ISUZU DAF FUSO MERCEDES-BENZ Total
Vol 25 8 3 1 1 1 39
% 64.1 20.5 7.7 2.6 2.6 2.6 100.00
Vol 4 2 1 0 0 0 7
August % 57.1 28.6 14.3 0.0 0.0 0.0 100.00
Brand ISUZU KENWORTH DAF VOLVO HINO FUSO SCANIA UD MAN IVECO MERCEDES-BENZ MACK FREIGHTLINER INTERNATIONAL WESTERN STAR SINOTRUK OTHER Total
Vol 265 221 205 201 178 138 124 87 67 53 53 51 45 17 17 16 5 1743
% 15.2 12.7 11.8 11.5 10.2 7.9 7.1 5.0 3.8 3.0 3.0 2.9 2.6 1.0 1.0 0.9 0.3 100.00
Vol 28 34 24 27 29 17 21 14 10 7 7 4 7 1 5 4 1 240
August % 11.7 14.2 10.0 11.3 12.1 7.1 8.8 5.8 4.2 2.9 2.9 1.7 2.9 0.4 2.08 1.7 0.4 100.00
Vol 26 12 13 15 5 7 10 2 7 10 4 4 3 3 4 4 3 1 0 1 4 2 0 1 0 1 1 2 0 2 0 0 0 1 1 1 0 0 0 0 0 0 1 1 1 0 0 2 2 9 166
August % 15.7 7.2 7.8 9.0 3.0 4.2 6.0 1.2 4.2 6.0 2.4 2.4 1.8 1.8 2.4 2.4 1.8 0.6 0.0 0.6 2.4 1.2 0.0 0.6 0.0 0.6 0.6 1.2 0.0 1.2 0.0 0.0 0.0 0.6 0.6 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.6 0.6 0.0 0.0 1.2 1.2 5.4 100.00
Trailers 2018 Brand Vol PATCHELL 158 FRUEHAUF 104 MTE 102 DOMETT 81 ROADMASTER 80 TMC 65 TRANSPORT TRAILERS 57 MAXICUBE 53 TRANSFLEET 41 JACKSON 39 FREIGHTER 36 FAIRFAX 31 TES 25 KRAFT 20 EVANS 18 MILLS-TUI 16 CWS 15 HAMMAR 14 CHIEFTAIN 13 MAKARANUI 10 LUSK 10 ADAMS & CURRIE 9 MTT 8 HTS 7 TRINITY 6 TEO 6 TIDD 6 WHITE 6 COWAN 5 FELDBINDER 5 DOUGLAS 4 GLASGOW 4 PTE 4 NICKEL 4 TANKER 4 LOWES 4 MD 3 MORBARK 3 MORGAN 3 SEC 3 SDC 3 GUY NORRIS 3 DT5 3 3 KOROMIKO MANAC 3 CECO 2 CONVAIR 2 BARFORD 2 JAMIESON 2 OTHER 78 TOTAL 1183
% 13.4 8.8 8.6 6.8 6.8 5.5 4.8 4.5 3.5 3.3 3.0 2.6 2.1 1.7 1.5 1.4 1.3 1.2 1.1 0.8 0.8 0.8 0.7 0.6 0.5 0.5 0.5 0.5 0.4 0.4 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.2 0.2 0.2 0.2 6.6 100.00
K&L Distributors
K & L Distributors BOP Ltd
Auckland Oil Shop
Ken and Linda Rowe and the team K & L Distributors Ltd is a locally owned and operated company who for over 27 years has been providing lubricant solutions to the Waikato, King Country. We pride ourselves in exceeding our customer’s expectations in terms of service, delivery and a premium range of products. We look forward to offering you tailored and profitable lubricant and fuel solutions for your business. Alongside our Caltex Lubricants we also provide Onsite Diesel Refuelling and Bulk Diesel and Petrol deliveries. K & L Distributors Ltd 17 Maui Street Hamilton 3200 07 849 2943 www.kandldistributors.co.nz Hamilton@kandldistributors.co.nz 0274 939 491 0274 939 024 0274 939 031 0272 942 292 0274 939 038
TD28697
Ken Rowe Brent Rowe Craig Jones Larry Ferguson Bevan Paterson
Recently
Registered
88 | Truck & Driver
www.trt.co.nz
This new Iveco Trakker 8x4 has gone to work for Carterton’s Dalefield Transport, hauling logs in the Wairarapa region. It has a 450hp Cursor 13 engine, a Eurotronic II AMT, Evans logging equipment, nine-inch steel rims and a stoneguard.
