NZ TRUCK & DRIVER
$9.50 incl. GST
| February 2022
February 2022
Modest biz is best
Calendar caps Kiwi’s comeback
FEATURE
ISSN 2703-6278
KING
The Official Magazine of
BIG TEST King of the hills | FLEET FOCUS Modest biz is best | FEATURE: Calendar caps Kiwi’s comeback
FLEET FOCUS
Issue 253
NEW SHOGUN
510HP | 2500Nm The most powerful Japanese truck, ever!
New FUSO SHOGUN 510HP gives you the power and torque to dominate New Zealand roads, plus advanced safety features to get your team home safely – day after day, night after night. Euro 6 | 510hp | 2,500Nm / 1,850 lb-ft | 12.8 Litre
Now taking orders. Call today!
fuso.co.nz
|
0800 FUSO NZ
SCAN FOR MORE DETAILS!
NZ’s FAVOURITE LIGHT TRUCK IS READY TO ROLL! ADVANCED SAFETY 30,000KM SERVICE INTERVALS NO DEPOSIT FINANCE AVAILABLE* 5 YEAR / 200,000KM WARRANTY 24/7 SUPPORT NZ-WIDE
VE A H S IN E W CK TRUCK & E L O B T S IL A AVAW! NO
The one and only FUSO Canter is tough, versatile and easily configured for pretty much any light-duty application. Backed by a 5-year / 200,000km peace-of-mind warranty, Canter leads with advanced safety features to get your team home safely – day after day, night after night.
Talk to your local FUSO dealer today!
FUSO.CO.NZ | 0800 FUSO NZ *Applies to approved purchases.
ISUZU FSR650 COMPACTOR BODIES CAN BE SUPPLIED IN 4M3 TO 12.2M3
6-SPEED OR ALLISON AUTO
RECYCLE PACKER • Specially designed for recyclable waste • 2, 3 or 4 compartment body for separated collection • Rear loading, rear discharge (tip out) • Low emission thanks to idle speed operation • Flat-side design, suited for ads
Authorised distributor of
Ian Renner 027 678 1714 ian@robertsonisuzu.co.nz Phone: (06) 355 5062 | 56 Railway Road, Palmerston North | www.robertsonisuzu.co.nz
TD31732
Two Compartment Recycle Compactor suitable for Plastics, Paper, Cardboard and Cans
CONTENTS Issue 253 – February 2022 4
Aeolus News
The latest in the world of transport, including…”Don’t panic” call on AdBlue supply; FUSO ousts Isuzu from its longtime No. 1 spot in the NZ new truck market; CAL Isuzu puts $34million into new dealerships, workshops
73 Calendar caps Kiwi’s comeback
Ben Overton is the first Kiwi to have “his” truck (it’s really his boss’ truck) make it onto the world’s most prestigious truck calendar. But that’s not the half of it!
76 Daimler’s divvy-up
Separations usually mean splitting the family treasures – and it’s no different with one of the world’s automotive giants. So when Daimler separated its truck and bus and car and van businesses, its historic vehicle collection was divvied-up as well
24 Giti Tyres Big Test
Longtime truckie Kenny Wilson reckons the hills are disappearing from New Zealand’s highways. Could have something to do with his new ride – a new Scania. Yep, one with 770 horsepower on tap
41 Transporting New Zealand
A column from Ia Ara Aotearoa Transporting NZ chief executive Nick Leggett: In a year of change and challenges, Te ara ki tua Road to success was a real highlight
79 Tanker driver diversity
Hillary Moffat has a message for women interested in joining her as a Fonterra milktanker driver: “Go for it! There is nothing stopping you.”
81 Old Iron
Trucking historian Gavin Abbot looks at the REO marque and its popularity in NZ
44 Teletrac Navman Fleet Focus
Wayne Burnell is categorically not one of those transport operators driven to continually grow his fleet. In fact, at 10 trucks, Burnell & Son Transport feels just about right, thanks
REGULARS 80/ Double Coin Transport Imaging Awards 81 Recognising NZ’s best-looking truck fleets….including
95 Truck Shop
New products and services for the road transport industry
102 CrediFlex Recently Registered
New truck and trailer registrations for November/ December and the 2021 year
COLUMNS 97 NZ Heavy Haulage Association
Good communications between road construction contractors and heavy haulage operators is essential to manage the potential impact of roadworks on oversize transport movements
99 National Road Carriers Association
Our industry operates on very slim margins – leaving limited room for error
101 Road Transport Association NZ
Contracts are critically important – outlining expectations for both parties, offering protection if expectations aren’t met…and locking in the price to be paid for a service
a giant pullout poster of this month’s finalist
FEATURES 60 Southpac Trucks Legends
91 It’s political…
NZ’s major political parties are offered the opportunity to tell us their views on issues affecting the road transport industry. This month, ACT and National feature
Te Awamutu operator Barry Stamp has introduced scores of drivers to the industry over the years
63 And it’s goodbye from me….
Retiring editor Wayne Munro looks back on the people, the places….the trucks he’s had the pleasure of writing about during 22 years with NZ Truck & Driver
MANAGEMENT
ADMINISTRATION MANAGER
Publisher
Trevor Woolston 027 492 5600 trevor@trucker.co.nz
Sue Woolston
Advertising
Trevor Woolston 027 492 5600 trevor@trucker.co.nz
Sue Woolston
Hayden Woolston 027 448 8768 hayden@trucker.co.nz
EDITORIAL Editor
Wayne Munro 021 955 099
Editorial office Phone Associate Editor
waynemunro@xtra.co.nz PO Box 48 074 AUCKLAND 09 826 0494 Brian Cowan
CONTRIBUTORS Incoming editor Colin Smith Gerald Shacklock Gavin Abbot
Olivia Beauchamp www.wowtrucks.com
ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston 027 233 0090 trudy@trucker.co.nz
AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz
accounts@trucker.co.nz
SUBSCRIPTIONS accounts@trucker.co.nz
NZ subscription $95 incl. GST for one year price (11 issues) Overseas rates on application ADDRESS Phone Freephone Postal Address Street Address Web
+64 9 571 3544 0508 TRUCKER (878 2537) PO Box 112 062, Penrose, AUCKLAND 172B Marua Road, Ellerslie, AUCKLAND www.alliedpublications.co.nz
PRINTING & DISTRIBUTION Printer Bluestar Retail Distribution Ovato 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.
www.facebook.com/nztruckanddriver
www.nztruckanddriver.co.nz Truck & Driver | 3
NEWS
“Don’t panic” call on AdBlue supply NEW ZEALAND PRODUCTION OF ADBLUE IS BEING ramped up at the Ballance Agri Nutrients Kapuni plant in Taranaki as international supplies remain tight. And NZ distributors say there is sufficient supply – providing users don’t panic buy. A halt on urea exports from China last year has sent AdBlue/DEF fluid manufacturers scouring the globe for automotive grade urea – the raw material needed to make the AdBlue used in the emissions control systems of modern diesel engines. Ballance Agri Nutrients says it has increased local production of its GoClear-branded AdBlue while other local distributors are searching global supply chains for alternative sources. Indications are China will remain closed as a source of urea until at least the end of next month. Ballance business manager – industrial products, Kate Davies, says it’s important to avoid panic buying or other actions that could stress the market: “We are seeing high demand and we have ramped-up production. We are running at more than double our normal output (at the Kapuni plant),” she says. “The key message is that we are continuing to see the urea market globally is unbalanced and there is a real shortage of automotive grade urea.” Ballance uses natural gas at the Kapuni plant to manufacture urea. It makes the GoClear product, which is distributed by Ixom. Until last year GoClear was a relatively small player in the NZ AdBlue market, before Ixom purchased the SCR Solutions distribution network. “It’s important that the market doesn’t become distorted by panic buying or by people buying AdBlue to send to Australia,” says Davies. “We are a farmer-owned co-operative, so our loyalty is to the NZ primary sector and the supply chains that support it.” Ixom’s NZ general manager, Sean Eccles, says it has a resilient supply of AdBlue and is well placed to meet local demand: “We work hard to maintain multiple supply channels, with both imported and locally-produced product, to ensure continuity of supply to our customers. 4 | Truck & Driver
“Most people understand that there is sufficient product available. We’d like to thank the end users of AdBlue – truck drivers, bus drivers and farmers – and our customers, for their collective response; most are purchasing product in line with their normal buying patterns.” DGL Manufacturing (DGL), which produces and markets the AdBlue by Chempro brand in NZ, says it is also seeing higher demand and is fielding inquiries from new customers. Jono Kney, sales and marketing manager for DGL, says: “We have got stock for our existing customers till the end of March, and we are in the process of securing raw materials from alternative sources.” DGL currently supplies roughly one-third of the NZ market. The country’s estimated annual usage of AdBlue is in the region of 32 million litres. In Australia, where the shortage of AdBlue has had significantly more general media coverage, the federal government is supporting fertiliser manufacturer Incitec Pivot to increase production at its plant near Brisbane. Prior to the AdBlue supply issue, the plant – the only Australian factory producing automotive grade urea – had been earmarked for closure at the end of 2022. T&D
NEWS
FUSO claims No. 1 spot FUSO HAS ENDED ISUZU’S 21-YEAR run as New Zealand’s best-selling truck – achieving a goal set five and a half years ago. When Fuso New Zealand (FNZ) was appointed the new FUSO distributor in late 2016 it immediately went public with its ambition to return Daimler Truck’s Japanese brand to the No. 1 spot in the NZ new truck market. The make had been the market leader for six years until Isuzu took over the top spot in 2000. FUSO had languished in third place (behind Isuzu and Hino) for three years before the distribution rights for the make were taken from Mitsubishi Motors NZ and given to FNZ – a company set up by longtime FUSO dealer Keith Andrews Trucks. FNZ MD Kurtis Andrews said then that the distribution deal provided an exciting challenge – and a great opportunity to return FUSO to market-leader status, although he conceded: “There is significant work to be done to reestablish FUSO as the No. 1 truck brand in NZ.” Now Andrews says: “We are all extremely proud... “Since Fuso NZ was established, one of our milestones was to reclaim the top market position. We knew we could only get there if customers valued what we have to offer and we promised to deliver better and to look after our own. This result is the outcome of that.” He credits the loyalty of FUSO customers and “the passion and commitment” of the FNZ team and dealerships across the country for
The FUSO return to the top has been powered by many factors.... including the arrival of a new 510hp Shogun flagship model
delivering the result. FNZ says it has “delivered a renewed focus for the manufacturer in this country, across every aspect of customer experience. “The FUSO dealer network has been further strengthened, parts stock and supply has significantly increased, and a slew of new models have expanded options for NZ truck and bus operators.” Over the past five years, FNZ has introduced the big-selling Canter Tipper, the Enduro workhorse range and returned to the market
the popular Shogun badge – on an all-new, Euro 6 lineup of medium to heavy-duty trucks, headlined by the latest 510 horsepower models. FNZ points out that advanced safety features are now standard across its light, medium and heavy-duty offerings, while the FUSO eCanter – “the world’s first series-produced electric light truck” – is now in work here with “emissionconscious customers.” For an in-depth look at the 2021 NZ truck market results, turn to CrediFlex Recently Registered on Page 102. T&D
The FUSO offering here includes a working trial of the all-electric eCanter Truck & Driver | 5
www.jacksonenterprises.co.nz
TD32194
Queen St, Pahiatua Ph: 06 376 0020 Contact: Trevor: Mob 0274 437 968 Email: trevor@jacksonenterprises.co.nz
NEWS
CAL Isuzu owner Ashok Parbhu
CAL Isuzu’s big growth plans NEW ZEALAND’S LARGEST INDEPENDENT ISUZU dealership has big expansion plans for 2022. CAL Isuzu has announced a $34million investment in new facilities – with $22m earmarked for a new dealership and workshop in East Tamaki and a $12m project creating a new Whangarei dealership and workshop. The investments follow a 2021 redesign and upgrade of the CAL Isuzu site at Mount Maunganui. It’s a vote of confidence in the industry at a time when some companies are taking a cautious approach and putting business plans on hold. Ashok Parbhu, the owner of CAL Isuzu, says this is the right time to do the opposite: “When the first lockdown occurred, people were spooked and cancelled their orders with us. Materials were also in short supply. “But, rather than shrink our operations, I thought CAL Isuzu should work smarter and take advantage of the new landscape.” Before the COVID outbreak, he had been working with a developer to lease new high-tech facilities in Auckland, but as the pandemic pressure mounted, the developer pulled out – presenting Parbhu with an opportunity: “With the developer gone, my leadership team had a rethink,” he explains. “We felt the need to secure our future from the vagaries of the property
market, so we asked ourselves: ‘What if we owned the land in both Auckland and Whangarei – and building instead of leasing them?’ After weighing up the pros and cons, we decided to look for land.” Both projects will soon be out for tender, with construction set to begin mid-year. The timeframe is for both new facilities to be fully operational in early 2023. The Whangarei operation will also grow its staff numbers from three to around 12 once the facility is completed. For CAL Isuzu, these are exciting times – the latest steps in Ashok Parbhu’s 34-year journey: “There’s a saying. ‘Rome wasn’t built in a day – but they were laying bricks every hour.’ That’s how I feel about our new trucking facilities,” he says. “What we’re doing now is the continuation of what my late brother Raman started in our parents’ backyard in 1987. Way back then, our motto was ‘Better Service.’ Through nearly 35 years, we’ve never lost sight of that.” The CAL Isuzu dealer network and its 187 staff service 55% of Isuzu’s NZ truck market – as the only independent dealership with a large-scale engineering business that can build and modify trucks. The new multi-million-dollar facility upgrades will further enhance CAL Isuzu’s ability to customise trucks down to the finest detail. T&D
The $34million investment will see a new dealership and workshop complex built in East Tamaki (left)....and another in Whangarei (right) Truck & Driver | 7
NEWS
Kiwi tyre fitter now tyre boss THE NEW BOSS OF BRIDGESTONE AUSTRALIA & NEW Zealand is a Kiwi – whose career with the tyre giant started when he was still at high school in the Manawatu. Heath Barclay, who took over as the company’s Australasian managing director on January 1, worked part-time as a tyre fitter at his local Firestone tyre shop in Dannevirke – and became its fulltime manager in 1994. Barclay attracted the attention of Bridgestone NZ (then Firestone) and was offered a management cadet role in 1996. He worked in NZ in marketing, consumer business and general management roles until 2013, when he relocated to Australia as the group general manager of retail and marketing. His rise to the top continued when he became the company’s associate director sales and marketing and a new member of the board….then, in 2017, was appointed sales director. “It’s no secret that I’m passionate about this company, having spent half my life working for Bridgestone,” says Barclay. “As a business, we have significant plans, and we have a great team to bring them to life and realise our mid to longterm strategy. “Last year the global strategy for Bridgestone 3.0 was announced, and since then we have been laying the foundations to execute this strategy, and I’m
Heath Barclay honoured to be presented with the opportunity and responsibility of leading Bridgestone Australia & NZ through this period.” Former MD Stephen Roche, who retired at the end of 2021, says the Australasian business has a bright future – and Barclay is “the ideal candidate to see the business through the next phase of its evolution towards a mobility solutions provider. “This is a fantastic result for our business and for Heath. He’s passionate about the company, understands the future direction and no doubt will drive the Bridgestone Australia & NZ team towards realising our global and local goals.” Barclay says that his predecessor “played a significant role in laying the foundations for Bridgestone Australia & NZ’s future over the past few years…. “He’s left big shoes to fill, and I’m looking forward to this challenge.” Bridgestone Australia & NZ is part of the Bridgestone China and Asia Pacific (BSCAP) region structure, and Barclay will report to COO Asia Pacific, Agustin Pedroni, who says: “Heath is a committed and trusted professional, and the right leader to take BSANZ into the next level of its evolution.” T&D
Euro EV charging JV RIVAL TRUCKMAKERS DAIMLER, Traton and Volvo have moved a step closer to rolling out a Europe-wide high-performance charging network for battery-electric long haul trucks and coaches. The three trucking giants have signed a binding agreement that aims to establish a joint venture to install and operate the network. They will have equal ownership in the JV, with the charging network scheduled to start operations later this year, subject to regulatory approvals. The total investment is in the region of 500 million Euros – believed to be easily the Euro road transport industry’s largest charging infrastructure investment to date. The target is to install and operate at least 1700 high-performance green energy charging points on (or close to) highways, as well as at logistics and common destinations, within five years. Additional partners and public funding will probably significantly increase the charging point numbers. The JV partners say the project will help enable 8 | Truck & Driver
the European Union’s Green Deal – for carbonneutral freight transportation by 2050. They say a high-performance charging network is urgently required to support truck operators with their transition to CO2-neutral transport solutions, especially in heavy-duty long distance
trucking. High-performance charging for long-haul trucking is a cost-effective way to help achieve significant and rapid emission reductions. The JV’s charging network will be open to all commercial vehicles, regardless of brand. T&D
Remarkably, the EV charging JV sees Daimler Truck boss Martin Daum, Traton CEO Christian Levin and Volvo Group CEO and president Martin Lundstedt working together
YOUR HAMMAR. YOUR WAY
HAMMAR 195:
+ Versatile – PrecisionLeg™ for optimal stabilising + Light – low tare + Strong – 36-tonne Safe Working Load (SWL) or 40-tonne option + Stable – legs extend for firm base and transfer + Weighing – by each crane or total + High lift – ideal for stacking option + Reach – long outreach cranes + Ease – crane/stabiliser side-by-side design + Safety+™ – computer monitored handling as std + SDS – Hammar Soft-Drive System + Flex – Trailer or Truckmounted
HAMMAR 110: + Fast + Narrow + Light + Safe + Reach + Weighing + Strong + Stable + High lift + Ease + Safety+™ + SDS + Flex
– new SledgeLeg™ technology, 50% faster – SledgeLeg™ use for confined spaces – from 8.4-tonne tare – optimal crane geometry – long outreach cranes – by each crane or total – 36-tonne Safe Working Load (SWL) – legs extend for firm base and transfer – ideal for stacking option – crane/stabiliser side-by-side design – computer monitored handling as std – Hammar Soft-Drive System – Trailer or Truckmounted
HAMMAR 130:
+ Versatile – handles two 20’ containers or one 40’ container via 3 cranes + Unique – middle crane folds into chassis to accommodate a single 40’ + Sliding – for maximum payload with a single 20’ option + Light – only 7.5 tonne tare + Strong – 16-tonne Safe Working Load (SWL) + Stable – legs extend for firm base and transfer + Reach – long outreach cranes + Ease – crane/stabiliser side-by-side design + SDS – Hammar Soft-Drive System + Flex – Trailer or Truckmounted
Every freight delivery is different, so our three high-performance HAMMAR models are designed for your needs. Each HAMMAR is constructed from premium grade steel from Swedish and NZ components, to be stable, strong, fast and built to last. Designed for easy operation, service and maintenance in mind. You cannot buy a better sideloader. With more than 45 years experience in sideloaders and a reputation for quality of manufacturing and service, HAMMAR sets the standard.
Now sold in 115 countries MADE IN NEW ZEALAND
HAMMAR Sideloaders are Made in New Zealand from local and Swedish components to suit YOUR transport needs.
Hammar New Zealand Ltd, 16 Marphona Cres, Takanini, Auckland. 0800 2 HAMMAR sales.nz@hammarlift.com www hammarlift.com
Bobby Khan P: 09 264 1666 M: (64) 027 2661233
Shacman New Zealand Limited Distributor for SHACMAN Truck 264 Roscommon Road, Wiri, Auckland 2104
TD32005
www.shacmantruck.co.nz
NEWS
We’ve got a new editor NEW ZEALAND TRUCK & DRIVER HAS a new editor – longtime newspaper journalist Colin Smith taking over the role from retiring editor Wayne Munro after this issue. As the second editor of the magazine, Colin brings some of the same background to the job that Munro brought to the magazine when it was founded 22 years ago. In more than three decades working in daily newspapers, Colin specialised in motoring and motorsport for a variety of papers…as well as contributing to various motoring and motorsport magazines. Says Smith: “I started at the Waikato Times features department in 1985 and moved from Hamilton to Tauranga in 1987 to join the Bay of Plenty Times. “That role evolved over 33 years into a group motoring writer role, as the company ownership moved through Wilson and Horton, APN Regional Newspapers and then NZME. “My main role was producing road test, new model launch and motorsport copy for the regional motoring publications in Tauranga, Rotorua, Whangarei, Hawke’s Bay and for many community newspapers.
“Quite a few in the road transport industry who also have connections to motorsport – in particular, the speedway and rallying world – will already know me: I was a rally co-driver for many years, a photographer at nearly every form of motorsport and I’ve tried my hand at TV and online livestream pit reporting. “I’m looking forward to renewing those contacts and making a lot of new ones.” Colin started working with the magazine in October – his first contributions appearing in the November and December-January issues. It has, he says, “been exciting to begin learning a new industry. “Road transport plays a very important role in almost every aspect of life in NZ. “The technology and infrastructure that supports road transport has already started to change significantly and the pace of change only looks like accelerating. “There will be no shortage of news in the years to come but it’s also important for the magazine to be a place for industry to celebrate its history.” See retiring editor Munro’s “It’s goodbye from me….” feature on Page 63 T&D
Colin Smith
PBT joins hydrogen trial PBT EXPRESS FREIGHT NETWORK says it is taking a leadership position in reducing emissions generated by New Zealand heavy vehicles – by signing up for a hydrogen fuel-cell truck trial later this year. The courier and freight solutions provider will operate one of the first Hyzon hydrogen fuel cell trucks scheduled to start arriving here mid-year. The 600 horsepower, 58-tonne GCM tractor unit, which is based on a DAF CF chassis, is powered by 100% green hydrogen. The only emissions are water vapour and, compared to a standard diesel truck, it will remove approximately 250 tonnes of CO2 from the atmosphere every year. PBT’s CEO Dave Lovegrove says: “Our customers are increasingly focused on more sustainable supply chains, and we share similar values when it comes to decarbonising the transport network and delivering a better tomorrow. “At PBT, we’re focused on a range of initiatives, from in-vehicle technology to improved fuel efficiency, to electric forklifts in our branch network….and now with this exciting new and 100% green heavy vehicle technology.”
PBT will operate the Hyzon hydrogen fuel cell truck under a fully-maintained operating lease with TR Group, and in association with Hiringa Refuelling and Hyzon Motors.
A trial fleet of 20 trucks has been ordered – the first of them due mid-year for performance testing, the balance scheduled to arrive towards the end of the year. T&D
PBT will be part of the Hyzon hydrogen fuel cell heavy truck trial
Truck & Driver | 11
NEWS
IVECO to end Aussie assembly THE CLOSEDOWN OF IVECO’S AUSTRALIAN ASSEMBLY operation in mid-2022 – announced in November – will result in several changes to the model lineup offered in New Zealand by the European marque. The Stralis and ACCO models – along with some X-Ways – are currently assembled at the Dandenong factory. From the end of June, the heavy-duty range will (like IVECO’s Australasian supply of light-duty, medium-duty, selected HD, minibus and offroad models) be built at IVECO’s plant in Spain. The Victorian plant’s closure – unsurprising given IVECO’S relatively low market share in Australasia – will bring to an end 70 years of truck manufacturing at the factory…..which was an International Harvester plant before IVECO bought it, in 1992. However, IVECO says its Australian assembly operation will be replaced by a Customisation and Innovation Centre (CIC) – part of a global transformation towards the customisation of its vehicles for local markets. The CIC will support Australasian customers and body-builders, particularly those with complex body requirements, with a more streamlined design and body fitment process. IVECO Australia and NZ MD Michael May says that by focusing on the CIC, the make will strengthen one of its key selling points Down Under: “Historically, our most unique value proposition has been our ability to customise and specialise vehicles for our market, leveraging the expertise of our local engineering team and the local facility. “By further enhancing this service, we believe there is considerable potential
to provide additional value to existing and prospective customers, while growing the CIC’s capacity and scope of work.” IVECO NZ dealer principal Barry Woods says that about 75% of the make’s trucks sold in NZ are already built in Europe, while the Stralis – along with some X-Way and ACCO units – are built in Australia. With the move to 100% Spanish-built trucks, IVECO NZ “anticipates an improved and seamless supply of heavy vehicles, owing to the economies of scale…. “The European heavy-duty range specifications are closely aligned with the NZ heavy vehicle requirements and any enhancements will be made locally.” It will also more closely align model year introduction timings with the European models. The Australasian debut of new S-Way and T-Way models will, for example, follow the global launch plan – with the S-Way expected to go on sale in the second half of this year as the Stralis is phased out. May says that the decision to move to local customisation of fully imported vehicles was a natural progression of Iveco’s ANZ transformation: “Given our brand’s long history of manufacturing in Australia, this next step towards customisation strengthens our ability to remain agile and responsive to demanding regional requirements.” IVECO says the new S-Way model for Australasia will have undergone thousands of hours and kilometres of local validation testing and had input and development from local engineers and selected customer partners to ensure it meets the needs of the local markets. T&D
F S S A T
SUPPORTING NZ TRUCKING FOR THE LONG HAUL Whether you’re an owner driver or a business operating an entire fleet, we’re ready and waiting with hassle-free finance to help with your transport needs.