Greymouth’s MBD Contracting has put these two new DAF CF85 tippers to work, carting rock and aggregates all around the West Coast. The day cab 6x4s have 510hp PACCAR MX engines, 18-speed Roadranger manual gearboxes, Meritor 46-160 diffs on Airglide suspension, Guy Norris Engineering tipper bodies, SI Lodec scales and Bigfoot tyre inflation systems.
Taupo’s Raymond and Kristy Bradshaw now have this new K200 Kenworth logger working around the central North Island for Aztec Forestry Transport Developments. Rayza drives the 8x4, which has a 600hp Cummins X15 engine, a heavyduty 18-speed Roadranger manual transmission, Meritor 46-160 diffs and Patchell logging gear and a matching five-axle trailer. Photo – Bri Bradshaw
Compton Civil in Wellington has added this new UD Quon to its operation, carting aggregate, soil and other bulk loads to support its work in the region. The 6x4 has a 390hp engine, Escot 6 AMT and Meritor diffs, a Belmont Engineering body, super singles and a Kiwi Tarp roller tarp.
BRAKES
We cover the range
Lined Brake Shoes, Shoe Kits, Disc Pads, Brake Lining and Brake Drums for BPW, ROR, IMT, Propr-SAF & more...
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Harvesting, spreading, tankers, stock trucks, logging, access equipment and ag work - if your fleet travels off-highway for any reason, TractionAir CTI can improve your performance. Better tyre life with optimal pressure on any surface at any speed. Reduction in damage to off-highway sites. Improved operator safety travelling off-highway with reduced wheel slip. Improved site access off-highway with greater traction. Reduction in the risk of tyre damage moving between road surfaces.
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Ham: 07 849 4839 Akl: 09 262 0683 Chch: 03 741 2261 www.trt.co.nz
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Airplex Industries Ltd 21 Saleyards Road, Otahuhu, Auckland Phone +64 9 276 9826 Toll Free: NZ 0800AIRPLEX Fax +64 9 276 9836 Email: info@airplex.co.nz
the auto accessory specialists Manufacturers & Distributors of:
LCV28647
• • • • • • •
Roof Mount Air Deflectors Sunvisors Windscreen Stoneguards Headlight Protectors Door Weathershields Bonnet Guards NZ Made Truck Accessories!
Ute Accessories: SteelTop® Ute Canopies, Hard Lids, Nudge Bars, Bonnet Guards, Door Weathershields, Tailgate Assist - Prolift, Bed Liners, Ironman 4x4 Winch Bars, Sports Bars, Tonneau Covers, Side Steps, Slide Drawers, Roof Racks, Towbars..... and so much more!
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(0800 257 687)
Phone Rick: 06-357 4100 Mobile: 0274 905 788
435 Tremaine Avenue. P.O. Box 4438, Palmerston North • Email: rick@alrotruck.co.nz
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PURCHASE A BINDER TODAY! KEEP YOUR COLLECTION IN TOP CONDITION
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For your binder simply fill in this form and return it to: NEW ZEALAND TRUCK & DRIVER MAGAZINE along with $32.00 (GST, P&P incl)
Multi leaf springs and leaves
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Archers Auto Springs can now manufacture replacement parabolic spring leaves (including main leaves) and complete spring packs for most parabolic sprung vehicles.
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Paddy - m: 021 335 739 e: paddy.its@gmail.com
• Cab and chassis painting
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WE SPECIALISE IN MANUFACTURING TO SUIT YOUR OPERATIONAL REQUIREMENTS.
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CLASSIFIED TRUCK & DRIVER
Isringhausen leads the way in the application of modern technology to driver’s seating. ISRI has a full range of driver’s seats to suit every application. Note: Seat fabric may vary from what is shown. Armrests and head restraints are optional accessories.
Protect your back and reduce driver fatigue CALL US NOW!
ISRI 6860/875 NTS
ISRI 6860/870 NTS
ISRI 6860/880 NTS
Automatic Self Levelling NTS Air Suspension Seat Integrated Head Restraint Integrated 3-Point Seat Belt
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Automatic Self Levelling NTS Air Suspension Seat, Armrests & Head Restraint Optional Extras
Geemac Trading (NZ) Limited. Phone (09) 630 1856 or Fax (09) 630 1855 email: sales@geemac.co.nz www.geemac.co.nz www.isringhausen.co.nz
TD27586
The World’s Best Driver’s Seat
Specialists In Heavy Motor Commercial Motor Vehicles, Carriers Liability, Public Liability Insurance
92 | Truck & Driver
www.sweeneytownsend.co.nz TD25820
LG23615
0800 55 54 53 info@stal.co.nz
Truckers & Loggers FISHING TOURNAMENT
2019 21st to 23rd March 2019 Paihia, Bay of Islands Hosted by the Bay of Islands Swordfish Club (Inc)
REGISTER ONLINE NOW:
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TOURNAMENT MEMBERSHIPS REQUIRED No: __________________ @ $25, TOTAL: $ _________________ (Tick Box Alongside Anglers Name) $125 PER ANGLER, No: ___________________________________________ TOTAL: $ _________________ GUEST ENTRY (non anglers) $50 each, No: ___________________________
TOTAL: $ _________________
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Engine & Gearbox mounts A full range of new rubber boots TD28711
We remanufacture to as new standard Ask about our express service
09 444 5571
workshop@briconengineeringgroup.co.nz
TD28546
FROM THE BIGGEST VEHICLES TO THE SMALLEST
Contact Mark 021 991 236
UNIT 5-95 ELLICE RD, GLENFIELD, AUCKLAND
www.briconengineeringgroup.co.nz
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Manufacturers & Distributors of:
5
94 | Truck & Driver
Available from your local truck dealership or: Te Apunga Place, Mt Wellington, Auckland. P.O. Box 62182. Phone (09) 276-9086. Fax (09) 276-2909. www.visordistributors.co.nz AP21327
TD26073
• Roof Air Deflectors and Side Skirts • Fibreglass Sunvisors • Windscreen Stoneguards • Weathershields • Headlight Covers • Bonnet Bug Guards • Tipper Skirts
ONLY
October 2018 $8.50 incl. GST
79. $70
September 2018 | $7.20
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BIG TEST Tip-top tipper | FLEET FOCUS Reality beats dreams | FEATURE Big-hill special
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industry guide to new
112-062, PENROSE,
and used trucks, trailers,
AUCKLAND
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September 2018
Stock Units available NOW
the essential monthly industry
$4.00 incl GST
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NEW 15.66m QUAD REEFERS
• BPW wide track rack super single axles with Knorr Bremse EBS. • Alloy wheels & 385/55/22.5 tyres • Alloy safeway flooring • LED lighting
• To suit 1250mm turntable height • HPMV permit required
• Fully insulated with thick wall for optimized low temperature settings • Provision for Front mounted fridge unit and Rear
36 PAL P LLE PA LET T
evaporator recess (Fridge units not included) • Optional Side door • Raise lower val valve with auto reset to ride height • Rear bumper dock buffers • Provision for Allsafe Double loader stacking system • Built to order ex Takanini • 2 rows oof F Track and 4 shoring bars. with 3 year warranty • 1 week delivery following • White or Blue interior options designated fridge installation.