96-9 PO PHO
TALK TO ONE OF OUR LOCAL TEAM TODAY UDC Finance Limited
udc.co.nz/localteam | 0800 500 832
*TR EM
ww
NEWS Some Kiwi IVECO X-Ways have been built in Australia – along with Stralis and ACCO models
FULL SAFETY SYSTEMS STANDARD ACROSS THE RANGE
EURO 6 DAF XF *TRP assist 0508 22 55 77 EMAIL: info@spt.co.nz
www.spt.co.nz
NORTHLAND Mitchell Redington 021 555 326 AUCKLAND Steve Willcocks 027 525 0015 Mitchell Redington 021 555 326 WAIKATO Adam McIntosh Tim Finlay
027 603 1023 021 452 805
BAY OF PLENTY - GISBORNE Tim Finlay 021 452 805
TARANAKI Adam McIntosh 027 603 1023 HAWKE’S BAY – MANAWATU – WANGANUI – WELLINGTON Mark O’Hara 027 2466 954 SOUTH ISLAND Mike Gillespie 027 4322 491 Chris Gray 027 2816 840 Steve Herring 021 377 661
FIND OUT MORE
WWW.SPT.CO.NZ
TD31844
96-98 Wiri Station Road PO Box 76463 Manukau City, Auckland, NZ PHONE (09) 262 3181 FAX (09) 278 5643
“SINCE 1978”
TD32191
5 Wikaraka Street, Ngongotaha, Rotorua, NZ Phone +64 7 357 4597
Colin King: Email colin@kraftgroup.co.nz, Mob 027 539 0057 James Worsnop: Email james@kraftgroup.co.nz, Mob 027 572 2642
Bombay show set to be a standout…again
NEWS
The inaugural show, in 2020, attracted 280 trucks and a crowd of 7000
THE SECOND BOMBAY TRUCK Show, to be held on February 12, is on track to be even bigger than the standout debut event in 2020. Exhibitor stands are sold out and more than 300 trucks are pre-registered for the UDC Show ‘n’ Shine competition. And, says show director Marieka Morcombe: “My phone is ringing like crazy. People are really excited and entries are still coming in for the Show ‘n’ Shine. “There will be food trucks, and we will have three live bands playing, which all have connections to the trucking industry. “The radio control trucks that were hugely popular with the kids (and some of the big kids) last year, will be back as well,” she says. “Warren Sare from UDC will be the public address announcer for the day again – interviewing people.” Trucks entered in the Show ‘n’ Shine will be judged in different categories with trophies and prizes on offer. The “People’s Choice” winner will take home a bar fridge and chilly bin. The majority of new truck distributors will be represented at the biennial show, along with trailer manufacturers and other key suppliers to the road transport industry. Southpac Trucks will have its popular merchandise trailer on site. Fresh from its success in propelling the FUSO brand to market leadership in 2021, Keith Andrews Trucks is preparing a showcase of heavy trucks from the Daimler family of brands. If shipping schedules allow, there will be new FUSO Shogun 510, Freightliner Cascadia, Mercedes-Benz Actros and Arocs models on display, supported by a range of medium and light
trucks from the three marques. The emerging Shacman brand should gain plenty of attention with the New Zealand premiere of its most powerful truck to date – the make’s new X3000 flagship, due to go on sale later this year. The X3000 is a 6x4 tractor unit with by a Euro 5 560hp Cummins engine and a 12-speed Eaton automated transmission. The charity show is sponsored by Transfleet Trailers and Allied Petroleum and is held at the Bombay Rugby Club grounds.
Gates open at 10am for the February 12 show, which is operating under the orange traffic light settings of the COVID-19 Protection Framework – with a valid vaccine passport required for entry. Entry is by gold coin donation. Franklin Hospice and Leukaemia Blood Cancer NZ are the charities that will benefit from the 2022 show, along with the Bombay Rugby Club, which provides the venue. The 2020 event returned $68,000 to local charity groups, with organisers hoping to increase that figure this year. T&D
CablePrice has new aftersales GM DAIMLER TRUCK AND ISUZU dealer (and heavy machinery supplier) CablePrice has appointed Nick Allan as its general manager – aftersales. Allan, who started with the company late last year, has more than 22 years of experience in the automotive industry and in management. He started work as an A-Grade auto technician, then moved into various management roles – nationally and internationally. Most recently he was service director for Scania NZ and general manager for Trucks and Trailers. CablePrice MD Aidan Mahony says: “It was important to select a general manager who has a proven success record – along with extensive industry knowledge and great customer understanding. “Nick will lead the CablePrice aftersales team
as we continue to evolve our aftersales offering and improve our customer experience. We are excited to have attracted an experienced, highcalibre leader. This appointment brings huge strength to our business and senior management team.” T&D Nick Allan
Truck & Driver | 15
NEWS
Scania’s new six-cylinder engine is a “fuel economy hero”
Scania gets a new six (and Euro 6-only for NZ) SCANIA’S ANNOUNCEMENT OF A NEW-GENERATION six-cylinder engine is also the pathway for Scania New Zealand’s aim to sell an entirely Euro 6 engine lineup by the end of this year. At the same time as the new 12.74-litre inline six-cylinder – just announced in Europe – begins arriving here during the fourth-quarter of 2022, Scania’s 16-litre V8 engine will also move to the Euro 6 standard on all units sold here. By adopting dual overhead camshafts, four-valves per cylinder and Scania’s Twin-SCR exhaust treatment, the new six-cylinder will deliver horsepower, torque and fuel efficiency gains over its predecessor. Scania NZ sales director Deon Stephens says: “NZ is a horsepowerdriven market and the V8s have been our hero product. But in Europe the six-cylinder is the fuel economy hero, and the new six-cylinder engine will build on Scania’s award-winning fuel economy to deliver another 8% improvement.” Initially, the new six engine is being produced in 420, 460, 500 and 560 horsepower ratings – with Stephens confirming the full range will be offered here. Scania says the new engine and accompanying technologies represent its biggest launch since the introduction of the new truck generation in 2016. “Developing a new engine platform of this magnitude is a once-in-alifetime opportunity for most engine platform engineers,” says chief engineer Magnus Henrikson, who led the five-year development process. Henrikson says the team was tasked with developing an engine platform based on Scania’s low-rev philosophy, capable of exceeding all coming regulations and dealing successfully with all potential competition for the rest of this decade. “In my humble view we have accomplished that goal,” he says. “We knew from the beginning that dual overhead camshafts (DOHC), in 16 | Truck & Driver
combination with four-valve cylinder head technology and SCR-only, was a requisite.” “With the DOHC solution in place, we were able to develop the optional compression release brake system to the expected performance level. And precise valve control from overhead cams is also a must for the advanced Scania Twin-SCR system, with dual dosing of urea.” Scania says there has been no carry-over from the earlier engine. Key features include a 23:1 compression ratio, new injectors, optimised fuel pump and new crankshaft designed for low weight and high durability. Carefully tuned inlets and outlets combine with an optimised turbo and manifold design. Scania says peak pressure inside the cylinders at their combustion stroke is now 250-bar – achieving a highly efficient usage of the energy in the fuel. Typically, high output internal combustion engines with high combustion pressures and temperatures result in unacceptable NOx levels. But, says Henrikson: “Our Scania Twin-SCR system, first introduced on the new V8 in 2020, takes care of this very effectively. “By injecting a first dose of AdBlue in the close-coupled position to the turbocharger, immediately after the exhaust brake flap – where the exhaust gases are still very hot – we dramatically increase the total efficiency of the aftertreatment system,” he says. “The second dose is then injected in the usual position inside the aftertreatment system. But by then the task is easier since the peak NOx level has already been reduced. The particulate filter, which is positioned between the two SCR catalysts, is regenerated without post-injecting extra fuel to the exhaust system. “All-in-all the Scania Twin-SCR system is a clever way to make the best possible use of the energy in the exhaust stream.” T&D
DELIVERING SUSTAINABILITY TOGETHER
We’ve teamed up for ‘clean green’ deliveries in the Auckland inner city with our new FUSO eCanter electric trucks! The Auckland Inner City Zero Emissions Area (ZEA) Trial sees leading fleets adopting FUSO eCanter electric trucks for clean, quiet freight deliveries with advanced safety. Together we’ve combined with the support of the Energy Efficiency and Conservation Authority (EECA), Auckland Transport and EROAD to undertake the trial with an aim to measure and learn as we build a more sustainable future together. We are excited to be leading the charge in the first trial of its kind in New Zealand. The all-electric eCanter is ideal for inner city delivery. It is emission-free, virtually silent, and equipped with advanced safety systems, therefore delivering considerable benefits for those of us who live and work in this great city! Together, we’re working hard to reduce our carbon footprint and evolving for a more sustainable future today. Why not join us?
Join us at fuso.co.nz/eCanter
NEWS
Safety to the Nth degree ISUZU’S NEW N SERIES, NOW BEING introduced in New Zealand, is the Japanese make’s “safest-ever,” it says. The light-duty MY21 N Series is, says Isuzu Trucks NZ general manager Dave Ballantyne, “a significant step forward for Isuzu Trucks.” Along with the features of the Isuzu Intelligent Safety Suite, some models in the new range also come with a new warranty – extended out to fiveyears/250,000 kilometres, at no extra cost. The warranty, says Ballantyne, “enhances peace of mind and offers substantial benefits from a cost-ofbusiness perspective.” Although Isuzu’s N Series has been the strongestselling light-duty truck since 2010, Ballantyne believes its lack of a safety suite has, until now, cost it sales. While the light-duty Isuzu “has been a staple product for many years…because we haven’t had the safety features in the N Series, we haven’t been able to pick up the volume fleet business. So now, with these safety features, it gets us back on the buy list.” Adds Ballantyne: “The light-duty segment is fiercely competitive and now, with the new N Series, we’re in a position to offer a well-specified, safety-
orientated new model to owners and drivers who desire a reliable and manoeuvrable vehicle. “It’s a versatile performer which shines in the city and excels at around-town FMCG delivery duties, as well as a variety of other applications such as traffic management, tipper and local freight distribution.” The suite includes the Advanced Driver Assistance Systems (ADAS) package, comprising electronic vehicle stability control (EVSC), advanced emergency braking (AEBS), distance warning (DWS), lane departure warning (LDWS), traffic movement warning alert….plus hill start aid on some models. Key to ADAS is a dash-mounted dual optical sensor camera, mounted low in the centre of the windscreen so as not to obstruct driver visibility. It is standard on NMR, NPR, NQR cab-chassis and tipper models. Ballantyne says “it picks up 3D objects at close range” – making it “a better-suited system for urban environments. So, ideal for spotting cars, bikes, kids and site workers – as opposed to some systems that have a focal point further away. Ours goes out about 100 metres and is quite wide.” The new N Series trucks now also come with
automatic, self-levelling headlights and LED lowbeam, delivering a wider, brighter and deeper beam compared with halogen lights. The new Ns have an updated interior trim and use the “proven and reliable” existing three-litre or 5.2-litre four-cylinder engine options – neither requiring AdBlue. The two bigger engines don’t demand regen either, says Isuzu – thus reducing downtime and improving cost efficiency. While Isuzu in Australia has extended the new N Series warranty out to six years, the five years offered here is “better than many competitors” in the segment, according to Ballantyne. It’s conditional on the truck being serviced at an Isuzu dealer. Ballantyne says that the price of the new N Series trucks has increased slightly – by less than 2%....but says Isuzu feels “that there’s over $8000 to $10,000 of value added.” He says that “currently 60% of our orders are in the light-duty category and we’re pretty happy with our production situation for N Series.” He believes that the NPR and NQR models will probably be the biggest sellers in the range – with “good support from the tipper market too.” T&D
TH
Alignments Tyre Sales Tyre Fitting Axle and Diff Housing Straightening Wheel Balancing
TH IN JU
Axle Corrections
TD31792
Contact: 09 250 4286 or 0800 878 252 admin@akltruckalign.co.nz www.truckalign.co.nz 8 Mepal Place, Papatoetoe, Auckland
18 | Truck & Driver
96-9 PO PHO
*TR EM
ww
NEWS
The new N Series trucks come with a suite of safety systems
THE ALL NEW
THE BEST IN THE BUSINESS JUST GOT BETTER
*TRP assist 0508 22 55 77 EMAIL: info@spt.co.nz
www.spt.co.nz
NORTHLAND Mitchell Redington 021 555 326 AUCKLAND Steve Willcocks 027 525 0015 Mitchell Redington 021 555 326 WAIKATO Adam McIntosh Tim Finlay
027 603 1023 021 452 805
BAY OF PLENTY - GISBORNE Tim Finlay 021 452 805
TARANAKI Adam McIntosh 027 603 1023 HAWKE’S BAY – MANAWATU – WANGANUI – WELLINGTON Mark O’Hara 027 2466 954 SOUTH ISLAND Mike Gillespie 027 4322 491 Chris Gray 027 2816 840 Steve Herring 021 377 661
FIND OUT MORE
WWW.SPT.CO.NZ
TD31843
96-98 Wiri Station Road PO Box 76463 Manukau City, Auckland, NZ PHONE (09) 262 3181 FAX (09) 278 5643
NEWS
Big BoP road project A FIVE-YEAR PROJECT TO DELIVER LONG AWAITED improvements to State Highway 2 west of Tauranga is now under way. Preparation work on phase one of the new Takitimu North Link began in December after the construction contract was awarded to a Fulton Hogan and HEB Joint Venture. It will see a new expressway run 6.8 kilometres between SH29/Takitimu Drive Toll Road and Te Puna – providing an alternative to SH2 and moving trucks away from local roads. This is a key strategic transport corridor, commuter and freight route, as well as an important tourist link for the northern Bay of Plenty and Coromandel Peninsula. The project requires three million cubic metres of earthworks and includes the construction of eight bridges, 29 culverts, eight stream diversions and seven wetlands. At peak construction, 350 to 400 workers will be employed on the project. It will provide more transport choice for communities, with provision for public transport and a shared path for walking and cycling. The Western Bay of Plenty is projected to grow by 16,000 people in the next 20 years, and traffic crossing the Wairoa Bridge is predicted to increase from 20,000 vehicles to more than 30,000 daily by 2031.
Waka Kotahi New Zealand Transport Agency director regional relationships, David Speirs says the project is “a huge investment into the Bay of Plenty, and one of the largest projects within the NZ Upgrade Programme. “We are now into the construction phase of the project, with enabling works under way, essential ecological and environmental investigations continuing, and main construction beginning this summer.” Since the design portion of the contract was awarded in May last year, contractors FH/HEB JV have progressed site investigations, technical assessments and detailed design. Says Speirs: “The contract was split into two parts, design and construct – allowing the design to continue while property negotiations were completed. The progress with land acquisition over the past 18 months has brought us to the construction phase. “Fulton Hogan and HEB Joint Venture bring significant experience to the project, having previously built the Tauranga Eastern Link. They are ready to hit the ground running this summer and enabling works are already under way.” Stage Two of the project, Te Puna to Omokoroa, will be a protected route under the NZ Upgrade Programme, however there is currently no funding for further work beyond route protection. T&D
TD31427
ANY SHAPE, SIZE OR COLOUR WE REPAIR AND PAINT THEM ALL
onehungapanelpaint.co.nz Ph. 09 634 4333 Truck & Driver | 21
NEWS Battery-swap Etruck on freight run
Etrucks’ XCMG E700 tractor unit ran loaded from Auckland to Hamilton and back on 70% of one charged battery TESTING OF NEW ZEALAND’S FIRST BATTERY-SWAP electric truck has now included an inter-city freight run. Etrucks’ XCMG E700 6x4 battery electric tractor unit hauled a loaded Mainfreight semi-trailer on an Auckland to Hamilton return run in the latest phase of its road test programme. For the depot-to-depot run the gross weight of the quad-axle semi and the Chinese-built tractor unit was 41 tonnes. Etrucks director Ross Linton says 30% of the truck’s battery capacity remained at the end of the trip. A repeat Auckland-Hamilton return trip with another trucking company, running at 39t all-up, saw 39% of battery capacity remaining. The XCMG E700 test truck has a 282kWh battery that Linton says is a “sweet spot” – achieving a good balance between sufficient range and not being excessively heavy.
The battery-swap truck is designed to be used in conjunction with a robotic gantry crane that can swap the battery in minutes. The truck had previously done trial runs over the Bombay Hills, but Linton says of the loaded inter-city testing: “It was great to give a serious customer a chance to look at the truck.” More XCMG E700 battery-swap trucks have been built for NZ – two 6x4 tractor units and the first of four 8x4 rigids due to arrive here soon. One of the 8x4s is a tanker, the others are tippers. Linton says that new XCMG models are also being developed and he hopes to debut a new E100 metro light-duty electric truck at Feildays. The 4.5t GVM truck has a 61kWh battery, a 180km estimated range and a single-speed transmission. The E300 model – already in use in NZ, mainly in garbage disposal and delivery work – gets an upgrade, with a single-speed transmission and a 30% increase in battery capacity. The updated E300s are also expected here mid-year. T&D
Electric Merc vans on trial here MERCEDES-BENZ VANS IS PREPARING FOR THE NEW Zealand launch of its new e-van lineup by partnering with NZ Post for a local trial programme. The new eSprinter and eVito vans will soon join the NZ Post delivery fleet for an extended in-service evaluation by delivery drivers nationwide. The trial is supported by a $240,000 grant from the Low Emission Vehicles Contestable Fund – a Government fund administered by the Energy Efficiency and Conservation Authority (EECA) to help accelerate the uptake of low emission transport. The trial begins soon as a leadup to the full market launch of the mid-size eVito panel van, eVito Tourer, eSprinter and EQV models in NZ in the second half of the year. Mercedes-Benz Vans managing director Diane Tarr says it is a very exciting step towards a more sustainable future for the make and its customers in NZ: “We are confident that the electric drive will gain more prevalence in NZ over the coming years. “As it does, we will be ready with a strong customer-centric electric product portfolio, which offers the potential to lower operating costs and reduce environmental impacts.” The Mercedes-Benz Vans strategy is to offer both battery-electric and conventional combustion engine options for all of its commercial models. 22 | Truck & Driver
It says electrification is becoming an increasingly attractive proposition for van operators looking to show commitment to sustainable practices and reduced total cost of ownership. Full NZ specifications and pricing will be announced closer to the launch – but in Europe the eSprinter is offered with 41kWh or 55kWh batteries, for an estimated 102-158km range. It offers 11-cubic metres of cargo space. The eVito Tourer and EQV (a premium MPV passenger model) have 100kWh battery capacity and a range of 350-360km. Specs for the eVito Panel Van are still to be confirmed. T&D
Bennett Machine Tools Bennett Machine Tools
Bennett Machine Tools (BMT) was founded by David Bennett and established in 2009. BMT are the sole distributors and importers of Blackhawk Collision Equipment, Heavy Duty Korek Truck Pulling, 4WD, chassis repair, including hydraulic and other specialized equipment. BMT supply and install USI Italia Spray Booths throughout New Zealand and Australia, and a range of Telwin Welders and accessories.
Straightening Systems
Scissor Lifts
Spray Booths
Spot Welders
PostLift
Measuring Systems
Bennett Machine Tools (BMT) offers the latest USI Italia spray booths in Australia. The USI Chronotech EPS spray booth controls airflow and heat to suit the specific job being processed, achieving the fastest and most cost-effective cycle, developed for spraying water- and solvent-borne paints with settings for plastic, carbon fibre and aluminium operations. The USI DGT Management system analyses the costs of each job processed, giving a much clearer view of all spraying and drying operations, not only on each job but also for each individual user. the DGTouch control panel can connect you directly to USI Italia Customer Service via internet access. Exclusive supervision software enables support technicians to make quick and efficient diagnoses of equipment status. the USI Chronotech EPS spray booth is recognised worldwide as number one in the field of paint curing that increases both productivity and efficiency, giving the ability to minimise drying times significantly and contributing to higher sales and profits for body shops. The Chronotech is built to Australian standards 4114/2003, are waterborne standards approved and direct fired. The Blackhawk Heavy Duty Korek is used for repairing frame damage on commercial vehicles in combination with mobile hydraulic posts, pulling sets, hydraulic jack stands and accessories. It can be used for all types of commercial vehicles: trucks, buses, semi-trailers, containers, and all types of agricultural vehicles.
Ph: 09 238 8827 | E: office@blackhawkbmt.com |
www.facebook.com/Bennett-Machine-Tools-Ltd
www.blackhawkbmt.com
TD32235
There are several components, starting with a modular frame system consisting of several basic elements that can be combined to obtain the required frame size. The posts (10 and 20 tonnes) are used for pulling and pushing and are inserted into the slots of the frame and mounted onto roller bearings, allowing them to be moved around the frame. They are fixed in the pulling position with wedges. The 10-tonne post has a pulling height of up to four metres for cabs. Other components include 23 and 30 tonne hydraulic stands with variable heights for pushing and countering, hydraulic push/pull sets, electrohydraulic and air-hydraulic pumps, and numerous accessories (hooks, pulleys, chains and more).
KING Story Colin Smith Photos Gerald Shacklock
Hills? What hills? New Zealand’s first Scania 770 S, pictured here around Te Kuiti, is flattening the NZ landscape, reckons Brett Marsh Transport driver Kenny Wilson
24 | Truck & Driver
BIG TEST
Truck & Driver | 25
P Alert
Get methamphetamines out of your trucks and machinery!
Road Block Vehicle Meth Alarm, will get on top of meth users in your vehicles and machinery Road Block Vehicle Meth
Alarm delivers: · 24/7 meth monitoring · Reporting · Actionable data
Road Block Vehicle Meth Alarm detects meth, giving you actionable data Protect your vehicles from meth contamination Ensure your passengers and freight travel meth free
Contact your region below: P Alert Northland NZPAL Limited Rob Norman 021896456 rob@nzpal.co.nz www.nzpal.co.nz
P Alert Bay of Plenty Ltd Sonia Markham 027 776 7626 bop@palert.co.nz www.palertbop.co.nz
P Alert Hawke’s Bay Limited Rick Jamieson 027 307 3301 rick@palert.co.nz www.palert.co.nz
P Alert Waikato Craig Harman 022 343 9384 palertwaikato@gmail.com www.palertwaikato.co.nz
P Alert Rotorua Leishmans Electrical Limited 021 739 856 rob@leishmanelectrical.co.nz www.leishmanelectrical.co.nz
P Alert Wellington P Alert Services Limited Campbell and Martin 021 847 796 info@palertservices.co.nz www.palertservices.co.nz
P Alert Canterbury Craig & Heather Clidaras 022 198 8436 sales@fossilelectrical.co.nz www.fossilelectrical.co.nz
All other Regions Contact Jamie Hansen to discuss available regions Jamie Hansen – 021 247 1335 info@palert.co.nz www.palert.co.nz
TD32028
The Road Block Vehicle Meth Alarm the vehicle and machinery owners friend!
With 770hp, the six-axle B-train unit will work nationwide, on a 54 tonne HPMV permit
ENNY WILSON RECKONS THE HILLS ARE DISAPPEARING FROM New Zealand’s highways. “Especially in the North Island – it seems like they’re taking the hills away,” he says with a grin. Most other Kiwi truck drivers may not have noticed sudden changes in the topography. But then, they don’t have the keys to the most powerful series production truck on NZ roads! Driving for Brett Marsh Transport, Kenny moved into a new Scania S-Series 6x4 powered by the Swedish marque’s new ‘top-of-the-line’ 770-horsepower V8 engine, in late-November. Literally the King of the Hills, the new 770 S resets the benchmark for series production horsepower figures. It is, after all, the world’s most powerful production line truck. But Kenny says the strengths of Scania’s flagship and the benefits it offers to drivers and owners extend beyond the headline numbers and the bragging rights of a V8 badge. Scania announced the revamped version of its 16.4-litre 90-degree V8 engine family in Europe during 2020, with Kenny’s truck and another two 770s arriving on NZ roads just over two months ago. The 770 is Scania’s replacement for the highly regarded 730 engine and it wrests the highest-horsepower honours away (for the time being at least) from Volvo (with its 750hp model)….in the latest skirmish of a long-running Swedish power rivalry. At launch Scania put some emphasis on making sure the new V8 wasn’t pitched as a quantum leap, but rather as an intelligent evolution. The proven V8 engine architecture was carried over – but just about
every aspect of the technical specification was modernised, including more powerful engine management electronics, increased fuel injection pressure and revised manifold and turbocharger specs. Smart “on demand” auxiliary systems and low-friction technologies also improve efficiency and durability, while a new exhaust aftertreatment system brings a clever solution to meeting the Euro 6 emissions standard, by using two-stage Selective Catalytic Reduction. Scania’s twin SCR system for NOx reduction has two phases of AdBlue injection. The system will also follow through into an upgraded range of 13-litre six-cylinder Euro 6 engines due in NZ at the end of this year. For buyers the result is four tiers of Euro 6 V8 muscle – starting from 530hp/2800 Newton Metres output and moving up through 590hp/3050Nm and 660hp/3300Nm steps to peak with the new 770hp/3700Nm engine. The three lower-output versions of the V8 have a 23:1 compression ratio, while the key difference for the 770 engine is a 19:1 compression ratio and the use of a fixed geometry and water-cooled ball-bearing turbocharger that achieves faster boost response. Another variation in the V8 lineup sees the 770 using the GRSO 926 12+2-speed Opticruise transmission carried over from the 730 model, while the other new V8s get Scania’s latest-generation G33CM transmission. Two of the first three examples of the 770 S to reach NZ have gone into the fleet of Tauranga-based Brett Marsh Transport, the other to the Alexander Group. The Marsh duo joins a growing Scania V8 representation in a fleet Truck & Driver | 27
that already includes 10 620 models and a couple of recently added 730s. “Our Scania fleet has grown quite a bit recently,” says Brett Marsh. “For me, I like big horsepower and if you can get the biggest then you may as well have it. “Big is good. These trucks do everything so easily and that’s the whole thing for us.” Brett spent a little of time behind the wheel of the 770 himself, before Kenny hit the road, and was impressed…and not only by the horsepower: “It’s also so comfortable. The ride is just like a big old LaZ-boy armchair,” he reckons. BMT’s first 770 S is to be permitted at 54 tonnes, mainly carting chilled produce and some general freight, while the second has gone to work in front of a container skeletal B-train on a 60t permit. “The Scania experience has been going well for us,” says Brett. “Performance Diesel do all our work under the Scan Plan (the
28 | Truck & Driver
Swedish make’s fixed maintenance contract, now called Scania Assurance). It seems to work really well – I consider it to be like an insurance policy.” There are a couple of firsts that can be claimed by NZ’s initial trio of 770s: Scania NZ says they are the first 770s sold in the Southern Hemisphere. And their special status extends to the world debut of the CR and CS 23 cab. Scania NZ sales director Deon Stephens explains: “These are the first trucks out of the Laxa Special Vehicles plant (a Scania subsidiary) in Sweden with the new CS 23 cab. “The Laxa facility performs Scania’s special builds and the CR 23 (for R-Series), and CS 23 (for S-Series) cabs are the latest configuration, based on Scania’s modular truck design platform.” They give customers a fourth set of cab dimension choices beyond the 14 (Day Cab), 17 (Day Extra) and 20 (Sleeper) sizes. The 23 designation identifies a 2.3-metre cab length – which provides an
Clockwise, from top left: Right-hand steering column stalk includes gear selector and engine brake controls.... Graphics by Wrapped Auto signs includes detailed pinstripe work...good grabhandles and adjustable steering wheel aid cab access....Four entry steps also help getting in and out.....the chilled curtainsider unit is on “floater” duties for BMT
additional 270mm of interior length compared to the 20 model. That allows the 1.0-metre-wide slide-out bed to remain in place while the truck is being driven, or provide additional storage space in the cab with the bed recessed. Stephens says that COVID-19 thwarted any opportunity for a formal Australia and NZ launch programme for the new V8 models. Further Euro 6 V8 models in 530, 590, 660 and 770 output levels across both R-Series and S-Series, will arrive here during 2022. “NZ and Australia are a key focus for Scania and the new V8 engine and the 23 cabs are a very important part of that. The way I describe it is the V8s and the 23 cab are made for NZ,” he says. “The 770 S with the 23 Cab is Scania’s new flagship. It’s the ‘best of the best’ with the highest horsepower engine available.” NZ Truck & Driver samples Kenny Wilson’s truck before its 54-tonne HPMV paperwork has been processed. So it’s been working at the
50MAX rating in its first weeks, with Kenny putting kays on the 770 S around both islands during late November. BMT has put this unit to work pulling a near-new Freighter six-axle B-train curtainside chiller. The combination tips the scales at a tare weight of 24,000kg, with the tractor unit accounting for just over 10,000kg of that. Ironically, despite everyone’s best efforts for our Giti Big Test to experience the 770 S on a tough route, with a heavy load – thus showing off its huge power and torque – the vagaries of COVID restrictions and scheduling changes mean that Sod’s Law rules instead….
Truck & Driver | 29
Tilted cab reveals the latest and most powerful version of Scania’s 16.4-litre V8. And we end up joining the new Scania at Taupiri – for a run to Taranaki – with a full, but super-lightweight load of Pink Batts! Ah well, it’s a good thing Kenny Wilson has been driving for years and is a storehouse of knowledge…and, in just a few weeks behind the wheel of the new truck, he’s already got a good handle on how it performs. First though, initial impressions of this world-beater – and it has to be said that its looks don’t disappoint: It’s a real eyecatcher, with Scania’s modern Euro styling set off by the clean white/blue colour scheme and pinstripe detailing which is the BMT signature look. As usual, the company’s graphics are the work of Wrapped Auto Signs, BMT’s near-neighbour in Tauranga’s busy Tauriko industrial hub. Kenny says a lot of people have commented on its appearance: “It is a good-looking setup and I like how everything flows, with the good lines on them.” The 770, for instance, has already created a bit of interest in the South Island: “People have spotted it down there. I had a couple of young guys at Mosgiel who hopped off their pushbikes and came over just as I was about to go to bed. “They were truck fanatics, and they took some photos and put them on Facebook. They commented on how cool it was and how good it looks.” Most of this truck’s work will be carting chilled produce, supplemented by some general freight work. The truck will cover the whole of NZ, giving New Plymouth-based Kenny a new role within the BMT team. “I had been on a set run for nearly two years with Marshes,” he explains: “I’ve been doing the Tegel run from Taranaki to Auckland, Foodstuffs out of Auckland to Palmy and then Tegel from Feilding back to Taranaki. So I was on a bit of a triangle run, Sundays to Fridays. “This is another step for me in the Marsh operation. I’ve become a ‘floater’… “Brett works on a one-truck, one-driver policy, and I’ll go wherever he wants me to go. At the moment I’m in the South Island once a week, but sometimes you could spend a week up north.” 30 | Truck & Driver
The Scania marque has played an important role in Kenny’s 40-something years of truck driving: “I started off in Nissans and old gear like that, and when I was an owner-driver in the ‘80s I had a couple of Scania 450s,” he says. “After that I went to Aussie for 11 years and drove some big stuff over there and then I came back home. “So, eventually I’ve ended up back in the Scania fold again. I actually said to Brett ‘this will be my last one: I’ll retire after this.’ But he reckons he’ll get me another new one – so I don’t think I will retire. “I’m coming up for two years with Marshes, and my last truck was a K200 Kenworth ‘fat cab’ for a short time – and prior to that I was driving a 620 R. It had done about 100k when I got it, so it was fairly new.” Those 450s, plenty of recent time behind the wheel of the 620 and a brief taste of Cummins power in the Kenworth combine to provide useful benchmarks for Kenny’s evaluation of the 770. Despite it being nearly 40 years and a massive lift of 320hp since his first Scania 450 experiences, Kenny says the Swedish brand is still doing the same things well: “Even back then Scania was known for horsepower and comfort,” he says. “I’d say the closest competition for Scania is Mercedes and Volvo – because the Europeans and the Americans are really two different breeds. “When I drove the K200 I thought it was pretty cool. It wasn’t like the old Kenworths: They have come a long way. But a 770 Scania is in a different world. “If your hours allowed, you could drive this truck from Auckland to Wellington, hop out to have a cup of tea….and drive it back again. That’s the beauty of Scania. There’s just no stress – you just look at the road. “Scania has always had comfort, but they’ve fine-tuned it to make it as comfortable as possible. Now you look around (this truck) and ask ‘what else do you need? What’s next?’ “I can’t really think of anything. The comfort level is right up there with the rest of the Europeans – if it’s not the leader.
NEED ISUZU PARTS?
Get your truck back on the road faster, with our knowledge to advise and locate your new part quickly. CALISUZU.CO.NZ 0800 266 628
“It does everything you want it to do. You hardly ever touch the brakes. You hardly touch the accelerator and when you’re on cruise control, you can run it up and down off the buttons on the steering wheel. “Cost-wise, for an owner-driver or for a fleet of them, the savings would be unreal,” says Kenny. “It’s under the Scan Plan (Scania Assurance), so everything is paid for. Whatever the kilometre rate is, that is the cost every month, regardless of the servicing or what needs to be done. “What more do you want?” Big power and the ability to haul big weight with low effort is only part of the long-distance appeal of the 770 S. Motels, for instance, are a rarity for Kenny who likes the self-contained life of a well-equipped sleeper. He says the flat floor and generous standup space between the seats, right along the extended ‘23’ cab length selected by BMT, make the S-Series comfortable and roomy. “With the flat floor and the extra cab, you’re not claustrophobic at all,” says Kenny. “You can pretty much live in them. I’m away a few nights each week. The bed slides out and you get a good, comfortable sleep. “The biggest thing about this truck, for the driver who’s sleeping during the day, is the
aircon. It’s got its own individual aircon for the cab when you’re sleeping. You set whatever degrees you want – cold or hot – and it just keeps the truck at the one temperature. “I’ve already tested it. It’s got its own little motor and with summer coming up I think it’s going to be great.” The factory-fitted auxiliary cooling system isn’t the only home comfort aboard the big Scania: The large storage lockers have been cleverly utilised to make the truck a home away from home. “The features the Marshes have put in here are the microwave, coffee machine, TV, DVD and fridge-freezer,” Kenny points out. “I reckon Brett specs them as if he was driving them himself. He could jump in here tomorrow and he’d be comfortable. The Marshes look after you. They are a family-oriented company. “It’s got six lockers in it (three above the windscreen, three beneath the bed). Up top, the centre one has a microwave in it and the left side is the coffee percolator. “The fridge-freezer is the centre one under the bed. I’ve got lockers for clothes, plenty of storage for paperwork and phone stuff. “Flick that button (in front of the passenger seat) and a table slides out, just like (in) an aeroplane. I can sit down, have my dinner and
Clockwise from far right: Kenny Wilson’s connection to the Scania marque goes back to the 1980s.... electric cab lift makes tilting the cab no sweat.....Kenny’s daughters Millie (16) and Jorja (14) reckon the 770 S is “the bee’s knees”
L
Hella T&
Technology with Vision
LUMINATOR 3.0 LED High Beam Driving Lamp HELLA’s new LED High Beam Driving Lamp now features a distinctive position lamp function made possible by HELLA’s innovative Edge Light technology. Designed with style, built for performance with nearly 600m of light for only 2x15W of power.
Available in Cool Chrome or Satin Black
0800 4 HELLA (0800 443 552) for your nearest HELLA stockist
Hella T&D Luminator 210X147 2021 .indd 1
www.hella.co.nz 17-Dec-20 8:31:56 AM
by
WWW.ADVANCEQUIP.CO.NZ
*Finance rates reviewed on a month-to-month basis
Super Swede: The new Scania 770 S takes over from Volvo’s 750 as the most powerful series production truck available watch TV. It’s almost the comforts of home…but not quite. “But you’re self-sufficient, with a motel on the road. You can usually use the shower facilities wherever you load and unload. “You’ve got everything you need to be away. I’ve got a couple of camping cookers in my trailer if I want to cook a meal. I can pull up in the evening and think: ‘I’ll have a steak tonight.’ “I usually prepare meals for a week, put them in the fridge and chuck them in the microwave.” Brett Marsh says loading the 770 S with a high specification was an easy decision: “It’s pretty simple. We like to keep our guys happy so we can hold onto them.” On top of all this, it’s important to remember that this home-awayfrom-home also excels at its primary role: Kenny says the Cumminspowered Kenworth and the Scania 620 are comfortably outperformed by the muscle of the 770. “It’s only on the 50-tonne sticker at the moment till the permit comes through for 54, so I have only carted up to 50 max,” he says. “You don’t even know it’s pulling that weight. It might drop down a gear or two on the hills, but you can hear it biting and wanting to carry on. “At the moment I’m running at about 1.8kms per litre, so hopefully we’ll get to 2.0-2.1. But it’s only done 15,000kms so it’s still bedding in. And once I get the hang of driving it, I think we’ll get the fuel saving.” On NZT&D’s lightly-loaded trip down State Highway 1 and SH3 from Taupiri to Mokau, the Scania cruises at a completely relaxed 90km/h with the Opticruise automated manual transmission in top gear, and the V8 at just under 1200rpm. A dawdling caravan costs our momentum on one climb south of Pio Pio and the Scania downshifts into ninth for a moment before settling at 1100rpm in 10th gear at 51km/h. That 3700Nm plateau of torque is available from 1000rpm so, of course, it shows no sign of labouring. Kenny confirms: “It’s always trying to pull. It’s not even working; it’s just ticking away.” Scania engineers revised the manifold layout on the latest generation 16-litre engines and there’s a rich but muted soundtrack to accompany the easy performance. Kenny reckons the big V8 sounds just right: “With the 620 you never heard it. This one has got a little bit of the ‘old school’ V8 sound and when you put your foot into it you can hear it come up. “Although you can hear the motor it’s a nice throaty sound you can listen to all day. It’s never like ‘I wish I had some ear plugs!’
“And when you talk on the phone it’s clear, just like a normal conversation.” The South Island roads have been the highlight so far of Kenny’s time behind the wheel of the 770 S: “Coming up from Mosgiel to Picton was just a beautiful drive. You had the flats and the straights and some hills – a bit of everything. “You don’t ever have to speed because you make it up on the hills. It carries a nice consistent pace. “It seems like the heavier it is, the more it just floats along. I noticed that in the South Island with the weight on it was a completely different truck to drive. It was more settled, and you just get into a routine with it. “It was a pleasure to get up in the morning, start it up and go to work.” With the truck being so new I ask where Kenny thinks the 770s performance will be shown off best: “Napier to Gisborne. There are some big hills up through there where I’m expecting it to really shine. And, through the middle of the South Island, over the Lindis. “Some of the roads around Nelson would be good and Highway 54 (Vinegar Hill to Feilding). Really anywhere there are some good hills,” he confirms. “I’ve noticed the more weight I’ve been putting in it, the more it just wants to move. It’s not shy of the weight.” Along with its supple, fully air-suspended ride quality (with levelling adjustment), Kenny says the 770 steers nicely: “You just point it; the steering feels precise and there’s no play in it.” Where else does the 770 excel? “The lights are beautiful. There are four across the top (a Scania factory accessory) and two more on the outside, and the middle ones are the high beams. It’s a very white light – better than anything else I’ve driven.” The driver assist and safety systems specced on this truck include adaptive cruise control and autonomous emergency braking and stability control, along with conveniences such as auto dip high-beam control and auto rain-sensor wipers. However, lane departure and blind spot warning features aren’t specified on this truck. The ergonomic design of the cab, its modern materials and the tidy layout of switches and displays also contribute to the truck’s comfort and its ease of use: “It’s decked out like a car. A really nice, modern car,” says Kenny. “Getting in and out isn’t difficult. There are four steps on each side and the points of contact are all good. Truck & Driver | 35
A truck driver’s “office” – and a home away from home: Leather-trimmed seats and steering wheel, 1.0-metre slide-away bed, plus generous storage make the 770 S a roomy work and living space “The visibility is unreal. They’ve covered all the blind spots and you don’t have to worry about anything. It’s got good mirrors, which are easily adjustable from the driver’s door.” Scania’s central touchscreen display runs the smartphone connectivity, and the clear instruments are separated by a multi-info display which allows the driver to select from five screens of information. Kenny can scroll through vehicle and axle weights, fuel economy, fluid temperatures, pressures, his phone contacts and the truck’s service schedule and status. The right-hand steering column stalk controls both the Opticruise transmission selector and the retarder, while the indicators and wipers are operated from the left-hand stalk. Other features of the specification are Scania’s premium airsuspended seats with leather upholstery, and the tilt and slideadjustable steering wheel is also leather trimmed. Both have red stitch highlights. Says Kenny: “There’s not really anything I would like to change, or think could be made better. Everything is right there where you want it. “They have built them for the driver. Especially this model, it’s built for the linehaul driver, with all the little comforts.” Kenny isn’t the only member of the Wilson family with plenty of enthusiasm for Scania’s latest. The new 770 S already has the vote of approval from Kenny’s enthusiastic teenage daughters, Millie (16) and Jorja (14). “When Brett said I was getting a 770 that was coming, I was pretty chuffed about that. 36 | Truck & Driver
“I couldn’t wait for it to arrive to be honest, especially with it being the first one. My kids thought it was the bee’s knees! My girls came for a ride in this one around town when I first got it – and straight away they could tell me how it was different to the 620, with more comfort and room. “Millie has just got her car licence and her goal in life is to own a truck and work in the transport industry. Jorja wants to be a fashion designer, so they are chalk and cheese, but they both love being in the truck. “Sometimes I take my little girls with me. We went to the South Island in the 620 last summer to do the stone fruit. They were away with me for the week, and they just loved it. “To have the ability to drive some of the best gear in the country – and the best one, at the moment – makes me feel pretty proud. And my girls are looking forward to their first road trip when the school holidays have started.” While the big numbers create the headlines, Kenny’s conclusion is that the 770 S performs across all the aspects a long-haul driver will appreciate. “It’s got the horsepower – but it’s in the details, where Scania caters for drivers. And you can’t beat the extra cab and the full sleeper. “It’s the best truck I’ve been in. It’s got everything and it’s a privilege to drive it. “I’m driving 770 horsepower of the best technology on the market, that Scania has been refining from way back when. I’d love to see what the next one after this is going to be like!” T&D
LEADERS IN TRAILER MANUFACTURING
NEW TEFLON INSULATED MEZZANINE FLOORS SAFER, TOUGHER, QUIETER.
Our Teflon Insulated Mezzanine Floors offer frictionless attachment reducing joint movement, extending wear parts life and provide a safer mezzanine option. Remove the risk of freight and trailer damage, order your new mezzanine trailers today.
AUCKLAND BRANCH AND HEAD OFFICE 21 Hobill Ave, Manukau, Auckland, Phone +64 9 267 3679
FEILDING MANUFACTURING PLANT
10 Mahinui Street, Feilding, New Zealand, Telephone +64 6 323 4299 TD32184
www.fruehauf.co.nz
HT
Test
AYDEN REVOR
T
HIS NEW SCANIA 770HP S MODEL IS the first of its breed to hit the road anywhere in the Southern Hemisphere. If you have been living under a rock for the past decade you mightn’t know the horsepower race has been a leapfrog contest between Volvo and Scania. Scania came out with its 730hp V8, then Volvo jumped them to take the horsepower title with 750hp. Now it’s Scania back on top again with this 770hp powerhouse. There was plenty of anticipation ahead of catching up with the first of Brett Marsh Transport’s two brand new 770 S units. For regular driver Kenny to get home on a Friday and have the weekend off we arrange a meet at Taupiri and head for Taranaki. I take the wheel down to Te Kuiti
Another hill “disappears” in front of the world’s most powerful production truck
38 | Truck & Driver
with a route down State Highway 1 and 3 because bridge repairs at Ngahinapouri have taken Highway 39 out of commission for heavy traffic. At first the climb into the cab looks like a challenge, with the truck being so high. But it turns out to be easier than some of the smaller trucks I have tested lately. Four cascading stairs with well-placed grabhandles and a wide-opening door makes the vertical climb a breeze. The cab interior is a massive space, with a high roof and flat floor. It feels like you can just keep walking around for hours and stay busy opening storage boxes and checking out features including a fridge, microwave, the TV and cool touches like the dinner table that folds out of the
Hayden Woolston
passenger-side dash. It’s easy to see why Kenny is happy to forego the hotel and stay in his truck with all of this.
These days many trucks are designed around driver comfort, but Scania excels in this aspect. From the driver’s seat everything is at your fingertips and the steering wheel controls almost every function in the truck. There is hardly any need to move your hands from the wheel and if it’s not on the wheel, or the automatic window wipers don’t work for some reason, everything else is on the stalks. And the mirror adjustment controls are on the door, with the electric window buttons. If you do need to go over to the semiwraparound dash for manual changes on the array of buttons and stereo head unit, it’s all at easy reach as well and has the aircon there as well. Under this is a storage set up for a driver’s personals and, just like the rest of the cab, it reminds me of a well-designed boat: There is a storage box to pull out from almost anywhere. On the Waikato Expressway the truck gets up to the 90km/h speed limit with no trouble. Don’t expect that just because it’s a 770hp V8 that it’s going to take off on you because it
doesn’t. The engine seems to work smoothly and with minimum effort. At 90km/h I hit cruise control. The road noise is non-existent but there is a nice little hum you can hear from the engine, which I like. There are no cab rattles and it’s just such a nice environment to be working in. I had thought the sunvisor would impact forward vision but it’s no hindrance and blocks a lot of intrusive light from coming into the cab. Because we can’t go the usual way through to Otorohanga – going south to the west of Hamilton – we must head through Hamilton and Te Awamutu. Through the city the mirrors are a good help in negotiating the double-lane roundabouts, giving good clean vision to the rear of the sixaxle B-train. It does help that these new B-train setups track very well also. From the south side of Hamilton, we are on winding highway and the steering in this truck is on point with the right weight for my liking and next to no road interference coming through to the wheel. One of the biggest surprises is the lack of cab roll. With such a high cab, I was expecting the usual sway coming out of corners but there is none of it. It can only be described in the way my old man used to say about these trucks: “They are like driving an armchair – just so comfortable.” As we head through Otorohanga and Te Kuiti, I’m trying my hardest to find something I don’t like. But everything is in place and where you need it, the ride is superb, and the engine performs and sounds like a V8 is expected to. Like Ken says, it’s like the hills have just somehow vanished – with the engine and gearbox working in unison to just flatten them out. The only time we get slowed down on my drive is because of dawdling cars and I don’t see any other trucks following in the mirrors for very long. It is very important when driving one of these units to respect the extra horsepower and remember you are in a truck, not a car. After handing Kenny his truck back so he can get home to Taranaki for the weekend with his family, I’m left wondering: Do you really need 770hp? By any means if you can justify it to yourself then do it! With the driver comforts and technology that come with it, this truck is the complete package. It ticks all the boxes for me. It’s got the horsepower – but it’s in the details where Scania caters for drivers. And you can’t beat the extra cab and the full sleeper. It’s the best truck I’ve been in. It’s got everything and it’s a privilege to drive it. T&D
• SPECIFICATIONS • Scania 770 S 6x4 Engine: Scania DC 16 123/770, V8, Euro 6 (SCR) Capacity: 16.4 litres Maximum power: 566kW (770hp) at 1800rpm Maximum torque: 3700Nm (2829 lb ft) at 1000-1450rpm Engine revs: 1200rpm at 90km/h in top gear Fuel capacity: Diesel 710 litres. AdBlue 105 litres Transmission: Scania GRSO 926R Opticruise 12+2-speed automated manual Ratios: Crawl low – 13.258 Crawl high – 10.625 1st – 9.148 2nd – 7.331 3rd – 5.813 4th – 4.659 5th – 3.750 6th – 3.005 7th – 2.439 8th – 1.955 9th – 1.550 10th – 1.242 11th – 1.00 12th – 0.801 Front axle: Scania AM640S. Rated at 7500kg Rear axles: Scania AD200SA with differential lock. 2.92:1 final drive ratio. Rated at 19,000kg Brakes: Disc with ABS and ESP Auxiliary brakes: Exhaust brake, 300kW at 2400rpm Front suspension: Air suspension with extra thick anti-roll bar Rear suspension: Load limit/load transfer air suspension GVW: 26,500kg GCM: 90,000kg
Truck & Driver | 39
FOR ALL YOUR TRUCK AND TRA LER TYRE NEEDS. AUTHORISED DISTRIBUTOR OF:
OFF-THE-ROAD
0800 4 CARTERS
enquiry@carterstyres.co.nz
carterstyres.co.nz
Driving the economy
At the launch of Te ara ki tua Road to success last April, key participants take a moment to mark the milestone. From left to right are: Traineeship early adopter Chris Carr, Transport Minister Michael Wood, trainee Betty Heremaia Sola, Minister of Social Development and Employment Carmel Sepuloni, trainees Shaun Tomai and Liana Manu, Transporting NZ chief executive Nick Leggett and then chair of Transporting NZ, Greg Pert
Road to success a highlight of 2021 T
by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand
HE CHRISTMAS HOLIDAY PERIOD IS always a great chance to reflect on the year that’s been: Its highs, lows, successes and challenges. The COVID-19 Delta rollercoaster ride was, for many individuals, families and businesses, an extremely tough time and has placed significant strain on our economy, our mental wellness and our communities. Vaccine mandates and various restrictions now divide the country and we have seen some pretty ugly protests as such measures have been implemented. For Ia Ara Aotearoa Transporting New Zealand, 2021 also presented a year of significant change. Not only did we change our name and our brand to better reflect the modern face of the industry and the diversity that is starting to come through in road transport, but we went through a restructure after Auckland-based National Road Carriers and Christchurch-based NZ Trucking Association decided to walk away from the national organisation. We are confident that RTANZ members and the broader industry will begin to see the benefits of the single organisation approach, with a much more responsive and flexible approach to our advocacy work.