STOCK AVAILA BLE
with Knorr
NEW HPMV 6 AXLE B TRAIN
• Optional Side door included) evaporator recess (Fridge units not • Rear bumper dock buffers to ride height • Raise lower valve with auto reset ex Takanini with 3 year warranty stacking system • Built to order fridge • Provision for Allsafe Double loader • 1 week delivery following designated bars. • 2 rows of F Track and 4 shoring installation. • White or Blue interior options
• To suit 1250mm turntable height • HPMV permit required or optimized low • Fully insulatedd with thick wall ffor temperature settings and Rear unit an • Provision for Front mounted fridge
36 PALLET ET
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BLE STOCK AVAILABLE
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NEW HPMV 6 AXLE B TRAIN
* LED lighting
* To suit 1200mm turntable height 36 pallet capable The Official Magazine of the * Mezzanine floors front and rear * Curtains included (Not
Sign written)
NEW TRAILERS 15.6M HPMV FLAT DECK
SAMPLE PHOTO
• BPW wide track super single axles Bremse EBS. • Alloy wheels & 385/55/22.5 tyres • Alloy safeway flooring • LED lighting
NOW
SAMPLE PHOTO
* 8.1m lead x 10.1m rear internal * 19.5 Axles, Dual wheels, EBS * Alloy wheels & 265/70/19.5 Brakes tyres * Steel flooring
AUCKLAND
NEW 15.66m QUAD REEFERS
ON THE ROAD IN 4 WEEKS
CAPA PABLE PA BLE
* Front and rear tensioners * Optional Stainless steel panels * Optional Toolbox on lead or rear units * Rear dunage carrier
SAMPLE PHOTO
* 8.1m lead x 10.1m rear internal Brakes * 19.5 Axles, Dual wheels, EBS tyres * Alloy wheels & 265/70/19.5 * Steel flooring
ON THE ROAD IN 4 WEEKS
TRAILER
from $103,000 + GST
Sample image only
* Front and rear tensioners * Optional Stainless steel panels rear units * Optional Toolbox on lead or * Rear dunage carrier
* LED lighting height 36 pallet capable tur * Too suit 1200mm turntable rear * Mezzanine floors front and written) * Curtains included (Not Sign
NEW TRAILERS
ON THE ROAD IN 4 WEEKS
15.6M HPMV FLAT DECK TRAILER
New Cat 558LL
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Making the big move
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QUAD AXLE SKELETAL
from $95,000 + GST
NEW TRAILER DEALS Mathew Story MaxiTRANS Industri Mobile 021 668 850 es 61 Spartan Rd, Takanini, Auckland mathew.story@maxitrans.co.nz EG28529
QUAD AXLE SKELETAL
from $95,000 + GST
XLam ramps up
LS NEW TRAILER DEAproduction All trailers subject to prior sale and
availability
MaxiTRANS Industries
John Stevens Mobile 021 532 135 john.stevens@maxitrans.co.nz
Phone (09) 269 0712
www.maxitran s.co
ISSN 1176-0397
from $103,000 + GST
ISSN 1174-7935 Issue 217
EG28529
End of an era at PF Olsen
John Stevens Mobile 021 532 135 john.stevens@maxitrans.co.nz
Auckland
Mathew Story 61 Spartan Rd, Takanini, Mobile 021 668 850 Phone (09) 269 0712 mathew.story@maxitrans.co.nz
.nz
.nz
www.maxitrans.co
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LOUIE AND HIS HARD CASE BUGGERS Well known forester and hunter Lance Duncan retired from the forestry industry then sat down and wrote a book. It’s the tale of his life and is full of yarns from many years of working in forestry and hunting and those people he met along the way. Its full of humour, our proof reader was in stitches when she worked on this manuscript. It hasn’t been sterilised it’s written as Lance tells it and anybody who knows him will know you will get it straight. If you are easily offended then it’s probably not for you.
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YOUR QUALITY PARTS SPECIALIST 3 Lubricants 3 Filtration 3 Engine 3 Brake Friction 3 Electronic Braking 3 Driveline 3 Axles 3 Wheel End 3 Steering & Suspension 3 Electrical 3 Consumables 3 Tools & Equipment 3 Brake Certification 3 OEM Specialists Plus much more...