A real highlight of 2021 for me was the launch of Te ara ki tua Road to success. From little more than a concept it has become an active and functioning traineeship that has already brought over 30 new people into our industry. I am really proud of the way Road to success has developed and the operators and trainees who have helped keep it going during what was a very tumultuous year. We have learnt many lessons during Road to success’ first year. One is that road transport, despite its sometimes rough and ready reputation, is indeed a viable career pathway for young people. Another is that Road to success requires the ongoing support and commitment from the industry to ensure that opportunities remain available to new people. Without that, not only would the programme fail, but we would be no closer to alleviating our driver shortage. By working with those responsible for driver training in our sector, we have now developed a much better understanding of how to best assist operators to make Road to success part of their recruitment and human resources planning. The first phase of this has been to run a workshop with a group Truck & Driver | 41
Driving the economy
Industry leaders working on developing future training content
of leaders from across the industry, identifying what a new recruit needs to be trained in, and the pathway and time required to develop a safe, productive and professional Class 5 driver. The workshop was highly valuable and I thank Brad Darling of First Pass Driver Training, David Jenkins of TR Group, Bill Bamber of KAM Transport, Jim Wilson of Conroy Removals, Paul Gardiner and Andy Moon of MOVE Logistics, and Roddy Wood of the Waireka Group, for taking the time out of their businesses to contribute. When reflecting on the first calendar year of Road to success, I am really encouraged by stories of how experienced drivers have stepped up to take part in training a new driver and acting in mentoring roles within their businesses. In any high-performing environment, whether it’s a professional sports team or a busy transport business, it is absolutely critical that knowledge is shared freely and new recruits are made to feel part of the team. If you can do that, you are already halfway to securing their loyalty for a long time to come. It has also been encouraging to see a number of Road to success trainees already graduate to piloting Class 4 and 5 vehicles. Ultimately, that is the payoff for operators, so I am pleased that after only a short period of time they are now reaping the benefits of their investment.
Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz
We know from consultation with a number of careers experts over the years that the new, 21st Century jobseeker is far more about an employment opportunity being the beginning of a career pathway that will include qualifications, the chance to climb the ladder and experience different roles in the organisation over time. Making micro-credential qualifications a part of the Road to success traineeship has meant trainees are taught the theory side of the industry while continuing to work, and this means they will be in a better position for career advancement when those opportunities arise. I am confident that 2022 will see Road to success go from strength to strength, both as the uncertainties of the previous year give way to a postlockdown recovery and operators and trainees come to understand the benefits of the programme. I can also assure the industry that Transporting NZ will continue to improve what we do to make things as easy as possible for operators, so if you need new blood in your business, get in touch. More information on Te ara ki tua Road to success and how trainees and operators can join the programme is available at www.roadtosuccess.nz. T&D
www.transporting.nz
42 | Truck & Driver
Nick Leggett, Chief Executive 04 472 3877 021 248 2175 nick@transporting.nz
Modest biz is best Story Brian Cowan Photos Gerald Shacklock
GPS Tracking – eRUC – Job Management – eLogbook 0800 447 735 44 | Truck & Driver
TeletracNavman.co.nz
FLEET FOCUS
Freightliner’s Argosy has been the go-to truck for Burnell & Son Transport since the early 2000s – with more than 20 of them bought new. This chipliner is two years old
GPS Tracking – eRUC – Job Management – eLogbook 0800 447 735
TeletracNavman.co.nz
Truck & Driver | 45
AUXILIARY
TRUCK
MAKE THE MOST OF
PBS
©2020 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries.
One of the nine Argosys on the current fleet, a 2017 FRL dropsider H unit, emerges from the State Highway 1 tunnel south of Kaikoura T’S ALMOST A TRUISM OF ANY BUSINESS – NOT just trucking fleets – that continued growth is not only important...but vital for survival. So it’s refreshing to come across a medium-sized fleet whose owner figures the 10 trucks currently on the register feels pretty right….thankyou. Wayne Burnell, of Christchurch’s Burnell & Son Transport, obviously marches to the beat of a different drum. Take the company name, as a minor but telling example: Did Wayne inherit the business from his father, or maybe even a grandfather? He laughs: “When we (he and wife Kathy) started up in 2000 our first child, Jacob, had just been born – so the name is a bit tongue in cheek.” On top of that, Wayne points out: “I also like that oldschool way of naming fleets.” Since then, as a matter of fact, the Burnells have had another two kids. So are any of them likely to join the company? Well, that’s quite possible, Wayne reckons: “Jacob has his heavy truck licence and is driving for a living, in Australia. The next boy, Isaac, is doing a diesel technician apprenticeship, while our daughter Summer is about to leave school and will be studying at university next year. “We’ve pushed all the kids to follow their own paths – to try other things,” he adds. Several things set Burnells apart from the norm. The business is, for instance, really light on management: “Head office” is a couple of portacabins on a gravelled yard not far from Ruapuna Raceway, to the west of Christchurch – their regular occupants being only Wayne and dispatcher Laurie Harrington. Most weekdays you’d be lucky to find a truck onsite, as the company specialises in long-distance transport of a variety of freight for a modest group of customers…and only a minor proportion of the trips begin or end in Christchurch.
Significant among the clients – and the very first one the company had – is Ashburton’s RX Plastics, which manufactures tanks and pipes for agricultural applications. The path to the creation of the company….and it securing RX as its first customer, began in Timaru (where Wayne was born and raised) in the early 1990s – when he left school at 17 and got his heavy truck licence a year younger than is normally allowed. He explains how it happened: “At the time my Dad was driving for Tregenzas (Timaru contractor G.E. Tregenza), and the company said they had a job for me if I could get a licence. So they provided a letter to the authorities for an exemption, which was approved.” After a year with Tregenzas he went to Hervey Freight, which operated a Christchurch-Timaru run. Subsequently he moved to Christchurch, spending time variously with Samson Freight and Northern Southland on intercity freight runs before joining Ashburton’s Mark Reid – carrying RX Plastics products as far as Invercargill and returning with grain and fertiliser. Wayne had been gone from that job for about a year when Reid got in touch – offering to sell him the business, as Wayne recounts: “So that was how Burnell & Son was born. We sold our house and ended up the owners of a Foden with around half a million kilometres on the clock, handling the RX work. “It was barely a year before the dairy boom hit fully and RX became busy as. For a while I added a lease truck and employed a driver, but that didn’t work all that well, so I brought in a mate, Warren Grey, as an owner-driver. “Back when we started, there were lots of guys with one or maybe two trucks, but that has changed completely. Things have got tighter and the admin and regulations add a whole lot to the workload for a single operator. “In time, the Foden was replaced by a couple of Isuzus. They, in turn, gave way to the Freightliners which have been the fleet staple ever since. We’ve bought quite a few over the Truck & Driver | 47
Main picture: Seven-year-old Argosy chipliner heads north along the coast south of Kaikoura Top, left to right: Around 2010, company trucks parked up with two units owned by Riordan & West – the Pukekohe company that works in closely with Burnells (and just happens to also favour Argosys).....Wayne and one of the two Isuzus that preceded the Argosy era, in the early 2000s...A load comprising a full Alpine Buildings shed heads north, around Cheviot
years, and the lineup is currently nine Argosys and a Coronado. “We stayed at five or six trucks for quite some time, only doing North Island trips when things were otherwise quiet in the winter. But with the opportunity to extend that (North Island) business we bought four more trucks and also brought on a dispatcher so that I could take a bit of a step backwards.” Wayne had come to the realisation that he was burning himself out trying to do it all himself, so two years ago he brought on Laurie Harrington, who he already knew (from when they worked together at one stage at Hilton Haulage). Over the past decade Burnell & Son’s work has expanded to include outdoor timber specialist Goldpine, Timaru’s Alpine Buildings and produce supplier Talley’s…..plus regular loads of
48 | Truck & Driver
coal and fertiliser from the south and steel from the north. Wayne figures the current fleet size is about right: “There are 10 trucks and a total of 12 employees, with Laurie and me basically looking after the admin. We don’t really want to go any bigger than that. Of course, if any of our primary clients needed us to increase the work we do for them we’d have a look at that, but we’re not in the market to grow just for the sake of growing. “Take RX Plastics. In the early years a couple of dropsiders handled their work, but over time they diversified a bit with the products they were producing. So then we added a couple of chipliners, and now we’ve got a couple of quad flatdecks and a flatdeck truck and trailer on their work.
“In the early days, when we had just the one truck, I would often tell myself about the rainy day that was inevitably going to happen, when we could catch up on administration and maintenance and do some forward planning. “But I just kept working and working and as I finally said to Kathy: ‘I don’t think this rainy day is ever going to come – we’ll just have to buy another truck.’ And it has sort of been like that ever since. “A significant driver for growth in first few years was the dairy boom, which saw RX Plastics expanding to meet demand. At the height of the dairy conversions – that’s going back around 12 years now – we would have had five trucks working solely for RX, carting pipes and tanks.
“In the meantime. Goldpine has become a very big part of our work. We do their main cartage from the Golden Downs (Nelson) plant as far as Invercargill, and also cart a lot into the North Island. “Goldpine has a store in Invercargill, but a good proportion of the stuff goes direct to vineyard developments in Central Otago. In the North Island we work in with (Pukekohe transport operator) Riordan & West. “In the past couple of years we’ve done quite a lot of horticulture produce out of mid-Canterbury for the Talley’s processing plant in Blenheim. From there it’s not too long a hop over to the Goldpine plant at Kohatu for a run maybe as far as Invercargill, then bringing fertiliser or coal back to
Truck & Driver | 49
Seven-year-old dropside tipper unit delivers a load of fertiliser to the store in Ashburton
Timaru or Ashburton. “Ballance’s phosphate fertiliser for the South Island comes from the plant at Awarua near Invercargill, and we cart a lot of that north. “For the most part we manage to get loads out of most areas, though naturally it goes up and down a bit with the seasons. We had a couple of bathtub tippers for a while, but we got rid of them: That segment of the market is so competitive. And dropsiders can do just as well for bulk stuff – but with a lot more versatility. For example, we can carry posts to Southland and return with bulk fertiliser on the same unit.” Harvested crops that Burnells handle for Talleys include corn, carrots and potatoes. Where possible, says Wayne, they try to balance the availability of the trucks with the output from the fields and the demand from the processing plant, “but that’s not something that can be set in stone, when you get variables like weather and harvesting problems to contend with. “The trick is to be proactive and keep the communication channels open all the time – with phone calls, texts and emails. Laurie is constantly in touch with the clients, letting them know when trucks will be arriving – either at the field or the processing plant.” In terms of generating volume, Christchurch is not a big hub for the company, Wayne adds: “I guess the major cargo we would cart from here is fertiliser from Ravensdown to Nelson. A lot of the time we’re just passing through Christchurch. Inward loads include Ballance fertiliser from Invercargill to the Rolleston storage facility, and steel out of Glenbrook near Auckland. “On top of that, although the whole fleet is nominally ‘based’ in Christchurch, the drivers are spread over quite a variety of home locations. Five live in Ashburton, three in 50 | Truck & Driver
Christchurch, two in Timaru and one even further south, in Glenavy. “The Glenavy driver handles the Ashburton to Invercargill work and keeps his truck at home, as does one of the Timaru guys. We also have provision for parking in Ashburton, but the others generally drive here to kick their week off. “When people come to work with us they know that they are going to be away from home for most of the week. You’ve got to be prepared to leave on Monday and get home on Friday afternoon or Saturday morning. That’s just what the job calls for.” With that in mind, both Wayne and Laurie agree it’s not a job for everyone. Drivers need to be self-starters: They just go where the jobs are, as Laurie explains: “Once the guys leave here on a Sunday afternoon or Monday morning they just go until they stop – and sometimes, depending on where the loads take them, might not be back until Friday. “Even the ones who are based here have little need to call in during the week. They could be loaded here, deliver whatever cargo they have to Nelson, pick up at Goldpine and get back as far as maybe Culverden before they run out of hours, so that’s where they overnight. “There’s a good deal of self-management involved. By Tuesday lunchtime I can give the guys a list of jobs for the week, and we don’t expect them to be checking in all the time for detailed directions. They know what needs doing, and we leave them to get the job done. “We use MyTrucking, and find it’s great for not only allowing the drivers to do the job efficiently, but letting us know how things are going without having to be always checking up.” Adds Wayne: “Basically, they just keep working within their logbook hours, so wherever they are when their time is up is where they overnight. Depending on traffic and other factors,
YOU HANDLE THE LOAD.
LET PETERSON TAKE CARE OF YOUR LED LIGHTING
Be Sure to Spec Peterson Lights
PETERSON LUMENX LIGHTING FEATURES Designed by Peterson USA | Manufactured by Peterson USA | International sell brand Peterson USA Limited lifetime warranty, rated life 100,000 hours. Mounting orientation, superior optics allow 360 degree compliance. Heavy duty plug n play harness, insert moulded plug terminals, wire gauge 18 awg. Integral mounting flange with skirt welded lens eliminates leakage points. Trusted lighting manufacturer since 1945, LED lights introduced in 1995. Proven in heavy duty applications, major usage by OE manufacturers and fleet operators. Accredited supplier to Caterpillar and Harley Davidson.
www.cdlautoparts.co.nz ☎ 09 262 1417 sales@cdlautoparts.co.nz
by
Brighter, Safer, Better Looking & Made in America
TD32127
CDL AUTOPARTS LTD
that can cover quite a spread of territory. It also means there is never any guarantee as to how many trucks we might have in the Christchurch area – sometimes it’s two, at others it might be eight. “Ideally we have most of them here for the weekend and the drivers can have that time off – though in the peak of the produce harvesting season that can become a lot more fluid. “And even that is something that has been a factor for only a couple of years at the most. Prior to that we were pretty much Monday to Friday all the time, so the guys can be knocked off mid-afternoon on Friday, and ready to start late Sunday or early Monday, which gives them quality time in the weekends.” The sleeper-cab Argosys play a vital part in the way the company goes about its business, Wayne adds: “Right from the start this is the way we’ve operated, and why the Argosys have been so good for us. They have the option of the 110-inch cab, which means that critical bit of extra room and a wider mattress. “And since COVID has hit it has proved to be the most sensible decision we’ve ever made. The pandemic has certainly added to the overall cost of carrying out business. But with the guys living out of the trucks, it means they can keep contact with other people to a minimum. “We didn’t have this sort of scenario in mind when we set up the trucks, but it has certainly worked in our favour!” Which raises the question of a replacement model for the now-discontinued Argosy. Wayne is sad but philosophical about the end of production of the cabover Freightliner: “It was an ideal model for us – simple, uncomplicated, big sleeper
cabs, a proven drivetrain and a brilliant tare weight. “But, let’s face it, they couldn’t keep it going just for New Zealand. I have visited the factory in the States and seen how they produce around 250 units a day. An entire year’s sales of Freightliner here would take less than half a day.” He’s not a huge fan of the European makes, so he accepts that the logical replacement model for the Argosy will be Kenworth’s K series – but probably, he suspects, at the cost of some payload. “At the moment,” he explains, “all of our trucks and trailers, bar one, are running on a 54-tonne permit, which gives us a payload of 35t. At the 50MAX we were running to until last Christmas, our dropsiders could carry 31t.” New trailer gear generally comes from MD Engineering in Balclutha, while Gary Cowan Engineering has also done a couple of units. SAF axles and brakes are standard across the whole of the trailer lineup. Maintenance support is all external, Wayne points out: “We used to use Prestige Commercial Vehicles – until they lost the Daimler franchise, which left a really big hole. Not only here but also in the North Island, because of their link with Trucks and Trailers.” Now, in Christchurch the company uses Penske or Transport Repair Services – and also goes to TRS around the rest of the South Island. He reckons the modest size of the fleet and its lean support system offers a good balance: “We’ve got a great crew of drivers at the moment, but if we doubled our size we would struggle to find an equal number of the same quality. And if we
Authorised ZF Service Partner Authorised BOSCH Common Rail Repairer TURBO CHARGERS
FUEL PUMP & INJECTOR
REPAIR OR REPLACEMENT
REPAIR OR REPLACEMENT – ALL BRANDS
AUTOMATIC TRANSMISSIONS ECOMAT 1-4, ECOLIFE Fitted in truck & bus applications
ALL MAKES AND SIZES
52 | Truck & Driver
ECOSPLIT, ECOMID, ECOLITE, AS-TRONIC DIESEL SERVICES AUCKLAND
09 525 0830 www.dieselservices.co.nz
DEISEL SERVICES CHRISTCHURCH
03 348 8825 www.dsldiesel.co.nz
TD31357
DPF & CAT CLEANING
MANUAL & AUTO-SHIFT TRANSMISSIONS
Right: Wayne shares his time between admin and fill-in driving Above: The 2018 Freightliner Coronado carries a tribute to Wayne’s Dad, the late Ron Burnell Left: There’s a tradition of super-hero names/murals on the Burnell trucks. The artwork is done by Timaru Signs Graphix
RELIABLE SERVICE 24 HOURS NATIONWIDE
Over 500 tyres in stock at any time to suit all applications
TD31181
ULTIMATE TYRES LTD
157-159 Great South Road, Otahuhu Ph 09 276 2200 www.advantagetyresauckland.co.nz
Truck & Driver | 53
GOING THE EXTRA MILE FOR OUR CUSTOMERS
Time is money. Specifically developed for the commercial vehicle sector, the advanced DELFLEET Evolution® paint system offers a complete range of high productivity solutions that are easy to use and achieve exceptional results. To boost throughput and get vehicles on the road faster, complete with outstanding durability, colour and gloss, Delfleet Evolution is perfect for the long-haul!
www.ppgrefinish.com.au @PPGANZRefinish
Top: The newest Argosy on the fleet, a 2020 model FRL, delivers a container with the Hammar sideloader (which is not in daily use) Above left: Wayne’s Dad, the late Ron (Rocky) Burnell, with Burnell & Son’s first truck – a ‘97 Foden S108 that came with around half a million Ks on the clock. Wayne followed in his Dad’s footsteps in becoming a truckie....and Ron later drove for him on occasions Above right: Northern Southland ‘88 model Mercedes-Benz 2235 was one of Wayne’s early drives were five times this size we’d need to have a far more complex – and costly – management structure. “We pay our drivers a fair wage – and we also work hard to ensure they have fun. We want them to stay, so if they need time off we try to look after them. “I spend quite a lot of time on the road, filling-in for guys who are on leave. It’s not only enjoyable, but gives me a good sense of the issues the drivers face. Often the people at the client companies don’t know who I am – I’m just another driver, filling-in – and it gives me a more accurate feeling of how we’re going as a company. “We don’t have too much trouble picking up drivers when they’re needed – generally through word of mouth. Being on the road for most of the week isn’t for everyone, but the regular weekends off compensate. The gear helps too.”
That said, he feels the licence system is due for an overhaul if the industry is to get on top of the driver shortage – contrasting the current situation with his own experience in the early 1990s: “Not only was I young, but compared with today’s drawn-out process, scoring a licence then was really quick and simple... “And I was granted the equivalent of a Class 5 straight-up, with endorsements for the other levels not coming in until several years later.” He believes the licensing system could be made a lot less cumbersome, which would go a long way to bringing a desperately-needed influx of younger drivers into the industry: “The whole process needs to be made more accessible, because three to four years and several thousand dollars is a
Continues on page 58 Truck & Driver | 55
56 | Truck & Driver
Main picture, below: Five-yearold dropsider Argosy passes by Frog Rock, on the Weka Pass Road Left: The lone Burnells Coronado and its Argosy fleetmates a couple of years ago. With production now ceased of the Freightliner cabover, a decision looms on a replacement Right: Wayne’s first driving job was with Tregenzas in Timaru, where he took the wheel of this 1988 Mack R686ST
Truck & Driver | 57
P
•
•
Top: This 2018 Argosy dropsider totes another load of posts for Goldpine, one of Burnells’ major customers Above left: Laurie Harrington has been the company’s dispatcher since 2019 Above right: A tipper unit and a chipliner, pictured about 10 years ago
Continued from page 55 huge hurdle for a young person with limited job prospects.” Wayne and Laurie emphasise that Burnell & Son Transport is definitely not about growth at any cost. Far from it, in fact – both men seeing that as a potentially dangerous concept for a medium-sized business to pursue. Says Laurie: “Some companies work to a mindset of ‘growth is everything’ – so they’re always looking at the next big contract, so they can put on five more trucks.” A better way, he believes, is “to find a profitable balance point.” Wayne agrees – and says that maintaining good relationships with customers is critically important: “You have to keep going. You can lose contracts out of the blue, or whole 58 | Truck & Driver
industries can change their focus – so that work has to be replaced. “But the old ‘one door closes, another opens’ principle often comes into play. And if you’ve been giving your customer good service, even when their circumstances change and the work they have is different they’ll want to keep up the association. That’s when you need to be adaptable.” In a similar way, he adds, “sticking with customers is also important.” He points to longtime customer Alpine Buildings as an example: The relationship began when the customer was just starting out – with only intermittent loads. “Now they’re accounting for up to three trucks a week.” T&D
Weighing Equipment Proven Weigh Systems In NZ For Over 20 Years With: • Dedicated Personnel For Technical Support • Full Back-Up Parts Inventory
• Technical Support & Suppliers Of An Extensive Parts Range For Most Brands • Weigh Systems For Most Applications
Phil & Kaylene Bourke – Manufactured by Patchell Group
NZ Bulk Ltd – Manufactured by Mills-Tui
Musson Logistics Ltd – Manufactured by Mills-Tui
McLellan Freight Ltd – Manufactured by MD Engineering
Weighing Equipment Is Our Business!! North Island
150 View Road, Rotorua, New Zealand • Ph: 07 349 4700 • Fax: 07 349 4800
South Island
www.silodec.co.nz
TD32193
Sales and Service - Contact Mike Long 021 651 965
LEGENDS
Barry Stamp T
E AWAMUTU BASED OPERATOR Barry Stamp has been in the transport industry for around half a century. Over the time he has successfully been at the helm of a business that introduced scores of drivers (including his son Mitch) into the industry, and that’s why he’s a Southpac legend. “I don’t really know what got me into it” was how Barry opened up our conversation, “I started driving trucks for something to do and have been doing it ever since.” Barry laughs. Of course these are tongue in cheek statements but Barry Stamp has evidently come a long way from his first job, which was working on sheep stations in Gisborne. Stamp says, “I quickly realized that I wouldn’t be owning a sheep station anytime soon, so I packed up and shifted to the Waikato.” Barry started his trucking career in 1972 when he jumped behind the wheel for Dibble Brothers. Established by Eric and Colin Dibble, the business was essentially
60 | Truck & Driver
formed to make bulk hauling and spreading of fertiliser quicker and cheaper. Prior to 1953, fertiliser found its way onto farms via a cumbersome sequence of bags that were transported mainly from Auckland on rail and then transferred to drills that were towed behind tractors. The Dibble Brothers created a bulk spreader solution with specialist spreading trucks that they designed and built themselves and virtually changed the process overnight. Stamp says, “I drove for them for maybe four or five years, spreading fert and lime all over the Waikato. I then had a break for a couple of years, where I went and had an overseas experience.” I came back in 1980 and bought a 40ft semi-trailer and was carting containers out of Tauranga for 12 months, before selling and returning to Dibbles Bros in 1981 when the bulk trucks came up for sale. Dibble Brothers sold a truck with a licence to work around the area. In 1981, Dibble Bros sold the spreading side of its business to concentrate on
building a burnt lime plant. Back then, the company was running a large fleet of vehicles and staff. Stamp says that he established a bond with some of the drivers who also brought a truck so they decided to form an alliance, Stamp was just twenty eight years old. “And that’s when we started a small group called Dibble Independent Transport and I’ve pretty much been here ever since,” he says. Dibble Independent Transport was a group of five drivers keen to make their mark. Barry Stamp, Derek Smith, the late Geoff Dibble, the late Alf Quaife and NZ Truck and Driver’s very own Trevor Woolston. Stamp recalls, “We all came together and it worked quite well from the start but then over the years it slowly split up. Trevor started a magazine, Alf sold out to Roger Hurst, that sort of thing. And then it ended up just the three of us, Geoff, Derek and myself and that’s how Dibble Transport 97 started.” According to Stamp, the three
shareholders (Barry Stamp, Geoff Dibble and Derek Smith) bought out the other two shareholders in 1997, taking over both the business and the property (trucks and buildings) that had been acquired by the company over the years. And never really looked back. It’s fair to say that Stamp is at heart a Mack man. His first truck was a 1977 R model Mack 285, which he then traded for a 350 R model Mack, both trucks really clocked up the miles. “Then I went into a Superliner 500 before buying some fleet trucks, which was in the early 90s, when we started Dibble Transport.” Upon reflection, Stamp reckons that he drove full time for about thirty years before moving into the office and says that he relished his time on the road. “I used to enjoy it, especially driving some of that gear we had in the 90s, it didn’t take long to get around the place,” Barry laughs, and then adds “I think we got away with a lot more in the early days.” But he believes that over the years the Industry has changed, and says that it’s not as ‘free’ as it used to be. “It’s gone from being good fun driving to being a nightmare with all the compliance and shit that goes with it.” But Barry concedes (albeit kind of reluctantly) that the changes have been necessary. “What they’re doing, they have to do, there’s that much out there on the roads now, it had to be tightened up.” Stamp may very well look back at those
earlier days with a huge sense of nostalgia but he isn’t exactly unhappy with the way things are on the whole nowadays either. “It’s all good when everything is going good and the good days outweigh the bad days. I don’t really miss being behind the wheel, mostly because of the traffic.” He says that the industry has been kind to him (overall) and that there are a lot of good people in transport saying that he’s made a lot of friends along the way, but adds that watching his son Mitchell come through has been a highlight. “I grew up sleeping on the floor of R Models and Superliners” Mitchell jokes. “I spent many a school holiday out on the road with Barry.” Mitchell and wife Gina went on to purchase Dibble Transport 1997 Ltd in 2013 meaning that Barry could move onto owning and running a fleet of cement tankers called Dibble Bulk Transport, operating out of the Mount. He reckons that it’s an easier job than bulk with really just one client, but that doesn’t mean that it’s quiet. Barry says, “I did seven years on the phone with the tankers, handling many calls a day. And was organising the trucks at the Mount from here in Te Awamutu.” But he says that he’s actually quite lucky at the moment as he’s got a transport manager who has been doing his job for him now, so it makes life a lot easier. “I don’t have the phone now, the tanker side of the business is organised from the Mount.” Right now, Stamp has around fifteen
drivers on the tanker fleet and Mitch runs more in Te Awamutu, creating jobs and keeping drivers in work is something that Stamp says he’s proud of. “I’ve introduced a lot of fresh drivers into the industry, and given a lot of people jobs.” It’s a loyal team too, with some staff surpassing the multiple decade milestones. While Stamp is still predominantly a ‘Mack’ man, he says that some of his new drivers have been specific as to what trucks they would like to drive. Stamp says that the landscape is changing and Kenworths are slipping into the fleet. “It’s another way that the industry is changing and we have had to adapt to keep the drivers happy.” It could be said that Stamp technically finished up about 2015 and although he’s relinquished his day to day duties (and his phone), he remains part of the furniture. “I’m on the last lap,” he jokes. “Nowadays I just come in and see what’s going on. I’ve got a lifestyle block that I potter around on, which keeps me quite busy.” He says that he’s also a keen fisherman, and spends time fishing up at the Hauraki Gulf whenever possible. Stamp believes that right now he’s ‘got the recipe right’ he says “if it’s a nice day I like working around home but if it’s a shitty cold day I’ll come in here, drink coffee where it’s warm.” Plenty of free time to go fishing and yet chooses to go to work? This makes us think Barry is still very passionate about the transport industry. T&D
Truck & Driver | 61
Some manufacturers think Cummins is optional.
We know Cummins is mandatory.
At Foton we don’t believe that Cummins’ dependability should be an option for medium-duty truck buyers. That’s why our all new Foton Auman EST-M (12T) truck comes equipped with the legendary reliability and durability of a Cummins engine as standard.
Powered by Cummins, driven by Foton. The All New Foton Auman EST-M (12T) medium-duty truck.
foton.co.nz
FEATURE
By retiring editor Wayne Munro Photos (mostly) Gerald Shacklock
In my happy place – well one of them anyway! At the end of the road on the mail run in the upper Rakaia River valley
And it’s goodbye from me… T STARTED 22 YEARS AGO WITH AN UNEXPECTED OFFER from publisher Trevor Woolston to stop merely writing about truck racing….to writing about trucks. Not only writing about them, but editing this new magazine he was planning…. Yep, New Zealand Truck & Driver. I wasn’t exactly born to it: In what had already been a 34-year career in journalism – first in newspapers, then magazines, then on tv programmes covering motorsport – the closest I’d come to trucks had been the likes of a certain Denny Hulme’s Scanias, Robin Porter’s Eagle Spares Kenworth, the wickedly quick Bedford driven by Avon Hyde, etc. Yep racetrucks all. I did the PR and promo stuff for the launch of truck racing in NZ, later did the on-track and tv commentating…and covered the racing during its glory years. But as for working trucks, the road transport industry and all that? Nothing. Zero. Yeah I’d driven a truck….once! Drove it slowly around the Pukekohe motor racing circuit when we were setting things up for the first Caltex Truck Grand Prix – struggling to get my head around changing gears with this ridiculous, double-clutching gearbox….with 18 gears FFS!! THE ROADRANGER comes back to haunt me in the early days of
NZ Truck & Driver, in 1999. Getting my HT licence is essential – to give me at least some understanding of what it takes to drive a truck. So a deal is done with DECA Training, for me to join four others aiming to get their truck and trailer licences…in just four days! I get to do the course free of charge…on the basis I’ll write a first-hand account of the experience. Yep – whether I pass or fail: So….no pressure, right! Our trainer Graeme McIntosh, poor bugger, somehow (mostly) remains cool, calm and positive as we do our training – all travelling together in DECA’s Ford Louisville tractor unit, with a tanker semi behind. There is the occasional growled instruction: “Don’t do that – please!.... Come on! Stay left!.... Don’t get off the side here – it’ll pull you right through the fence!” One, barked with urgency: “Power, power! When I say power don’t you dare lift that foot!” On the very last day before NZ switches to the current graduated licence system, I’m either going to get my full truck and trailer licence….or I’m gonna be publicly shamed – still unable to fathom an 18-speed! Thankfully, I wrangle the Louisville around the Ngongotaha driving course no probs….and, for the first time all week, manage Truck & Driver | 63
TN360 Improve on-road behaviour with driver scorecard
Stay one step ahead with real-time insights into performance and safety Real-time insights to improve training & coaching
High-level view of driver performance
Increase asset ROI & reduce costs by monitoring metrics
Easy-to-read interface with the ability to customise scoring
0800 447 735 TeletracNavman.co.nz
To secure publicity for its Ultra Low Crawler Gear I-Shift, Volvo Trucks Australia bravely decides to let journos (me included) drive an FH16 700 up and down a very steep hill....loaded to 203 tonnes all-up!
to reverse the semi-trailer through a 90-degree turn between the road cones in one go….without touching one! Getting my HT helps set me up for the next 22 years of writing about trucks…and driving them in some amazing situations. IT’S HOW I get the chance, back in 2006, to jump behind the wheel of an FH16 660 – then the world’s most powerful production truck – at Volvo’s demo track near its Swedish HQ. I unintentionally give the 660’s I-Shift the opportunity to prove how clever and capable it is – when I get caught out by the severity of the hill test! Leaving the I-Shift in automatic as instructed, I get on the gas pedal for the seriously brief run-up to the hill – but clearly not heavily enough! We lose revs fast and halfway up (right at the steepest pinch)… we come to a halt! The instructor is very nice about it: It happens to many people, he says kindly. The hill is deceptive, he adds – it is actually a 16% gradient. No problem, he insists: “Noooo! That was good. Because you get the experience.”
The opportunity, that is, for the I-Shift’s Hill Start Aid to recover the situation (which it duly does). Old dumb-arse has given it about as tough a test as it’s ever gonna get! ONE RICH reward that my HT earns me is the day I spend (in 2012) in the Catalan mountains in Spain – at a driver training and vehicle testing complex with a wide, smooth tarmac racetrack that snakes up and down a steep hillside.… And a network of rough offroad tracks that wind around the scrubby, rocky hills…. There’s a fleet of 20 different trucks. And, in company with maybe 20 other trucking journos, I’m told to go for it – jump in and get behind the wheel, do a lap of one of three different courses….then drive the next one, and the next…all morning. It’s the global launch of a new range of Scania offroad trucks…. which will, it says, back up its flagship R 730 to make Scania not only “king of the road…but also king off the road.” The 730 is, by the way, also here and available to drive. Nice. Best of all – maybe because I’ve come furthest for this launch – I’m invited to stay on for the afternoon session as well. Unsurprisingly, I call that story: “Un dia perfecto” – Spanish for “A perfect day.” I GET a first-hand feel (literally and actually) of just how fast the future is coming at us, in 2019, at Daimler Truck North America’s Oregon test track. I swear, the palms of my hands are merely brushing the steering wheel of a Freightliner Cascadia….while its onboard tech autonomously steers us around a sweeping bend! Cool! Let’s try that again…and again. The Cascadia’s Lane Keep Assist – part of the Detroit Assurance safety package – is a great piece of driver assistance that steers for you when you’re in adaptive cruise control and running in a clearly-marked lane….your hands lightly touching or hovering over the steering wheel. IT’S A big bucket-list morning in Western Australia’s Pilbara mining region, when (in 2016) I drive a Volvo FH16 700 triple roadtrain for a couple of hours. Truck & Driver | 65
Clockwise, from top left: The late Bill Richardson with the 1939 Diamond T 201 which his grandfather owned – and which, he reveals, is what fired up his love of American trucks....me, getting ready for another lesson at the wheel of a DECA training truck.....and me, enjoying one of my biggest thrills – driving a triple roadtrain in the Pilbara
66 | Truck & Driver
Valley runs out – at Glenfalloch Station – we’re only 65kms from Methven….but we’re also a world away. I’m in a Philip Wareing DAF truck and trailer unit – on maybe THE most scenic, most spectacular regular freight run in NZ It’s a weekly rural mail run up a metal road that runs alongside (and above) the beautiful, braided Rakaia….with the snow-covered Southern Alps slap-bang in your face the whole way out. When I let out yet another “far out! This is just gorgeous….look at that!” driver Dino Adams says flatly: “Prick of a place to work isn’t it.” Then giggles. SPECTACULAR TOO – but in a different way ¬– is the visit, in late summer 2010, to Shipwreck Bay, Ahipara (at the southern end of 90 Mile Beach), where I wait with a handful of Mangonui Haulage drivers for the right moment. The point, that is, when the tide’s gone out far enough that the sand has dried out a bit, and a truck (hopefully) won’t sink into it… And not too late that the four trucks lined up here can’t each get a couple of loads of weaner cattle from a farm out on Tauroa Point – a place the trucks will access by driving about 5k along the beach. All of this, of course, before the tide comes in again! It’s an annual job that’s become part of Northland trucking folklore – one of the region’s most challenging livestock pickups. To do it the drivers negotiate jagged reefs, rocky points, sometimes sloppy sand, and The Gut – a tight rocky inlet that forces the trucks to squeeze between a rock overhang and a rock ledge: “Put it in first gear and let her go,” says Kurt Grace. “The TD32225
I don’t give a damn that the tractor unit is a strictly-non-macho bright pink (the colours of the remarkable Heather Jones’ Pilbara Heavy Haulage Girls)…nor that we’re running (relatively) light: This is still a combination that stretches out 53.5 metres, after all. And even with the waste bins on the trailers empty, it still tips the scales at around 63 tonnes all-up. And driving it on a narrowish strip of tarmac through the wilderness landscape still keeps you seriously focused on the job at hand – ‘specially given that the trailers are air-suspended… and the back one has a tendency to flick when it encounters undulations in the road. Happiness is a triple roadtrain. VOLVO LAUNCHED its Ultra Low Crawler Gear I-Shift globally in 2016 with a great publicity stunt – having an FH16 750 tow 20 trailers loaded with double-stacked shipping containers. They stretched out 300 metres and weighed 750t all-up! Now, in 2018, Volvo Australia goes on a publicity hunt for its local launch of the ULCG – and, bravely, decides it’s a good idea to allow a bunch of trucking journos to try it out…. Driving an FH16 700 6x4 tractor unit, towing a two-axle dollie and a 10-rows-of-eight transporter, up and down a steep hill….at 203 tonnes all-up! That’s a helluva show of confidence. So I get to take the combination up the 8.8% gradient at 7km/h, the inter-axle difflock engaged, in the lowest crawler gear (of two), the I-Shift AMT in second gear – and with Engine Control (like a crawler-speed cruise control) engaged. It’s a breeze! WHEN WE get up to where the road in the upper Rakaia River
#3 $)3# /2 $25- !8,% 3530%.3)/. !33%-",9 ,IGHTWEIGHT VIRTUALLY INDESTRUCTIBLE VERY LOW MAINTENANCE WITH HIGH ROLL STIFFNESS
E551 SERIES TRAILER COUPLING l Lightest 50mm coupling sold in NZ @ 43kg l Highest rated 50mm coupling sold in NZ with D Value of 330kN l Highest Vertical load @ 2500kg l Manual security lock with in cab warning (if mechanism not closed) l Long handle – easy to open l Bronze Bushed on all wearing surfaces l Anti-rattle guide mouth centre spring l Surface hardened pin – better life l Easy to dismantle and repair l Jack-knife alarm optional
In cab warning light for non engaged coupling
New Jack-Knife warning switch with in cab Jackknife warning light
-IRA TRACK TEST HAVE CONl RMED THIS IS ONE OF THE BEST PRODUCTS 50mm V.Orlandi trailer coupling fitted with EVER PRODUCED BY “UNBREAKABLE” cast steel guide mouth, !RVIN -ERITOR 2/2 coupling part number E551-HDG
“UNBREAKABLE” cast steel guide mouth Features include:
Manual pin lock with warning light 4RAILING !RM Hardened tow pin Large evacuation hole in lower bush Long handle, easy to open 0IVOT %YE 4RACKING All metal wear points, bronze bushes High rating, 330kn Lighter tare than Ringfeder equivalent $AMPERS Easy to repair, no special tools 4HE ARMS ARE RIGIDLY ATTACHED TO THE AXLE IN A SPECIAL PATENT PENDING JOINT THAT PROVIDES A PROTECTIVE AXLE @GRIP THAT l Can uncouple with !XLE #ONNECTION ACTUALLY EXTENDS THE AXLE LIFE DUE TO THE STRESS SMOOTHING turned guide mouth DESIGN 4HE TRAILING ARMS WILL LAST THE LIFE OF THE RUNNING GEAR l Warranty and Spares )NCREASED FOR AND AFT STIFFNESS support from TATES )NCREASED ROLL STIFFNESS AND TRAMP COMPLIANCE 0IVOT "USH l 4HE TRAILING ARMS FEATURE A @# CROSS SECTIONAL PROl LE WHICH PROVIDES A MORE EFl CIENT ENGINEERING STRUCTURE AND FURTHER l REDUCES SUSPENSION WEIGHT l l 0ERMITS REALIGNMENT DURING SERVICE WHICH IN TURNS IMPROVES HANDLING AND TYRE WEAR l l 2OAD FRIENDLY REDUCES ROAD DAMAGE l #ONTROLS THE EFFECT OF WHEEL END SHIMMING VIBRATION 0REVENTS OVER EXTENSION OF AIR SPRING l
0REDICTABLE PROGRESSIVE ROLL STIFFNESS ADDING TO SAFETY 2EDUCED INDUCED STEER
TD32225
The V Orlandi brand has been sold in NZ by TATES for 20+ years and 4HE DIRECT TRAILING ARM JOINT TO THE AXLE ELIMINATES @5 BOLTS EFFECTIVELY REMOVING MAINTENANCE AND WEIGHT -AINTENANCE are standard fitment with many major NZ fleets 2EDUCED TRAILER OFF ROAD TIME If you would like to view a E551 coupling please contact the NZ Distributor.
299 7777 $ISTRIBUTED IN .: BY 4 ! 4 % 3 .: ,TD
Clockwise from top left: Enjoying a taste of partially autonomous driving at Freightliner’s test track....a perfect day in the Spanish mountains.... Hamilton operator Robbie Allen’s story of redemption is extraordinary....the upper Rakaia mail run is arguably THE most spectacular trip I get to enjoy..... a meetup with new Volvo Trucks’ global boss Martin Lundstedt....just getting to and from the Daimler Trucks factory in India is one helluva trip!......the nationwide truckies’ protest in 2008 was a standout moment of industry unity....the Tanami Desert is just a “local” run for G&S Transport
trick is not to stop. I think if you stopped here you’d be in shit creek.” We don’t stop. WE’RE OUT in the Tanami Desert, 400kms northwest of Alice Springs, and the two G&S Transport Kenworth 650 triple roadtrains I’m travelling with still have hundreds of Ks of corrugated dirt road to go before they get to their mine destinations, unload, reload, and head for home. By the time they get back to Alice, one will have clocked up around 1100k, the other about 1600….in an environment that’s no place for the faint-hearted. The roads, as G&S co-owner Frank Bilato says, can be “f***ing shocking. Rough? Hundreds of kilometres of rough! Some nights you pull up and you think ‘there can’t be a truck left!’ “Your vision’s going and your teeth are chattering and you walk away from it in the dark and look back at it and think ‘poor thing – it’s just been hammered.’ ” But this is a place where Frank and his brothers, Robert and Johnny, shine: Their Alice-based, 30-truck, 200-trailer operation specialises in remote area transport.
68 | Truck & Driver
In fact, this Tanami run is strictly “local,” Frank reckons: “Like, a lot of people get nervous about going out in the country. But we don’t even think it’s remote around here.” THE BODY-building plant at Chinese bus manufacturer Higer’s factory appears to be ventilated only by open doors and windows – and the smoke and smell hangs thick in the air as hundreds of workers wield welders and gas axes to create bus bodies. Saying it’s labour-intensive just doesn’t cut it: For instance, as the framework of one coach body sits in a jig, no less than 12 welders are working shoulder to shoulder, piecing it together. This is a sight, on an eye-opening 2010 visit to Higer and truckmaker JAC, that’s a perfect fit for one of my preconceived ideas: That China simply uses its teeming millions as an unbeatably-cheap source of manual labour to make stuff way cheaper than anyone else in the world. But…my theory is blown away as soon as we move on to Higer’s engine plant – and find a high-tech, airconditioned, spotlesslyclean and highly-automated production line that looks the equal of anything you’d find in Europe or the US.
It’s a similar story at JAC: It too has a labour-intensive truck factory…..but a highly-automated and robotised car manufacturing plant. Conclusion: China is an enigma – inexplicable…mysterious. VISITING DAIMLER Trucks’ factory outside the Indian city of Chennai is one helluva trip. Commuting to and from the plant in the city’s rush-hour is like viewing a slowly-passing kaleidoscope of scenes that are chaotic, crazy, frightening, funny, bewildering, disturbing. The little group of Kiwis that I’m part of is here (in 2017) to gain some insight into the range of Indian-built FUSOs to be launched in NZ. In the process we get some Chennai culture shock – experienced vicariously, from inside a comfy coach, with cool air and cold drinks to insulate us from the 35-degree heat, the dangers of the disorderly traffic, the discomfort of being amidst untold tens of thousands of people….the dismay of making your way through an environment polluted with plastic and other rubbish. The roads are jammed – with cars, motorbikes, pushbikes, trucks, buses, vans, people…even cows. And the roads are, to put it plainly, f****d. It’s a surreal peek into how life is in a city of seven million…. in a Third-World country of 1.34 billion people. It provokes the question: “WTF! How the hell does this place work?” And then we arrive at Daimler India Commercial Vehicles. It’s like an oasis of calm – a rubbish-free zone that’s all manicured lawns and trees, open spaces, environmental thoughtfulness (with huge arrays of solar panels) and beautifully-maintained buildings… Inside there are vast manufacturing halls – clinically clean and state of the art, with a heavy emphasis on automation….robots everywhere. The whole place looks as though it’s somehow been teleported here, in its entirety, direct from Germany! IT’S A stinking hot King Country day in 2009 – and the annual Ongarue Ewe Fair provides the perfect backdrop to an interview with Ongarue Transport owners Darryl (DG) Gulbransen and Bryan
(Woody) Wood. In the lull between the rush of getting most of the 13,500 sheep picked up and delivered here for today’s sale…and the next rush, when their buyers will want them carted off to their new homes, DG, Woody and 12 or more of their drivers (plus a bunch from other companies) are parked up at the food and drink kiosk, socialising. Here Ongarue Transport’s story gets told to lots of laughs, but also respectful attention from the assembled truckies: The colourful Woody (RIP) holds court with stories, including his years as an owner/driver: “It was f***in’ good when I was busy – wasn’t so good in the wintertime when I was seriously in going-under mode, you know!” He laughs uproariously. When they had the chance to buy the business, DG wasn’t exactly keen, but Woody insisted: “No, no, no – no: The two of us – we’re bloody made for it. Your strengths. My strengths… everything’s right.” He was, says Darryl, “pretty well right.” ON JULY 4, 2008, I attend a much, much bigger truckies’ gettogether. Yep, it’s the day when the industry nationwide protests the Government hitting it – without warning – with another RUC increase. This on top of spiralling diesel prices, higher interest rates and more. So the industry, as one, decides to let the Government know just how angry it is. And discovers, happily, that there is widespread public support for truckies. The unprecedented show of unity results in an estimated 4500 or more trucks joining the protest. A view of the Auckland protest from a chopper hovering over Spaghetti Junction during the morning rush-hour reveals unprecedented scenes. There are lines of trucks – two and sometimes three wide – stretching as far as we can see down the Southern Motorway. The Northwestern Motorway is completely empty….except for the city end of it, where a traffic-jam of citybound trucks stretches back a few hundred metres. On the Northern Motorway a single lane of trucks is backed up in a line that extends up and over the Harbour Bridge. Truck & Driver | 69
Above, left to right: Logtruck icon Mike Lambert wryly reckons that “the desk reflects the bloke..” .......Keith Kui was still driving fulltime at 83 – 15 years after he “retired”.....Ongarue Transport owners DG (left) and Woody tell their story in the perfect setting....a truck negotiates The Gut, on Mangonui Haulage’s legendary beach run
And, in downtown Auckland’s canyon-like streets, I count 100 trucks inching along in Queen Street alone….and 100s more already doing circuits of the CBD. I’VE ALWAYS loved talking to people – trying to find out what makes them tick. And then hoping to catch at least something of that in my stories. I believe that everybody has got a good story to tell…. And so I treasure the nuggets that people pass on – sharing their trucking truths, loves and experiences. Like driver Aule Roko, who I meet in 2011 in Fiji – driving a 700 Series Hino for pioneering startup ZAR Logistics. He says he loves the truck – and provides some context: His previous drive was an old Nissan….which had a wooden fruit case for a driver’s seat! And the roof leaked so badly “you had to wear the raincoat inside!” The first time he drove the Hino, he reckons with a giggle, “I thought I was driving the aeroplane!” EVEN AT the age of 81, when we talk in 2003, Carterton Transport operator Podge Pinfold (RIP), vividly remembers the trucking excitement of his little-boy life – when he’d accompany his Dad, in his solid-tyre, four-cylinder Leyland, on trips across the Maungaraki Ranges, out to the Wairarapa coast. It could take 14 hours there and back, at maybe 8 miles an hour! Says Podge: “Going out over some of the hills, when she started to get hot, I’d run behind, carrying a big block of wood to put behind the back wheel.” Father and son would wait till the engine cooled down, then “he’d take off again.” LOG TRANSPORT icon Mike Lambert peers over his glasses and observes a little wryly, during an interview in 2001: ‘They say that the desk reflects the bloke – and in my case that’s probably accurate. You know – just too much happening at once.’ ” Damn right Mike! He’s sitting in an office cluttered with some of the workings of an $84million operation and memorabilia of 40 years in the business of carting and handling logs. At the time he and wife Judy have 34 companies, 380 employees, over 100 trucks, 120 trailers, 86 log stackers and loaders, 78 forklifts and eight bulldozers… ONE STANDOUT day in 1999, I’m privileged to have Bill Richardson (RIP) provide a personalised guided tour of his world-class truck museum – Bill revealing that as a little boy he’d treasured a lapel badge that his grandfather got when he bought a 1939 Diamond T 201 truck for his building business. The truck, with its low roof and long bullet-nose bonnet, caught his imagination – even though, he confesses: “I can’t remember 70 | Truck & Driver
ever seeing it – he sold it when I was three. But my Mum said I used to ride in it and we had photos of it – and we had all the brochures that he had. You know, it was just something about Diamond Ts.” That very truck is a now part of his 150-truck collection, and he confirms: “Oh yeah – it has a special place for me. It probably had a lot to do with my father’s and then my preference for American trucks. It’s what fires you up – what gets you lit up: Maybe if it wasn’t for this truck I wouldn’t have a fleet of Louisvilles and Macks,” he laughs. THE DAY before that museum tour is just as fascinating – interviewing Bill for a profile of the HW Richardson Group. As I write: “Bill Richardson looks unremarkable, works out of a tidy but unspectacular admin centre next door to his lovely but unpretentious home…and drives an only-slightly-out-of-theordinary Ford V8 pickup truck. “But, make no mistake, this is an extraordinary man – an intriguing mix of someone driven to do the right thing by a son tragically lost in a car crash, a man with a dry, cutting wit that slices through the bullshit, an honest-to-goodness hard worker pulled-up by the bootstraps in a hand-to-mouth building and transport operation….and a business brain with a love of engaging in the odd corporate skirmish or two.” Bill tells me that in 1995 – the week before son Harold was killed in a car crash – he had “walked in here….with a grin on his face and said: ‘We’ve made it….we’ve turned over 100 million.’ ” Four years on, that figure has grown to $160million. But, proud as Bill is of the business’ growth, he reckons there’s another yardstick: “Obviously it’s got to be profitable to be of any use to anyone. But I measure it in its standing in the community and its standing in the eyes of the people who work for us. “If you’re not a decent employer then I wouldn’t want to be here. Being a GOOD company. I mean, yeah – what else is there?” IT’S ALWAYS nice talking to people who run the show – I guess because they don’t have to get permission from anyone else to say something: Bosses are often wonderfully, refreshingly open and frank. The personable Martin Daum, Daimler Truck’s global boss, is the perfect example. At the Australasian launch of the Freightliner Cascadia, he says, straightup, that the Cascadia should have been launched Down Under over a decade ago. That it wasn’t, he says, was “one big…let’s say failure….an engineering mistake.” So why has it taken so long to rectify? “It comes down to having
the guts to make the investment,” he says flatly. See what I mean! MY 2012 interview with Peter Fox, the executive chairman of Australasian transport and logistics giant Linfox, delivers surprising insights into just how much of a family business it still is…. even as it generates $AUS2.5billion in turnover. Remarkably, the company started in 1956 by Lindsay Fox is not only still 100% family-owned…it also still proudly sticks to his down-to-earth values and homespun philosophy. Peter Fox says: “The lessons I’ve learnt have predominantly come from my mother and father.” Such as: “Always try and keep your feet on the ground and don’t forget our humble beginnings.” I’m amazed when he also reveals an old-school approach to doing business: “I’m computer-illiterate – and I think that’s an advantage for me. I’d much prefer to press the flesh and look someone in the eyes… “Business is still done between people. And there’s a gut-feel element you still need to have. I think you’ve got to walk through the bowels of a business and get a smell of what’s going on.” WHEN I interview former Raetihi transport operator Keith Kui it’s 15 years since he sold his half-share in Kui Griffin to Dave Griffin’s sons…and retired, at the age of 68. But here he is, in 2017, still driving a bulk groundspreader – an amazing 70 years since he first drove a 1936 Chev, with a wooden cab and tray, into the Auckland produce markets… Yep, at the age of 13! After just three months of retirement he was over it: “Nah, if you’re a workaholic all your bloody life, you can’t just bloody pack up and take it easy – just like that. I caught up with all the things around home that I hadn’t done in 30 years….then I got bored to tears” So Dave Griffin offered him a part-time job: “Yeah, I’m only doing 50-hour weeks now!” He laughs uproariously at that. WHEN I get the chance to ask questions of the Volvo Group’s brand-new global boss Martin Lundstedt in 2016, I’m intrigued as to why he’s taken the job….after more than two decades with Scania, ending up as its No. 1. Why swap sides – ‘specially given Scania owner VW’s ambition to become the world’s leading truckmaker? In part, he says, it was a heartfelt desire to head a company that is a Swedish icon: “Interestingly enough, there is not one person in Sweden that does not have an opinion on the Volvo Group. You can get everything, from your grandmother’s opinion, to different professional opinions about it. I just love the feeling with Volvo – as a truck lover and as a Swede.” Simple as that. THE STORY of Hamilton transport operator Robbie Allen’s life is, unquestionably, the most extraordinary story of my time editing NZ Truck & Driver. On appearances alone, he’s unique – the only trucking company
boss I’ve met who (aged 63 when I interview him in 2018) looks more like a gangster rapper than the owner of a Kiwi business running 12 trucks. There’s the long hair in ringlets, the widespread tatts and a taste in jewellery that runs to a diamond-encrusted Rolex, skull ring, heavy gold chain and greenstone. And then there’s the wild custom cars (the star turn a 2012 Rolls-Royce Ghost V12 twinturbo). But all of this is just scratching the surface of his life. His unswervingly frank account of his first 30 years is…well, it’s harrowing. A story of horrific abuse and violence visited on him as a child and a teen…. And of him, in turn, growing into a vicious, brutal young man addicted to alcohol and living mostly on the proceeds of a life of crime. But then, at the age of 30….a transformation: Broke, an alcoholic in rehab, recently divorced and alone, with a 52-conviction record of crime and violence…. He somehow (almost unbelievably) convinced the boss of a major parcel freight company to give him a break – a job as a lowly-paid night worker, sorting freight. He then parlayed that into a role as a contractor – running his own van. Then a couple of vans, then…then a truck…and eventually a fleet of ‘em. It is quite simply, a story of redemption. I WILL, of course, miss all of this – the people with great stories to tell, the buzz of exploring some new super-high-tech truck, the trips to cool parts of the country…and the world. I’ll miss meeting up at truck shows and new truck launches with my old trucking journo mates, like Aussies Bruce Honeywill, Brooksy, Whiting, Thommo, Pete and Timmy – and friendly rivals Dave McCoid at NZ Trucking and Simon Vincent (ex Truck Journal ). And working with good mate/great photographer Gerald Shacklock, friend/associate editor Brian Cowan, other key contributors like Terry Marshall and Dave McLeod, and the Woolston publishing dynasty – Trevor, Sue, Hayden, Olivia and Trudy. Thanks to them and all of the other good people who’ve made the job of covering this essential, versatile and varied industry a pleasure. Plus, of course, NZ Truck & Driver’s loyal readers: Thanks truckloads. All that’s left to say is good luck to incoming editor Colin Smith – a really nice bloke and a talented writer (with a great background in motoring and motorsport). At 74, it’s time to do some other stuff. A house to do up, a wilderness garden to finally help my wife Christine to tame, places to be and to see, at least one mountain to climb, a 50-year-old motorbike to (hopefully) get running again, and an even older guitar to reacquaint myself with. Yeah, and my own tale to tell. But that, as they say, is another story… T&D Truck & Driver | 71
Mark McCarthy, Whanganui McCarthy Transport Ltd
www.transporting.nz
TD32242
Ia Ara Aotearoa – Transporting New Zealand 04 472 3877 Fiona McDonagh - fiona@transporting.nz Membership Manager 027 471 4350
EG23936
“I’ve just joined Transporting New Zealand for the benefit of our business and the wider road transport industry. I invite you to do the same.”