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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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HE METALLIC GREEN AND GOLD FLEET COLOUR scheme of Hawke’s Bay operator Tomoana Warehousing, is the result of a totally fresh start – one forced by outside circumstance. In 1998, Trevor Taylor was forced to wind up THT Roadfreight, the transport company with which he’d been servicing the region’s horticulture industries. The 24-unit strong THT had lost 90% of its turnover overnight when primary client Carter Holt Harvey adopted a new transport strategy. Taylor’s efforts were then directed to the Tomoana Warehousing operation he’d set up a few years previously. This grew so successfully that by the early 2000s it was obvious it could handle an inhouse transport division. THT Roadfreight’s colours had been red and white, so they were off the menu, explains Trevor: “I not only wanted a total change, but something that fitted with the philosophy of what we wanted to achieve with the new company, which was very much involved with the horticulture and produce
2 | Truck & Driver
industries here in the Hawke’s Bay. “Green suited ideally. I’ve always seen it as a fresh colour, and it fitted in with the work we’d be doing. “At the same time, I was going for something simple, because I firmly believe that’s important for a fleet. When the number of trucks builds up, it’s inevitable that there’ll be a few scratches along the way, so the simpler a paint scheme is, the easier it will be to put them back into a paint shop and keep them looking good. “However, I knew a totally green cab would be a bit too much, and gold seemed an ideal match – breaking up the green, but keeping the overall effect of freshness.” The particular shades of the primary colours are very much custom specs, he explains: “We couldn’t get the colours I wanted off the shelf, so I worked with local company Topaz Paints until we got the ones that looked right.” Trevor says the combination of a green cab with gold mudguards and aerofoils nicely suited the layout of the bonneted models – primarily Sterlings – that comprised the
TRANSPORT IMAGING AWARDS
bulk of the Tomoana Warehousing fleet at the beginning. The response from the wider community has proven how effective the design was, he adds: “We consistently get positive comments about the look of the trucks.” A notable characteristic of the Tomoana livery, which earns it status as this month’s PPG Transport Imaging Awards finalist, is how it works equally well with conventional or cabover models...not always a given. The simplicity that was Trevor’s guiding principle with the original design comes to the fore, with the gold of the front guards of conventionals translating neatly to the panels under the doors and grilles on cabovers. While the fundamentals of the colour scheme haven’t changed a bit over the fleet’s history, there has been quite a bit of evolution in terms of the signage and logos on the trucks and trailers. In the beginning, says managing director Stewart Taylor (who took over day-to-day management of the company from his father in 2006), the cabs simply carried the words “Tomoana Warehousing,” or occasionally “TWL.” “Then, around 2003, we engaged a local company, CSM Signs, who came up with several ideas. The one we chose was like a signpost, pointing to the left, and with a circle after the name representing the warehousing aspect. The approach worked OK, but the fact it was asymmetric was not ideal. “So in 2011, with the arrival of several new Western Stars, the signwriter of the time replaced the signpost shape on the
aerofoils with a circle, signifying the movement of produce through our system. Several of our units still carry that.” Two years later, as part of an overall image revamp, the company logo was changed to its current boxed rectangular shape, with “Tomoana” prominent. The previous circle was changed to smaller rotating green arrows alongside this in the rectangle, and the words “Warehousing” and “Transport” were set into smaller panels underneath. The prominence of the Tomoana name in the new logo adds flexibility of branding as the company expands its areas of activity. For example, with the recently-formed heavy haul division, the subsidiary scripting in the lower panels is “Heavy haulage.” As the company started putting on more vehicles it found it increasingly awkward to continue sourcing paint through the single, original supplier, which was the only company that had the unique brew, says Stewart: “We were not only getting new trucks, but trailers were being built by various suppliers. So I went to PPG and organised shades from their lineup that were as close as they could get. “These have now been registered as ‘Trevor Taylor Green’ and ‘Trevor Taylor Gold’ and are more readily available from the PPG range.” Signwriting for the fleet is carried out by Wilsigns in Napier, while the gold paint (which is applied locally to the ex-factory green cabs of new trucks) is done by a variety of painters – usually organised by the distributor. T&D
This pic, opposite & top right: After a number of logo changes, the Tomoana livery now looks equally good on different makes and formats Top left: Earlier versions of the aerofoil and door logos
Truck & Driver | 3
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