FEATURE
After a near-tragedy to close 2020, expat Kiwi truckie Ben Overton has had the thrill of his customised Jade Transport 389 Peterbilt making the world’s most prestigious truck calendar
Calendar caps Kiwi’s comeback Story Wayne Munro
Photos www.wowtrucks.com
AVING YOUR TRUCK MAKE IT ONTO WHAT IS ARGUABLY the world’s most prestigious truck calendar is one thing: Enough to make any truckie hugely proud. Achieving that as a Kiwi, driving in North America? Wow! Now that is seriously next-level. But actually, having his 389 Peterbilt Pride & Class special edition feature in the 2022 Shell Rotella SuperRigs Calendar isn’t even the half of Ben Overton’s story over the past year and a bit. Making the calendar caps off a fantastic comeback from neartragedy at the end of 2020 for the 34-year-old, who’s been living in Winnipeg, Canada for the past six years – driving all over North America. He and fellow-Kiwi, close friend and workmate Andrew Worth were tobogganing near home on December 27, when their toboggan slammed into a concrete culvert buried in the snow. Ben sums up the aftermath: “I nearly paralysed myself…. breaking my back in four places – bursting two vertebrae and cracking two others.”
Worth – who, like Ben, drives for Winnipeg’s Jade Transport – was also seriously injured. Ben underwent an eight-hour operation to repair his back, a badly-injured knee and shoulder, and nerve damage….with no guarantees he’d be able to walk again. “Nah….it was pretty sore,” he says with serious understatement, adding: “It was a pretty dark time.” Even when he went home “it was pretty tough….difficult: I needed people to help me get up and everything.” There was, he says, one saving grace: For a long-haul truckie who’s normally away from home for up to 260 days a year, he got to spend some quality time with fiancée Megan (also a Kiwi) and their two girls, four-year-old Evie and Emersyn (now just one). And slowly, painfully – after five months of recuperation, then rehabilitation (he and good mate Andrew “motivated each other to go to the gym every day”) – he returned to work…. To find that his boss had not only kept for him the brand-new 389 Peterbilt he’d been meant to get in January….but had also Truck & Driver | 73
taken the factory customisation that went with its Pride & Class designation to another level. Customising trucks is part of the fabric of Jade Transport, which runs over 115 trailers – including 60 stainless steel tankers – and more than 65 tractor units…all of which have, at the very least, custom paint jobs. The company also owns Shift Products, a custom truck accessories business, and Jade trucks have won awards at truck shows all over North America. Ben’s Peterbilt, the April truck in the SuperRigs calendar, is one of about 10 company trucks that are highly-customised…..to a showstopping degree. Without telling Ben that he was keeping the new Peterbilt off the road till he could get back to work, Jade boss Larry Dyck gave the injured Kiwi something to think about during his recovery – involving him in the process of planning its extra custom work: “Larry kept me updated with the build – asking questions on what I thought of this and that. “Being able to have input on the truck was great. Looking back now it is pretty cool he included me in this process – especially as we didn’t know if I’d even be able to return to work! And he could have easily assigned it to someone else!” It makes the pale yellow and black Pete, with its green stripes, “pretty special” for the Kiwi who dreamt for years of one day driving cool trucks in the States. The changes to the Pete started with an imposing Starlight bumper, custom-pinstriped guards, seven-inch chrome exhaust stacks with Shift shields, plus a custom-made visor. Then it was given an historic paint scheme from the 359 Peterbilt era – with a roof light cluster and aftermarket headlights to match… And breather lights, mirror lights and underframe backet lights, and black vinyl wrap on stainless panels under the bunk and doors – leaving only a one-inch stainless strip….matching the visor. Many 74 | Truck & Driver
of the accessories were supplied by Shift Products. The mods were on top of the Peterbilt Pride & Class extras that include a different grille and stainless strip down the middle of the bonnet, stainless louvres on the sides of the bonnet and interior embellishments including heated seats: “Great for North American winters and my back injury,” says Ben appreciatively. The 11-year-old 46ft Brenner two-axle semi tanker put behind it for SuperRigs also runs Shift Products tub guards to match the truck. Little wonder Ben was busting to return to driving, even when his back was still hurting: “That’s kind of why I went back to work – ‘cos I didn’t want anyone else driving it! He’d held it off long enough I think.” So is Ben one of Larry’s favourite employees? “Haha – I don’t know about that!” But, he adds: “I think the accident brought us to more of a friendship than an employee/boss relationship. When I was in hospital he texted me every day – making sure I was alright. Even when I got home.” The boss and Ben’s workmates also helped out with meals for the young family. Ben adds: “I’m not too sure why I was picked to drive this one. I guess Larry knows I take pride in my trucks. I like to put on a lot of miles and I keep them well-maintained and polished up. I treat them as if they were my own.” Back at work, Ben found it difficult to crank landing legs, swap trailers – “so they gave me my own trailer. That was one less thing that I had to do – swapping trailers and that all the time. “I was also given time between loads…to get out and stretch and walk around.” Better still, says Ben: “I really love this truck! From all the custom parts, to the big 72-inch sleeper – which has tons of room. Basically I live in there – it’s got everything I need: Bunks, microwave, tv, fridge…” And then there’s “just the fact it’s a long-hood Peterbilt, which
Clockwise, from above: Ben’s calendar 389 Pete came from the factory as a special edition – and then was given an extensive list of custom mods....the prized Peterbilt is parked-up for the winter to protect it, with Ben jumping into this Kenworth W9B – his so-called “winter beater”..... the Kiwi has had four brand-new trucks at Jade Transport, including this 2018 389 Peterbilt..... another 2021 highlight was being invited to an exclusive truck show at the Peterbilt factory.... it’s been a helluva comeback year for Ben, after a serious injury last Christmas..... driving all over North America at the wheel of the award-winning truck sees the Dunedin-born Kiwi living the dream
has been a dream of mine to drive for many years. “This is the best truck I’ve had….absolutely. It’s all air-ride – front-end, cab, back’s all air-ride: It’s like driving a Cadillac. Plus the nice heated seats, leather interior, big bunk. Pretty nice truck.” The 2021 Pete has a 525-horsepower Cummins X15 engine and – in true traditionalist style – an 18-speed Roadranger manual gearbox. Calendar truck that it is, the 389 “does work fulltime” – although, Ben adds, “we try to fit in as many shows as possible with a busy schedule.” It does get babied a little: Along with the other highlycustomised trucks on the fleet, it has been parked-up for the winter – Ben and the other drivers instead climbing into so-called “winter-beaters.” Ben, for instance, is now driving a 2019 Kenworth W9B until the northern spring: “The yellow one’s put in the shed – just because of how brutal the winter is here. And the salt and everything just destroys it. Especially with my fenders – how they sit so low. They’d just take an absolute blasting.” It is, he adds: “Because we did so well with it over the summer.” At the 39th Shell Rotella SuperRigs Truck Show in Illinois in July, Ben’s Peterbilt took second place in the tractor/trailer division. He was still enjoying that standout achievement – it is America’s most famous truck beauty contest, and “the trucks that I beat were next-level,” he says incredulously – when he got told his truck was one of 11 that would be on the 2022 SuperRigs calendar. “I was pretty excited. It’s pretty cool…a pretty proud moment. I’m the first person from NZ to ever make the calendar.” Jade trucks have featured in the calendar four times over the years – “but we hadn’t made it in 11 or 12 years though.” Says Ben: “That’s one of the biggest achievements I’ve had in trucking, for sure.” He also got to take the 389 to an exclusive, invitation-only truck show at the Peterbilt factory.
Ben says: “My passion for trucks began when I was a young child. As a kid I would go for the odd ride with my cousin Aaron Callender.” At 18 he started driving a furniture truck for Dunedin’s John Milnes Transport – graduating to linehaul work on general freight. Then there were spells with Brenics Transport, Central Southland Freight, Southern Logging, Dynes Transport and STL Linehaul. But the dream was to drive in North America and in 2013 he made contact with Jade Trucking – and was immediately offered a job. The company would, it said, also organise the necessary immigration approval and pay his airfares… “But it took two years! I just about gave up. Every week I called them.” Finally, in late 2015, the visas were approved for Ben and Megan. Three months later he was driving his first brand-new truck – the only Western Star in a fleet of Peterbilts and Kenworths: “Since then I’ve had three new trucks, including this one.” “I’m usually on the road for around two-three weeks at a time. In a typical year he clocks up around 240,000 kilometres, running at 36.2 tonnes all-up. “I have been to 47 different (US) states, and 12 out of the 14 provinces in Canada. I’ve also done a season on the Ice Roads” – carting diesel 400kms, in an 18-hour loaded haul across frozen lakes, to a diamond mine just 200kms south of the Arctic Circle. Ben Overton says he’s not “fully recovered. No, not really – no. I don’t know if I ever will be. Like, it hurts…every day. First thing I feel…last thing I feel at night. I still need to take painkillers twice a day.” But, after the nightmare start to 2021, getting a new truck – and having it feature in the SuperRigs calendar, is way beyond his expectations: “Yeah nah – from January last year….I definitely wouldn’t have thought I’d be doing so well. And just…getting back to normality.” That is, in his terms, living the dream. T&D Truck & Driver | 75
FEATURE
Daimler’s divvy-up
Story Colin Smith
VEN WITH AN AMICABLE SEPARATION, THERE IS ALWAYS the tricky issue of who gets the family heirlooms. And so it’s been with December’s division of global automotive giant Daimler into two independent companies…one taking over all of the truck and bus business, the other focusing on cars and vans. Historic Mercedes-Benz commercial vehicles – plus the make’s truck and bus archives – have been moved from Stuttgart to the Mercedes-Benz truck plant in Worth, in southern Germany, where Daimler Truck AG will be headquartered. As part of the moving out process, a convoy of transporters – plus a couple of historic trucks under their own power – made the first trip. The trucks included a Mercedes-Benz LP 333 from 1960 (known as a “millipede” due to its two steerable front axles) and a Merc LP 608 that is the first truck produced after the
76 | Truck & Driver
opening of the Wörth plant in 1965. Along with Mercedes-Benz Trucks’ archival material, the initial transfer also involved the transport of prized pieces of the make’s commercial vehicle history, including a Mercedes-Benz O 321 H panorama bus (1962), a 1937 Merc L 1500 with a wood gas generator, the second Unimog built (in 1946) and a 1926 Mercedes-Benz OE diesel tractor. Two Actros tractor units and a Unimog U530 from the current Merc product range did the honours in the transporting duties, accompanied by a rally-spec Unimog U400….which was used as a service vehicle during the 2006 Paris-Dakar Rally. Daimler Truck intends to mainly house its collection of historical exhibits near its truck and bus locations. The collection encompasses around 130 vehicles, of which about 30 were previously located in the Stuttgart area… Plus powertrains, parts and accessories from the company’s
Clockwise from top, this page: The so-called Mercedes-Benz Millipede, now 61 years old, leads the convoy south through Germany...a transporter carries history in the form of one of the first Unimogs, a 1926 diesel Merc tractor and a wood-gas powered L 1500.....LP 608 is the first truck built at the M-B Worth plant....Actros shifts a ‘62 model bus....the LP 333 heads the convoy....the shift was no doubt the first of many, given that Daimler Truck’s collection runs to about 130 vehicles 125-year truck history. The Daimler Truck archives had been housed in more than 160 square metres of storage space. The documents filled more than 2000 metres of shelving, on several levels. And the archival material includes 2600 rolls of film and 600 magnetic tapes that contain over 1000 hours of historical moving images. Sven Gräble, head of operations for Mercedes-Benz Trucks – the man responsible for the make’s global production network – welcomed the convoy when it arrived at Wörth, saying: “Even though Daimler Truck will go its own way in the future, we and the car and van colleagues will continue to share a history full of pioneering spirit, a wealth of ideas and the courage to strike out in new directions. “I am delighted that we have found a new home for our historical commercial vehicles at our truck and bus plants. These wheeled witnesses to times past represent Daimler Truck’s 125-year history. In the future, they will be located right next to the manufacturing facilities for our future products.” Until now, the classic vehicles and the archives of Daimler AG have been centrally managed in Stuttgart. After the corporate split, the Group analogue archive for overarching, company-
wide topics prior to the separation will remain in Stuttgart – along with the archive for cars and vans. The Mercedes-Benz Museum in Stuttgart-Untertürkheim will continue to be the main publicly accessible location for the shared company history, including trucks and buses. The truck and bus exhibits have until now been spread between the Mercedes-Benz Museum, the truck plant in Wörth and two warehouses near Wörth and Stuttgart. Trucks and buses are also located at various other company facilities and as exhibition loans in a number of international museums. The collection include historic exhibits, a digital archive and future-oriented concept vehicles. The oldest vehicles in the collection are an original Daimler Motor-Lastwagen from 1898… and a replica of an 1896 model. Employees from the newly-created separate companies will continue to be able to use the digital archive, as will historians, media representatives and other interested individuals. The digital collections concerning Daimler history that are of an overarching nature or that cannot be specifically attributed to one or the other company will be accessible through both of the companies. T&D Truck & Driver | 77
We have build slots available March 2022
Hardox 450 Premium Heavy Duty Tipper Bin 5m + HINO Euro 6
Eltham, Taranaki | 027 559 0466 | www.hotterengineering.co.nz
TD32236
In production now 5axle tipping curtainsider truck and trailer
FEATURE
Hillary Moffat with some of her workmates - (from left): Prince Chohan, Karl Aitken and Jimmy Braithwaite
Tanker driver diversity ILLARY MOFFAT WAS INSPIRED BY HER LATE FATHER TO become a milktanker driver and says she “absolutely loves” her work as a Fonterra tanker operator, based in Reporoa – in the central North Island. “My heart and passion are behind the wheel of a truck and I know Fonterra are a great company to work for,” she says. “Having that passion and also the dedication to carry on the legacy of my father is what makes me love coming to work.” Hillary did decide to try something else about 10 years ago – and duly became a qualified diesel technician. But, says Fonterra, “she couldn’t stay away….now she’s back driving with us as a L5b tanker operator.” The attractions, says Hillary, include working “with a great team of people” – plus she “always enjoys having the opportunity to have a chat with the farmers while collecting their milk.” She says her Fonterra fellow-workers and bosses have always been 100% supportive of her: “I can’t say I’ve ever felt out of place. I’ve always felt welcome. “I’ve been ‘one of the boys’ since I can remember. The guys I have worked with and work with now have all been great.” Fonterra, she adds, has “the Kiwi attitude when it comes to its people and their families: They make you feel welcome and part of an extended family.” Her advice to other women interested in pursuing a job as a milktanker driver is simply to “go for it! There is nothing stopping you. The training is amazing and you’re not alone – there’s always someone to help if you get stuck. It’s awesome.”
Fonterra says diversity is very important to its operation – and Hillary is one of 66 female tanker operators in NZ, with another two in Australia. Plus it has 32 women employees in its national transport and logistics operation. “But we know we can always do better,” says the dairy cooperative – adding that it is “always on the lookout for more women to get behind the wheel of our tankers.” “We recognise the benefits of having a diverse workforce. It’s what our people deserve – diverse thinking, diverse ways of working, more opportunities for creativity and an environment that is inclusive of everyone,” says Kate Shirley, HR business partner COO. “Diversity for national transport means we’re well rounded, have higher prospects for innovation and a greater diversity of skills,” she adds. Debbie Harding has been a trendsetter during her 25 years as a tanker operator – starting out driving at the Whareroa site, in south Taranaki, in 1996….before Kiwi Co-operative Dairy was amalgamated into Fonterra. Says Debbie: “I drove tankers until 2018 and then became a lead driver. With this job I ran the shift. “Then, in 2020, I became a team manager (for Pahiatua and Longburn) and now I look after 55 guys and one female. “As far as I know I was the first female tanker driver to become permanent, the first woman permanent lead driver and now the first permanent (woman) team manager….NZ wide.” Debbie has been around trucks as long as she can remember: “My father was a truck driver and, as a kid, I used to go out with him as Truck & Driver | 79
Above: Paula Crawshaw insists that women don’t have to be “tough” or “thick-skinned” to be a tanker driver – “because you don’t” Right, both pictures: In her 25 years as a tanker driver, Debbie Harding has been a trendsetter
much as I could.” She has spent most of her working life in the dairy industry – initially working at Mainland and Pastoral Foods in Eltham. “Next, I started farming. I remember saying to a tanker driver when he came to pick my milk up: ‘I’m going to be a tanker driver one day.’ He looked me up and down as if to say: ‘Yeah right!’ ” She is justifiably “very proud of myself – at what I have achieved. I would like to thank all the guys I have worked with, who accepted me as a female working in a male-dominated world. I have enjoyed every minute….and still do. I know my boss is very proud of me, he encourages me all the time.” Another of the 66 women tanker operators is Paula Crawshaw, based at Clandeboye, South Canterbury. She’s only been with Fonterra a few months – but has had a connection to the job for years, as she explains: “My husband has been a tanker driver with Fonterra for 17 years, so I always had an interest in tanker driving. “I got my Class 4 licence in 2016 and started a job in 2020 driving a tanker (truck-only) for a cheese company. A step up to Fonterra was my next goal.” Since joining the co-operative, she says, “my favourite part so far has been the learning. There’s so much to learn – and I’ve enjoyed that. 80 | Truck & Driver
“I also enjoy being out in the country, seeing parts of Canterbury I’ve never seen before and never would have.” Being in a male-dominated environment is nothing new to Paula: “I spent seven years as a volunteer firefighter – and I ride motorbikes. “I’m really happy to see Fonterra making a real effort to employ more female drivers: Every workplace benefits from gender diversity.” Being a tanker operator is, she says, “a great career – with great training, modern equipment and job security. “I don’t want any woman thinking you have to be ‘thick-skinned’ or ‘tough’ to be a tanker driver, because you don’t: You just have to have the right attitude and desire to do the job well.” T&D
OLD IRON
What connects an REO truck, racehorse Phar Lap and Opotiki? Well, when I was a young boy in the early 1940s I ‘acquired’ a beautiful enamel REO radiator badge off one of Rip Reece’s old trucks. In the 1970s I was a foundation member of the Australian REO Truck Club and I was friends with the club president Michael Kerrigan. After one visit to the club in Australia, I received a letter from him with a drawing of a REO radiator badge. He had purchased an old REO horse float….but it was minus the badge. On the next trip over I gave my REO badge to him. In the 1980s Michael was contacted by a film company asking if his horse float was available for a movie. A deal was struck, and they tidied the float up and painted it. Michael went to a practice run the day before the actual filming of that section of The Phar Lap Story.
REO a Kiwi hit Story & Photos: Gavin Abbot
HE REO MARQUE HAS MANY CONNECTIONS with the New Zealand transport industry. Best known for its REO Speedwagon truck from 1915 (and not to be confused with the Illinois rock band popular in the `70s and `80s), REO Motors’ history is connected to brands including Oldsmobile, Mack, White and Diamond T. The REO name continued into the 1970s on Diamond REO trucks but the heyday for brand was before World War 2 – a time when REO trucks and buses were regularly seen on NZ roads. REO Trucks were very popular in NZ in the 1930s and 1940s. They had a good range of models, and many were converted to six-wheelers with a trailing axle fitted. They also had branches in the main centres and were supported by country agents. Company founder Ransom Eli Olds was born in Geneva, Ohio in 1864. His family then moved to Lansing, Michigan, where his father started a machine shop. Ransom developed a steam engine, later switching to
Above: A pair of heavily laden REOs working alongside a Ford V8 for Onga Onga Transport. Below: 1929 REO Speedwagon horse float, as used in the Phar Lap film. Owned by Michael Kerrigan.
Truck & Driver | 81
join us today ! We are here to be advocates for you in all matters transport, we provide representation for you and business support. We have got your back while you focus on the running of your business.
YOU have been invited to join the National Road Carriers Association! National Road Carriers Assn is a powerful industry voice at a both local and National level. Our strong alliance with Government and Agencies is pivotal in ensuring we are heard. At a time of under investment in roading, it is more important for our industry’s voice to be heard. Your support here matters – and we appreciate it. To read more, visit www.natroad.co.nz
As a member, the main benefits you can expect from partnering yourself with National Road Carriers Association are:
• •
•
•
Expert business support & advice Savings through our Commercial Partnership Schemes, including fuel, insurance, tyres and more. Regular updates on matters that affect your business and the industry through our magazine, emails, and online updates. Connections
TD32188
If you have any questions regarding the benefits of joining or the application process, please don’t hesitate to call us 0800 686 777
Join us today!
natroad.co.nz
Above: In the late 1930s A.B. Donald Ltd operated REO Motors Ltd from the corner of Federal and Moore Streets in Auckland.
TD32188
Right: Flour being loaded up on a REO at Northern Roller Mills in Auckland
a petrol engine. In 1897 the Olds Motor Vehicle Company was formed by Ransom’s father, who combined it with his Olds Gasoline Motor Company to create the Olds Motor Works. This company created the famous curved dash Oldsmobile car. Ransom interested backers to provide financial support to produce this vehicle. After a factory fire, Ransom had a disagreement with his backers,
who preferred larger, more prestigious vehicles instead of his small, inexpensive ones. This dispute over the product philosophy led Ransom to leave the company in 1904. Not long after his departure he secured new partners and financial backers who helped establish a new vehicle company in Lansing. Forbidden by Oldsmobile – by prior agreement – from putting his name on another vehicle, the clever Olds used his initials to name the new company REO, in 1904. Truck & Driver | 83
Not long after leaving Oldsmobile, Ransom Eli Olds was building cars like this 1906 Roadster under the REO brand name.
By 1905 REO was building cars not unlike the ones Oldsmobile had discarded. The new company was called the REO Motor Car Co. The company expanded – making cars and car-derived commercials. In 1910 the REO Motor Truck Co. was organised as a subsidiary, to begin the production of trucks. REO introduced the Speedwagon in 1915, identifying a new class of REO truck. The REO led the way with shaft drive, pneumatic
tyres, electric starters and electric lights. Expansion included the car division, which introduced the REO Flying Cloud and the Wolverine automobile. Also, in the mid-1920s a new six-cylinder bus chassis was introduced with bodies built by a variety of makers. REO was taking advantage of the boom in mass transit buses. By 1929 REO Motor Truck Co. sold more than four times the
With a Bigfoot onboard With a you’ll Bigfoot monster any onboard you’ll surface
monster any surface Make light work of any surface using the OptiTraction footprint with a Bigfoot Central
MIDDLE HILLS CONTRACTS LTD TM
Make light work of any surface using the OptiTraction footprint with a Bigfoot Central
Features of the Bigfoot Central Inflation Tyre System ●
Designed and tested in some of the worlds harshest conditions
●
Easy to use in-cab control unit in safety features prevent operating outside safe emlimits for selected tyre pressure ● Precision manufactured in New Zealand using only ipsu Lore ● Full after sales service and parts network m ● Full manufacturers warranty
TD32232
●
●Lor Built
T. 07 347 7066 / info@bigfoot.co.nz
84 | Truck & Driver
The brain behind the Bigfoot system is the Bigfoot OptiTraction control module. and makes monitoring and adjusting tyre pressures simple. The display also provides visual and audible alarms.
www.bigfoot.co.nz
A REO and two Ford V8s at work for Hutt Valley Transport
TRANS-TEX 220
NEW ZEALAND’s TRUSTED TRUCK and trailer DECKING EUROPEAN BIRCH PLYWOOD - Certified to withstand the most demanding applications 12mm / 9 ply 2440 x 1220 2440 x 1525 2440 x 1850 3050 x 1525 3650 x 1850
15mm / 11 ply 2440 x 1220 2440 x 1850 3050 x 1525
At Roadmaster, we only use Plytech Trans-Tex 220. It’s simply the best product available in the country. It gives us peace of mind, adds great value, and the service and support we get from the guys at Plytech is first-class. Colin Patchell CEO Roadmaster
18mm / 13 ply
21mm / 15 ply
2400 x 1200 2440 x 1220 2440 x 1525 2440 x 1850 2600 x 1900 3050 x 1525 3650 x 2000
2400 x 1200 2440 x 1220 2500 x 1500 4000 x 1500 3650 x 2000
Ph. 0800 900 905 plytech.co.nz/transtex220
Above: REOs and a D International lined up in a fleet shot of Pukekohe’s Stembridge Transport
Below: The “Landliner” was one of the four rear-engined REO buses operated by Edwards Motors
number of Diamond Ts sold and twice the number of Whites and Macks. REO was producing a four-cylinder engine and a new line of six-cylinder and eight-cylinder “Gold Crown” engines. Like most companies, REO survived the slump in sales in the early 1930s, but to remain a viable manufacturer, it made two arrangements with Mack Trucks. In 1934 REO announced that Mack was handling REO products at several of its own branches. This expanded the dealer base for 86 | Truck & Driver
REO products and allowed Mack dealers to offer models outside the existing range of its products. In 1936 REO manufactured the “Mack Jr” line of trucks. This arrangement continued until 1938, when Mack offered new models it manufactured to replace the Mack Jr line. However, by the late 1930s REO was in severe financial strife. To solve its financial problems REO sought a Reconstruction Finance Corporation (RFC) loan in 1938. Car production was curtailed in 1936.
TRUCKS YOU CAN RELY ON
2022 N Series
EXTERIOR + INTERIOR UPDATES
STEREO CAMERA
AUTO LIGHTS
WRAPPED IN COMFORT SURROUNDED BY SAFETY Isuzu N Series trucks are designed to offer you an exceptional driving experience by combining the comforts of a car with advanced safety features in a durable, cost effective and robust light truck. • • • • •
AEB
Advanced Emergency Braking
LDW
Lane Departure Warning
ISU 21001 VL24 Series A4 - FLEET.indd 1
DWS
Distance Warning System
TMW
Traffic Movement Warning
ESC
Electronic Stability Control
Driver and passenger SRS airbags along with side intrusion bars Lane Departure Warning System† Electronic Vehicle Stability Control† Auto lights and LED Low Beam Head Lamps* Traction Control / Anti Slip Regulator (ASR) standard, except in 4x4 models • Hill Start Aid standard on all manual transmission models
www.isuzu.co.nz * Not available on NLR models † Only available on NMR, NPR and NQR models ^ NMR, NPR, NQR models only
22/09/21 3:11 PM
Above: C.A. Stembridge of Netherton operated one of the “semi-forward” design REO trucks Left: REO Motors Limited advertising for the iconic Speedwagon
In 1940 the approved reorganisation plan that included the RFC loan resulted in the creation of REO Motors Inc., replacing the REO Motor Car Company. A completely new line of trucks was designed and designated the Moreload Speed Wagons, in 1940. American entry into WW2 followed the Japanese attack on Pearl Harbour on December 7, 1941. However, as a result of the start of WW2 in Europe in 1939, REO had already begun receiving military orders in 1940. By April 1942 REO announced to stockholders that the management had placed the company’s facilities at the disposal of the US government for war work. REO produced nearly 29,000 military vehicles from 1940 to 1945. T&D
The Art Deco Era N THE 1930S THE FASHION IN VEHICLES, INCLUDING SOME trucks, was streamlining. Diamond T was the trucking style leader and others followed. This trend followed on to the manufacturing companies who collaborated with their transport companies. Stylish bodies and tankers were built to draw attention to their product. The breweries and fuel suppliers had some impressive units built. In New Zealand, the late Bill Richardson imported and carried out an impressive restoration of a Dodge Airflow, for instance. It is on display at the Bill Richardson Transport World in Invercargill. In 1937 the Vacuum Oil Company Pty Ltd in Australia engaged a Melbourne body builder to construct a streamlined unit. Designs were put forward and Martin and King built the unit (or units, as various stories relate to one or more being built). The known unit was built on a 2LM REO forward control chassis with the tank holding 1075 gallons in four compartments. One came to NZ in the Auckland region. Does anyone remember it? T&D 88 | Truck & Driver
Plume tanker outside an Auckland garage, beside a 1937 Buick car. Does anyone remember this unit?
Above: 1929 REO Master Speedwagon in a superbly restored condition – from the Thames fleet of Verran Bros Right: The 1938 REO restored by Gavin Abbot had previously been a market gardener’s truck in Auckland Below: The restored REO is part of the collection at Bill Richardson Transport World in Invercargill.
Truck & Driver | 89
Are you Fleet Fit? Do you want to improve health and safety, reduce driver fatigue and use data and insights to deliver better efficiency? Talk to our expert team of Fleet Risk Managers about how we can drive your business forward. Fleet Fit is a series of targeted programmes exclusively available to your business if your fleet is insured with NZI.
nzi.co.nz/fleetfit
It’s political... WHAT THE POLITICIANS THINK ABOUT TRUCKING THE NEW ZEALAND TRUCKING INDUSTRY FACES many challenges – many of them influenced by Government policy. Apart from the many problems currently created by the COVID-19 pandemic, there’s the ongoing driver shortage, the worsening state of the nation’s roading network and looming emissions reduction legislation… So, who among our political parties offers any
salvation for the industry in these situations? To have some insight into what politicians are thinking about issues impacting the road transport industry, NZ Truck & Driver has offered each of the major political parties the opportunity to voice their views on trucking matters each month. This month, the ACT Party and the National Party take up the opportunity. T&D
Why congestion charging is the answer By Simon Court, ACT Party spokesperson on transport
A
UCKLAND LOSES $1.3BILLION EACH YEAR TO TRAFFIC congestion, according to a 2017 report commissioned by the Employers and Manufacturers Association (EMA), Auckland International Airport, Infrastructure New Zealand, Ports of Auckland and the National Road Carriers Association. Auckland Transport said an additional 16,600 cars – that’s 330 per week – were registered in 2019. There is no way road capacity has increased to meet that extra demand. COVID lockdowns saw far fewer private vehicles on the road at peak hour and reminded truckies of how much easier it was to get around 10 years ago, before Auckland added around 300,000 people and their cars to our city streets. Ten years ago I was planning construction projects, and relied on four loads a day from quarries to the Auckland CBD. Now contractors tell me they plan for three, but sometimes only get two loads – due to congestion and traffic management plans that limit when they can operate….because of congestion. Running costs are increasing, and the Government continues to collect billions of dollars in road user charges, fuel excise duty and the Auckland Regional Fuel Tax, intended to finance roading projects. The benefits of paying all those taxes are lost on road users as vital infrastructure projects designed to fix congestion, like the East West Link and Mill Road, were cancelled by the Government. Electric and hybrid vehicles are mostly exempt from road user charges and obviously pay nothing in terms of fuel excise duty. These vehicles are great at reducing carbon emissions but continue to use the roads that others are paying for. As hydrogen and battery-powered trucks become more common, they won’t be paying for roads through fuel taxes, so the cost of transport infrastructure will fall unfairly on firms and owner-drivers who buy low-emissions, fuel-efficient trucks. That means we need to look at other ways of funding and financing road projects – like congestion charging. ACT would support congestion charging if it meant that trucks and tradies would spend less time stuck in traffic, and that the money raised would go back into transport projects, which actually benefitted road users.
Simon Court If congestion charging reduced traffic at peak times a business could confidently tell a customer their delivery would arrive on time. A contractor could get an extra load of concrete each day and build stuff faster than they can now. Done right, congestion charging could free up road space for trucks and tradies and ensure sustainable cashflow for vital infrastructure projects. T&D Truck & Driver | 91
It’s political...
Good infrastructure and climate
c
By David Bennett, National Party spokesperson for Transport, Horticulture and Biosecurity
David Bennett
T
HE GOVERNMENT NEEDS TO PRIORITISE STRATEGIC infrastructure spending so that limited resources are utilised best. We can take a step-by-step approach that delivers a longterm, interconnected infrastructure plan. First, we require a balanced and incremental approach. We recognise the need for public transport in our major centres, just like we recognise the need to maintain our roads and bridges in our regions. This Government has lost its way around infrastructure, as it has become a politicised system characterised by planning and nondelivery. This Government’s ideological opposition to roads limits our country’s infrastructure plan. There is an opportunity to take a more strategic approach. The Infrastructure Commission’s Draft New Zealand Infrastructure Strategy is a good starting point. It identifies methods that could be utilised to create such infrastructure planning. Auckland will demand the lion’s share of future funding as we continue to develop a world-class city. This Government is wholly focused on the Auckland Light Rail project. However, the larger growth cells in Auckland are in the west, north and south. The Minister has confirmed that the Auckland Light Rail project would proceed as it is fulfilling a “manifesto commitment.” Surely an investment of this magnitude should not be a politicised
92 | Truck & Driver
decision, but rather one that stacks up in the best interests of NZ infrastructure and transport users. Such significant transport spending could be more effectively used in providing public transport to higher growth rate areas. The last National Government started the City Rail Link project, and it’s about having the next strategically-vital project to link into this network. The Waikato and the Bay of Plenty present a real opportunity to build infrastructure as the population grows in real time. Together they will be comparable to the whole of the South Island in population. Projects like the Takitimu North link are crucial growth projects and to have them cut in the review of the NZ Upgrade Programme (NZUP) is a blow to our fastest-growing communities. Our provinces and their main centres have an important role as major foreign exchange-earners in our economy. The roads and bridges in the regions are crucial to allow our primary sector to function. Secondly, there is the need to meet climate change. Climate change will mean technology will become paramount. Whether it’s hydrogen, biofuels or electric vehicles, the technology is advancing, and we should be open to utilising the best emissions options in a staged way. The Government is taking a strict approach that doesn’t reflect industry supply lines. It is focusing on public transport and walking
W O P C C
change planning needed and cycling initiatives as the mechanisms to reduce emissions. Currently, we have the Clean Vehicles Bill before Parliament. The intent of the Bill, to reduce emissions, is supported; however, the mechanisms used are not. Car manufacturers have appeared in front of the committee, pointing out that the NZ right-hand-drive market aligns with Australian specifications. At 0.2% of the world market, thinking we can force overseas car manufacturers to meet the requirements in the timeframe is nonsense. For example, there are no alternatives for the trusty ute. Car manufacturers are requesting that we don’t have higher standards than the European left-hand-drive market. All we will have is a glorified target and many older, more fuelefficient vehicles on the road. We should be seeking to update our car fleet with hybrid and other vehicles that involve fewer emissions. Compare the NZ Government’s approach with Australia’s more pragmatic approach to reducing emissions: They are focusing on fleet vehicles first, to build supply for the general market. They are not taking a taxation approach, but are instead increasing the supply of renewable energy, charging stations and future fuel mixes.
Z Energy has prepared research showing the opportunity to use more biofuels is practical for NZ. This would achieve greater emissions reductions in the short to medium term. Our vehicles are based on the Japanese market, and they have achieved more from hybrids than Europe has on electric vehicles. The Government should be building the charging infrastructure and increasing our renewable generation capacity to get back to more renewable sources of power. Instead, our renewable sources of power have plummeted, leaving a future infrastructure deficit in the capacity to power electric vehicles when they are available. We should be looking at our infrastructure options to increase our renewable energy and charging sites, access more fuel types, and renew our fleet. These initiatives would achieve more environmentally than what is being proposed. Overall, the Government’s fixation with its pet projects and the strict approach to climate change solutions will mean a skewed transport system. This system will be heavily weighted towards public transport and walking and cycling....and not the balance needed to construct a robust multi-modal transport system that will provide solutions for all. T&D
Wiri | 5 Aerovista Place | 09 279 7351 Otahuhu | 20 Kahu Street | 09 276 7206 Palmerston North | 76 Campbell Street | 06 358 2571 Christchurch | 108-A Hayton Road, Sockburn | 03 343 2001 Christchurch | Treffers Road, Wigram | 03 348 3758
TD32132
e
It’s political...
RETREADS YOU CAN RELY ON
%
100% MONEY BACK WARRANTY Fleet managers and owner-drivers have been relying on Bandag retreads for many decades. While the enduring principles of reducing waste and lowering overall cost per kilometre have remained constant, technology improvements and intensive R&D have lead to major improvements in quality and reliability. So much so that we stand by our products 100%. The 100% Warranty by Bridgestone entitles you to a full refund on any retread. In the unlikely event that there is a failure with your Bandag retread as a result of a manufacturer fault, Bandag offers you a 100% refund on your retread purchase. That’s the Bandag replacement warranty.* *Provided the tyre was roadworthy at the time of failure. Conditions apply.
bridgestonetyres.co.nz/bandag
18745-BDS-Bandag-A4-NZ-Truck-Driver.indd 1
20/10/21 12:38 PM
TRUCK SHOP
The warranty upgrade follows investment in new machinery for Bandag's factories, including laser technology to detect any anomalies in a case (right)....and automated splice machines for millimetre precision in joining the two ends of a tread
Bandag upgrades retreads warranty T
YRE RETREADER BANDAG IS OFFERING AN upgraded warranty for its tyres in New Zealand. Bandag Assurance means that retreads produced in the company’s NZ factories “are now covered by a 100% replacement warranty for any retread failing as a result of a manufacturer fault”......providing the tyre is roadworthy at the time of the failure. The warranty applies regardless of the brand of casing, or the remaining legal life – the improved offering replacing “the previous pro-rata warranty.” Bandag says the move follows ongoing enhancements and upgrades in the manufacturing process and further investment in new machinery at its pre-cure tread factory in Brisbane, and at NZ’s retread factories – in Auckland, Rotorua and Christchurch. Bridgestone's director of NZ business, John Staples, says the new warranty is underpinned by Bridgestone and Bandag's commitment to quality: “We back our products, and we back the Bandag process. “Operators should seriously consider the benefits that Bandag retreads offer their business and the new Bandag Assurance Warranty is a reflection
of the full confidence that they should have when choosing Bandag.” Bandag retreads “are trusted by NZ and Australia's largest fleets” because they are “a cost-effective alternative to new tyres and are just as reliable as new Bridgestone tyres. “Retreads also provide an environmentally friendlier product choice for businesses looking to improve their own environmental impact.” Many tyre cases can, he adds, "be retreaded over and over again.” In NZ, Bandag imports pre-cured tread from its Brisbane factory and completes the retreading process here. Bridgestone's “significant” investment in Bandag in recent years has seen improvements in the NZ factories including increased use of shearography machines – using laser technology (similar to an x-ray) to identify anomalies in a case. Automated splice machines also deliver millimetre precision when joining the two ends of a tread together, the company says. Says Staples: “Bandag retreads play a significant role in reducing a fleet’s impact on the environment, because it sees less tyre casings entering the waste stream, and less resources needed in their production.” T&D
A cool Italian import
I
TALIAN-MADE AUTOCLIMA truck airconditioning systems have been launched in New Zealand. Rotorua’s Forestaire Automotive Climate Specialists are importing the range of DCpowered Fresco 3000 aircons, designed for sleeper cab trucks. The systems are often referred to as parking aircons in Europe. Forestaire sales manager Peter Jessop says long-distance trucks whose drivers sleep in their cabs are the target for the units – “offering extremely quiet, economical cab cooling in hot summer conditions. “Given the current COVID-19 environment and the fact that by installing these units the drivers can sleep in the comfort of their cab, they
can reduce the risk of exposure to the virus that can result from staying in hotels or motels.” The Fresco 3000 systems are fitted with an integrated low-battery voltage cutout device that eliminates the risk of not being able to start the vehicle after use. They come with a 12-month warranty. The company says that feedback on the systems that have already been installed in NZ has been “exceptionally good” – following on from the units being highly regarded internationally, in markets like the USA, Canada and Australia. Forestaire, the sole NZ distributor for the Autoclima brand, will be establishing a regional network of suppliers and installers around the country. T&D
An Autoclima Fresco 3000 condenser installation
Truck & Driver | 95
12:38 PM
Heavy Diesel Parts & Services
K & L Distributors BOP Ltd
Auckland Oil Shop
Heavy Diesel Parts & Service Ltd 78B Hammersmith Dr, Wigram, Christchurch Heavy Diesel Parts & Services are proud to be the Caltex Distributor for the greater Canterbury, Nelson and Marlborough areas. We are focused on delivering good value and excellent customer service for your lubrication, filtration and Cummins engine requirements. Give us a call to discuss Caltex Quality Lubricants to suit your requirements and experience our service.
AND HAWKES BAY
Westland Engineering Supplies 03-768 5720
www.hdps.co.nz Heavy Diesel Parts & Service Ltd 78B Hammersmith Dr, Wigram, Christchurch Phone 03-3488170 Email: caltexlubes@hdps.co.nz Sales Representative Paul McNabb 027 544 2258
Delo® 400 SLK with ISOSYN® Advanced Technology
For your nearest Oil Shop Freephone 0800 372 374
TD32203
Delo® 400 SLK with innovative ISOSYN® Advanced Technology is here. Delivering industry leading durability, reliability and efficiency. It works in synergy with the changing conditions in your engine to maximise protection, optimise performance and extend oil life.
New Zealand Heavy Haulage Association
Communication the key for oversize at works sites Jonathan Bhana-Thomson
T
HE ROAD CONSTRUCTION AND MAINTENANCE SEASON IS in full swing and this coincides with the peak season for oversize freight movements around New Zealand. As a result, we have seen that there have been many times when the transport of loads has been delayed or impacted by these works going on. We understand completely that roading improvements and much-needed maintenance of the roads must be undertaken, however of late we have noticed that the way that works projects are being undertaken is imposing more restrictions on the movement of freight. The key is for good communication between the contractors undertaking the work and the transport industry – in the planning, the prior notice, and during the actual construction work: Get these things right, and all will go more smoothly for all parties. There is particularly an onus on transport operators – especially those with oversize freight – to communicate and do their part. 1. Planning Clearly this depends on the scale of the project, both in terms of scope and duration, but the contractors need to consider what the impact is on all road users. Often pedestrians and cyclists – as vulnerable road users – are the first considered. We have no problem with that – but the largest road users on the network also need to be specifically considered. If the impact of the works is such that it effects the passage of freight on that route – and especially if detour routes will be used – there needs to be consultation with the freight industry. There is a good network of transport associations around NZ that can be counted on to provide informed feedback, and to gather the issues from their membership, about how the works will impact them.
2. Prior communications It is crucial to have good prior communications with the freight industry once a traffic management plan has been agreed with industry representatives, to enable operators to plan their loads around the impact of the works. Where closures and detours are advised, then a minimum of two weeks – and preferably four weeks – should be sufficient for the industry associations to disseminate the information amongst their members, and for it to then percolate out to the wider heavy traffic users. This provides time for planning and the scoping of any alternate routes by transport operators, and for them to then communicate any impacts on to their clients. Even if the construction schedule has to be altered slightly, in terms of start dates or weather or equipment delays, that still means that it’s not a surprise to transport operators that the work is occurring. 3. During the construction Particularly for oversize freight operators, if the transport of a load will mean that there will be an impact on the crews undertaking the construction, or if the width or length of a load will mean that it cannot pass through the works site within the lane provided, they need to get in contact with the works site. It is a frustration that at times the contact information relating to a project are not available to the transport industry, however if you are a member of an association, then contact it, as it is sure to have the contact details – or be able to track them down for you. At the NZHHA we always request contact info for any works that we are advised of, and distribute this to members on at least a weekly basis. There are a large number of factors involved in transporting an oversize freight load in particular, but some of these can be made easier with some simple communication. T&D Truck & Driver | 97
BENEFACTORS
February 12th 2022 Bombay Rugby Club Bar
Show & Shine
TD32218
Register your interest for Exhibitor space at bombaytruckshow@gmail.com
POWER IS NOTHING WITHOUT CONTROL
M. 0277 696 179
E. ropeworxnz@xtra.co.nz
NZ DISTRIBUTOR
National Road Carriers
WATCH OUT FOR MARGIN DESTROYERS IN 2022
James Smith
By James Smith, COO of National Road Carriers Association
O
UR INDUSTRY OPERATES ON VERY SLIM MARGINS and the room for error is limited. Any cost increase can destroy your cashflow and result in business failure if not addressed quickly. It is certain 2022 will see significant cost increases for transport businesses: Capital costs will rise as the global shortage of new heavy trucks and the raw materials required by body and trailer manufacturers lead to price increases. We can also expect to see an increase in interest rates as they are used to constrain inflation. Global supply chain issues that commenced in 2020 because of COVID are still with us in 2022 and all international freight companies are expecting them to continue throughout the year – and into 2023. It is possible we will not see international shipping rates and timetables return to pre-COVID levels until 2024. Locally the cost of labour will rise as the skilled staff shortage gets worse. Restrictions on immigration caused by COVID, coupled with a very low unemployment rate, will further squeeze the already tight labour market. Additional pressure will result, as roles that can be filled by unvaccinated workers become harder and harder to find. Fuel prices will continue to fluctuate with the trend towards higher prices likely, especially as shipping costs rise. As business owners, it is vital you understand how these cost inputs impact your business. Every business is unique, so the impact of a cost increase will vary considerably. If you have not done so already, get a cost model done that highlights your high-impact costs and what impact
increases to these will have on your business. Review any contracts you have with your customers and ensure there is a mechanism that allows for rate adjustments should costs fluctuate. Also make sure you understand what triggers these mechanisms. Be aware these rate adjustment mechanisms work for cost decreases as well. Tools such as a fuel adjustment factor calculation can be a useful way to ensure costs are recovered consistently, despite fluctuations in fuel pricing, to enable a business to remain sustainable. Labour will be one of the big ones in 2022, so look to establish a way to recover increases in labour costs. Often overlooked is the subtle drain on margins caused by increasing congestion, both on roads and at customer sites. Surcharges and waiting time charges are ways to encourage productivity. Make a commitment to understand your costs and to put in place trigger points that require action. It may be possible to minimise the impact of any cost increase by improving efficiency or productivity. If your customers can reduce waiting time or improve utilisation then cost increases could be minimised. Don’t rely on others to do this as every business is unique. Pick up the phone and contact one of the NRC team on 0800 686 777 if you need any assistance, as we have templates and tools you can use. 2022 is looking to be another challenging year, so be prepared for changes and know your business so you can react quickly to whatever is thrown your way. T&D Truck & Driver | 99
TRUCKERS & LOGGERS
FISHING TOURNAMENT 20th Anniversary
THURSDAY 24th- SATURDAY 26thMARCH 2022, TD31963
PAIHIA, BAY OF ISLANDS
REGISTER ONLINE NOW: www.nztruckanddriver.co.nz/truckers-loggers TOURNAMENTSPONSORS:
Road Transport Association NZ
The vital importance of contracts
Simon Carson
By Simon Carson, Road Transport Association of New Zealand chief operating officer
N
OT TOO LONG AGO, TRANSACTING BUSINESS WAS FAIRLY easy. Two people carried out a trade, and both parties honoured their word, often over a handshake at their local. But in the 21st Century, most people are all too aware of the long history of deal-breaking and lawsuits that have taken place all around them, most without any form of contractual agreement in place. In your transport business, contracts are critical: They outline expectations for both parties, offer protection if those expectations aren’t met, and lock in the price that will be paid for services. They can also make allowance for fluctuating cost factors, such as fuel and fuel adjustment factors (FAFs). Having a written contract in place means that everyone knows what is expected of them and makes it easier to resolve any disputes that might arise. In the past we have seen unrest in transport sectors where large manufacturing and processing businesses have successfully operated using a plethora of transport operators to service their cartage and delivery requirements. These large businesses have then introduced mandatory systems and operational platforms, unworkable credit payment terms, and margin-eroding administrative fees. When your transport business is unprotected by a contract, and these factors are rolled out, they are very likely to stick. Don’t get me wrong….there is often opposition from operators, but seldom does a protest succeed. Contracts are best kept simple, and should include the following: • Full scope of work to be performed, including all deliverables; • General timeline or, if possible, due dates for each milestone; • Payment amounts and terms; • The circumstances under which the contract can be terminated
and how that will be handled; • A non-compete or non-disclosure clause, if required, and; • Terms related to failed obligations. Once this is in place, a glance over it by your lawyer should allow the contract to be quickly signed and finalised. RTANZ can assist you with legal advice through our longterm legal partners, Wynn Williams. Once you have an initial draft of the contract document, you should be able to simply update it with your customers. Over recent months, I have been watching social media sites with some interest. It is more and more common now to see individuals and businesses alike advertising work available for transport operators. Only last weekend I saw a business advertise for a seven-cubicmetre, 2000-kilogram agricultural machine to be moved from Christchurch to Invercargill – a distance of about 550 kilometres. The advertiser keenly stated: “I am prepared to pay up to $300 for this work!” In minutes someone had accepted the job – and was followed closely by operators who slowly undercut each other in an attempt to get the work. The lowest bidder, of course, won the work. He would pick the goods up two days later, deliver in another two – and, as a result, was $195 dollars better off for his efforts. Ironically, GST was not mentioned. This really was a classic race to the bottom and is an example of something no-one wants to see happening in an industry where service is, more and more, becoming paramount. It’s been a tough year, where resilience and positivity are key factors in weathering the storm and coming out the other side as bigger and better businesses. I would like to thank members for their support during 2021 and wish each of you every success for the year ahead. T&D Truck & Driver | 101
Hastings-based Hill Country has decided to “go big” in adding the first Mack to its fleet for Hawke’s Bay logging work. HCL’s new Super-Liner 8x4, with a 685hp 16-litre MP10 engine, features the mDrive automated manual 12-speed transmission and runs Meritor 46-160 rear axles with Primaax air suspension. The Super-Liner pulls a five-axle Mills-Tui log trailer.
FUSO ends Isuzu’s LATE CHARGE OVER THE LAST TWO MONTHS OF 2021 saw FUSO end Isuzu’s 21-year reign as the No. 1 make in New Zealand’s new truck market. While COVID-19 lockdowns continued to negatively affect many aspects of NZ life last year, the overall vehicle market (cars, utes, SUVs AND commercial vehicles combined), hit an alltime record level, with 165,287 units sold – 3768 ahead of the previous best...in 2018. The heavy commercial market (trucks above 4.5 tonnes GVM) performed almost as strongly, with 5190 registrations – just 124 behind 2019’s 5314 alltime record. During 2020 and the initial COVID-19 lockdowns, the truck market had slumped 23% to 4082 registrations. Last year’s new trailer market saw 1447 registrations – 16.6% up on 2020, but still down 4.8% on 2019’s total sales….and 15.5% behind 2018’s alltime best. FUSO’s road to market leadership saw it increase market share from 15.2% in 2020 to 19.7%, and achieve a massive 63.9% rise in sales – from 622 units in 2020 to 1020 units in 2021. 102 | Truck & Driver
Isuzu initially lost the market lead to FUSO through the first two months of 2021 – but reclaimed it from March to October. Then, in November and December, FUSO registered 304 trucks compared to Isuzu’s 226. That took Isuzu’s sales for the year to 981, for second place, with an 18.9% share (compared to 978 and 24.0% in 2020). Hino retained third position, with 793 sales and 15.3% share, improving on its 2020 result of 555 sales and 13.6% share. Scania grew its sales and share in 2021 – moving up one spot into fourth position, with 447 sales and an 8.6% share, up from 287 sales and 7.0% share in 2020. Iveco slipped to fifth, with an improvement in sales – from 292 in 2020 to 308 in 2021 – but its market share fell from 7.2% to 5.9%. Mercedes-Benz retained sixth, with 275 sales and a 5.3% share, while Kenworth, with 231 sales and 4.5%, moved up one position into seventh. UD also had a positive year, with 200 sales (up from 143) and a 3.9% share. DAF remained ninth, its sales up from 156 to 180…however its share was down (to 3.5%). Volvo, with 178 sales and 3.4%, dropped from
The first of two new DAF FTT 6x4 day cab tractor units is moving bulk aggregate and quarry products in Auckland and the Waikato for Gleeson & Cox. It runs a 450hp Paccar MX11, 12-speed ZF Traxon automated transmission and PACCAR SR1360T rear axles with dual diff locks. It’s also equipped with PACCAR air suspension (including electronic hand control adjustment), onboard scales, tinted windows and full safety system.
run as No.1 seventh to 10th. Fiat dominated the crossover 3.5-4.5t GVM segment. It finished the year strongly, with 127 registrations in November/December, and its fullyear tally of 468 represented 58.1% of the market segment. Volkswagen (151/33) was a distant second, ahead of Mercedes-Benz (72/9). The foundation for FUSO’s success was commanding leadership of the 4.5-7.5t GVM segment, which grew by 45% compared to 2020. It recorded 516 registrations in the segment in 2021 (146 in November/December), well clear of Isuzu (371/75). In 2020 there’d been just one registration’s difference between the pair. Hino (196/39) was third, followed by Mercedes-Benz (143/28) and Iveco (140/33). In the 7.5-15t segment, Isuzu (394/88) remained the dominant marque, ahead of Hino (270/49) and FUSO (223/77). Foton (77/24) moved up to fourth, ahead of Iveco (54/11). In the 15-20.5t category, leader Hino (88/15) finished well ahead of FUSO (57/8), UD (43/14) and Scania (26/9). In the small 20.5-23t category Hino (19/3) beat 2020 leader Isuzu (18/5)…by just one sale and FUSO was third (12/2).
The premium 23t-maximum GVM segment grew by 19.7% compared to 2020 and Scania (414/65) again took the best-seller honours – comfortably ahead of Kenworth (231/39) – up from fourth a year earlier. Scania boosted its market share from 14.9% in 2020 to 19.1% in 2021, while Kenworth also improved – from 8.7% to 10.6%. Hino (220/50) moved into third position (from fifth in 2020) with FUSO (212/71) also moving up (to fourth, from sixth). Volvo (174/17) and Isuzu (174/51) tied for fifth – each having dropped positions, from second and third respectively in 2020. DAF (172/35) was again seventh for the year, while UD (143/31) moved ahead of Mercedes-Benz (110/24) and Iveco (92/15) remained 10th. In the trailer market, Patchell achieved its 12th consecutive year as the No. 1 brand with 187 sales (30 in November/December) and 12.9% market share in 2021. It increased its sales from both 2019 and 2020, but was still below its 2018 result of 210 trailers registered. Fruehauf and Domett had shared second spot in 2020 but Fruehauf (143/27) moved into a clear second in 2021. Domett (116/16) ranked third, ahead of Roadmaster (98/21), while Transport Trailers (86/16) moved ahead of MTE (81/10)….with TMC (80/14) close behind, in seventh. Freighter (71/11)) moved ahead of Transfleet (51/9), while TES (41/6) dropped from ninth to 10th. T&D Truck & Driver | 103
A new UD Quon is now working nationwide for The Moving Company. The Quon CD25-360, in 6x2 configuration, has a 360hp 8-litre engine and six-speed ESCOT automated transmission. The sharp blue and yellow colours are set off by a roof kit, side skirts, stone guard and sun visor. Disc brakes and a full safety package have been specified.
4501kg-max GVM Brand FUSO ISUZU HINO SCANIA IVECO MERCEDES-BENZ KENWORTH UD DAF VOLVO FOTON HYUNDAI MAN SINOTRUK FREIGHTLINER VOLKSWAGEN FIAT MACK INTERNATIONAL SHACMAN WESTERN STAR RAM RENAULT Total
2021 Vol 1020 981 793 447 308 275 231 200 180 178 173 77 71 48 44 43 33 28 25 20 12 2 1 5190
% 19.7 18.9 15.3 8.6 5.9 5.3 4.5 3.9 3.5 3.4 3.3 1.5 1.4 0.9 0.8 0.8 0.6 0.5 0.5 0.4 0.2 0.0 0.0 100.0
Nov/Dec Vol % 304 26.3 226 19.6 156 13.5 76 6.6 62 5.4 58 5.0 39 3.4 48 4.2 36 3.1 18 1.6 50 4.3 11 1.0 14 1.2 11 1.0 6 0.5 14 1.2 4 0.3 3 0.3 3 0.3 10 0.9 2 0.2 2 0.2 1 0.1 1154 100.0
3501-4500kg GVM Brand FIAT VOLKSWAGEN MERCEDES-BENZ FORD RENAULT PEUGEOT LDV IVECO RAM ISUZU TOYOTA Total
2021 Vol 468 151 72 56 21 19 11 3 2 1 1 805
% 58.1 18.8 8.9 7.0 2.6 2.4 1.4 0.4 0.2 0.1 0.1 100.0
Nov/Dec Vol % 127 61.7 33 16.0 9 4.4 18 8.7 7 3.4 5 2.4 5 2.4 0 0.0 2 1.0 0 0.0 0 0.0 206 100.0
4501-7500kg GVM Brand FUSO ISUZU HINO MERCEDES-BENZ IVECO FOTON HYUNDAI VOLKSWAGEN FIAT RAM RENAULT Total 104 | Truck & Driver
2021 Vol 516 371 196 143 140 96 54 43 33 2 1 1595
% 32.4 23.3 12.3 9.0 8.8 6.0 3.4 2.7 2.1 0.1 0.1 100.0
Nov/Dec Vol % 146 39.1 75 20.1 39 10.5 28 7.5 33 8.8 26 7.0 5 1.3 14 3.8 4 1.1 2 0.5 1 0.3 373 100.0
Patchell achieved its 12th consecutive year as the No. 1 brand.... 7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI UD MERCEDES-BENZ MAN SCANIA DAF SINOTRUK Total
2021 Vol 394 270 223 77 54 23 14 8 5 4 2 1 1075
% 36.7 25.1 20.7 7.2 5.0 2.1 1.3 1.0 0.5 0.4 0.2 0.1 100.0
Nov/Dec Vol % 88 33.3 49 18.6 77 29.2 24 9.1 11 4.2 6 2.3 3 1.1 1 0.4 2 0.8 2 0.8 1 0.4 0 0.0 264 100.0
15,001-20,500kg GVM Brand HINO FUSO UD SCANIA ISUZU IVECO MERCEDES-BENZ MAN DAF FREIGHTLINER VOLVO Total
2021 Vol 88 57 43 26 24 21 14 9 6 2 1 291
% 30.2 19.6 14.8 8.9 8.2 7.2 4.8 3.1 2.1 0.7 0.3 100.0
Nov/Dec Vol % 15 23.4 8 12.5 14 21.9 9 14.1 7 10.9 3 4.7 5 7.8 2 3.1 0 0.0 0 0.0 1 1.6 64 100.0
20,501-23,000kg GVM Brand HINO ISUZU FUSO SCANIA VOLVO FREIGHTLINER INTERNATIONAL IVECO Total
2021 Vol 19 18 12 3 3 1 1 1 58
% 32.8 31.0 20.7 5.2 5.2 1.7 1.7 1.7 100.0
Nov/Dec Vol % 3 30.0 5 50.0 2 20.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 10 100.0
23,001kg-max GVM Brand SCANIA KENWORTH HINO FUSO VOLVO ISUZU DAF UD MERCEDES-BENZ IVECO MAN SINOTRUK FREIGHTLINER MACK INTERNATIONAL SHACMAN WESTERN STAR Total
2021 Vol 414 231 220 212 174 174 172 143 110 92 57 47 41 28 24 20 12 2171
% 19.1 10.6 10.1 9.8 8.0 8.0 7.9 6.6 5.1 4.2 2.6 2.2 1.9 1.3 1.1 0.9 0.6 100.0
Nov/Dec Vol % 65 14.7 39 8.8 50 11.3 71 16.0 17 3.8 51 11.5 35 7.9 31 7.0 24 5.4 15 3.4 10 2.3 11 2.5 6 1.4 3 0.7 3 0.7 10 2.3 2 0.5 443 100.0
Trailers 2021 Vol % Brand PATCHELL 187 12.9 FRUEHAUF 143 9.9 DOMETT 116 8.0 ROADMASTER 98 6.8 TRANSPORT TRAILERS 86 5.9 MTE 81 5.6 TMC 80 5.5 FREIGHTER 71 4.9 TRANSFLEET 51 3.5 TES 41 2.8 JACKSON 39 2.7 CWS 35 2.4 FAIRFAX 25 1.7 TIDD 24 1.7 MILLS-TUI 22 1.5 MTC 22 1.5 MAXICUBE 21 1.5 HAMMAR 19 1.3 KRAFT 15 1.0 LUSK 14 1.0 EVANS 13 0.9 MAKARANUI 10 0.7 SEC 9 0.6 DOUGLAS 9 0.6 LILLEY 8 0.6 TANKER 8 0.6 COWAN 8 0.6 WAIMEA 7 0.5 PTE 7 0.5 MD 6 0.4 WARREN 6 0.4 6 0.4 ADAMS & CURRIE LOWES 6 0.4 COX 6 0.4 MJ CUSTOM 6 0.4 HTS 5 0.3 SDC 5 0.3 TEO 5 0.3 STEELBRO 5 0.3 MORGAN 5 0.3 KOROMIKO 4 0.3 TOTAL 4 0.3 OTHER 109 7.5 1447 100.0 Total
Nov/Dec Vol % 30 11.5 27 10.4 16 6.2 21 8.1 16 6.2 10 3.8 14 5.4 11 4.2 9 3.5 6 2.3 7 2.7 0 0.0 5 1.9 3 1.2 4 1.5 5 1.9 6 2.3 4 1.5 2 0.8 1 0.4 2 0.8 2 0.8 2 0.8 3 1.2 1 0.4 2 0.8 1 0.4 2 0.8 2 0.8 1 0.4 1 0.4 1 0.4 1 0.4 2 0.8 3 1.2 0 0.0 0 0.0 1 0.4 3 1.2 3 1.2 1 0.4 1 0.4 28 10.8 260 100.0
Everfresh has this new International 9870 R8-LRS 8x4 dropside tipper working nationwide and carting “everything and anything” from its Hastings depot. John Weir is the driver for the new Inter, which has a 615hp/2050 lb ft Cummins X15, 18-speed Eaton Roadranger and Meritor 46-160 rear axles on IROS suspension. The truck features an Ox Blood red premium interior, DuraBright wheels, disc brakes and dual intakes.
Eight-year comparison – overall market (4501kg-max GVM) Brand
2021 Volume % FUSO 1020 19.7 ISUZU 981 18.9 HINO 793 15.3 SCANIA 447 8.6 IVECO 308 5.9 MERCEDES-BENZ 275 5.3 KENWORTH 231 4.5 UD 200 3.9 DAF 180 3.5 VOLVO 178 3.4 FOTON 173 3.3 HYUNDAI 77 1.5 MAN 71 1.4 SINOTRUK 48 0.9 FREIGHTLINER 44 0.8 VOLKSWAGEN 43 0.8 FIAT 33 0.6 MACK 28 0.5 INTERNATIONAL 25 0.5 SHACMAN 20 0.4 WESTERN STAR 12 0.2 RAM 2 0 RENAULT 1 0 0 0 JAC CATERPILLAR 0 0 OTHERS 0 0
2020 Volume % 622 15.20 978 24.00 555 13.60 287 7.00 292 7.20 250 6.10 158 3.90 143 3.50 156 3.80 224 5.50 84 2.10 34 0.80 63 1.50 51 1.20 34 0.80 50 1.20 21 0.50 38 0.90 27 0.70 0 0.00 6 0.10 4 0.10 0 0.00 1 0.00 0 0.00 4 0.00
2019 Volume % 794 14.94 1261 23.73 711 13.38 239 4.50 294 5.53 389 7.32 265 4.99 260 4.89 239 4.50 297 5.59 81 1.52 43 0.81 108 2.03 107 2.01 54 1.02 40 0.75 18 0.34 60 1.13 27 0.51 0 0.00 14 0.26 6 0.11 0 0.00 0 0.00 0 0.00 7 0.13
2018 Volume % 829 16.05 1197 23.18 707 13.69 167 3.23 252 4.88 387 7.49 310 6.00 271 5.25 279 5.40 274 5.31 53 1.03 24 0.46 113 2.19 37 0.72 74 1.43 3 0.06 35 0.68 65 1.26 24 0.46 0 0.00 22 0.43 23 0.45 1 0.02 2 0.04
Total
4082
5314
5164
5190
Increased share from 2020
15
0.29
2017 Volume % 955 18.33 1262 24.23 661 12.69 168 3.23 246 4.72 331 6.35 229 4.40 267 5.13 253 4.86 294 5.64 13 0.25 32 0.61 161 3.09 31 0.60 70 1.34 8 0.15 37 0.71 62 1.19 25 0.48 0 0.00 25 0.48 50 0.96 1 0.02 1 27
0.02 0.52
5209
Lost share from 2020
2016 Volume % 414 10.18 1218 29.96 639 15.72 131 3.22 184 4.53 171 4.21 153 3.76 247 6.07 198 4.87 203 4.99 18 0.44 49 1.21 137 3.37 5 0.12 87 2.14 14 0.34 28 0.69 55 1.35 21 0.52 0 0.00 24 0.59 29 0.71 5 0.12 4 0.10 14 0.34 18 0.44
2015 Volume % 680 15.81 1071 24.90 659 15.32 159 3.70 113 2.63 220 5.11 184 4.28 261 6.07 201 4.67 228 5.30 18 0.42 17 0.40 150 3.49
2014 Volume % 677 15.29 856 19.33 733 16.55 154 3.48 122 2.76 233 5.26 177 4.00 262 5.92 189 4.27 252 5.69 55 1.24 21 0.47 240 5.42
117 5 29 73 20 0 33
2.72 0.12 0.67 1.70 0.46 0.00 0.77
162 77 19 63 26 0 42
3.66 1.74 0.43 1.42 0.59 0.00 0.95
30 3 8 23
0.70 0.07 0.19 0.53
20 5 26 17
0.45 0.11 0.59 0.38
4066
4302
4428
No change in share from 2020
Eight-year comparison – 23,001kg-max GVM Brand SCANIA VOLVO ISUZU KENWORTH HINO FUSO DAF MERCEDES-BENZ UD IVECO MAN SINOTRUK MACK FREIGHTLINER INTERNATIONAL WESTERN STAR SHACMAN CATERPILLAR RENAULT OTHER
2021 Volume % 414 19.1 174 8 174 8 231 10.6 220 10.1 212 9.8 172 7.9 110 5.1 143 6.6 92 4.2 57 2.6 47 2.2 28 1.3 41 1.9 24 1.1 12 0.6 20 0.9 0 0 0 0 0 0
2020 Volume % 270 14.9 224 12.4 212 11.7 158 8.7 155 8.5 147 8.1 142 7.8 134 7.4 100 5.5 66 3.6 52 2.9 48 2.6 38 2.1 33 1.8 27 1.5 6 0.3 0 0 0 0 0 0 1 0.1
2019 Volume % 216 8.8 293 11.9 346 14 265 10.8 221 9 175 7.1 224 9.1 156 6.3 141 5.7 76 3.1 97 3.9 95 3.9 60 2.4 54 2.2 27 1.1 14 0.6 0 0 0 0 0 0 4 0.1
2018 Volume % 147 5.84 273 10.85 392 15.59 310 12.33 257 10.22 214 8.51 272 10.82 120 4.77 143 5.69 72 2.86 92 3.66 32 1.27 65 2.58 74 2.94 24 0.95 22 0.87 0 0.00 0 0.00 0 0.00 6 0.24
2017 Volume % 152 6.73 292 12.94 365 16.17 229 10.15 202 8.95 187 8.29 241 10.68 85 3.77 94 4.16 78 3.46 124 5.49 25 1.11 62 2.75 69 3.06 25 1.11 23 1.02 0 0.00 1 0.04 0 0.00 3 0.13
2016 Volume % 115 6.38 202 11.20 340 18.86 153 8.49 196 10.87 98 5.44 189 10.48 50 2.77 99 5.49 50 2.77 103 5.71 5 0.28 55 3.05 87 4.83 20 1.11 24 1.33 0 0.00 14 0.78 3 0.17 0.00
2015 Volume % 141 6.83 228 11.05 329 15.94 183 8.87 213 10.32 135 6.54 197 9.54 75 3.63 115 5.57 39 1.89 121 5.86
2014 Volume % 139 6.20 250 11.16 234 10.44 177 7.90 301 13.43 215 9.59 175 7.81 88 3.93 131 5.85 37 1.65 152 6.78
73 116 20 33 0 8 28 10
63 160 26 42 0 26 18 7
Total
2171
1813
2464
2515
2257
1803
2064
3.54 5.62 0.97 1.60 0.00 0.39 1.36 0.48
2241
2.81 7.14 1.16 1.87 0.00 1.16 0.80 0.31
This new Kenworth K200 Aerodyne 8x4 is being driven by Hawke’s Bay-based Jack Ferrick for Midlands Rural Transport of Taupo. A Cummins X15 600-615hp provides the horsepower via an Eaton 18-speed Roadranger and Meritor 46-160 rear axle with X-locks. The truck deck and fiveaxle trailer were built by Jackson Enterprises and are fitted with Nationwide stock crates.
A new International Prostar T6 6x4 tractor has started on asphalt work for Christchurch-based Blue Diamond Holdings. The powertrain is a 615hp Cummins X15 with Eaton Ultrashift and Meritor 46-160 rear axles. Truck extras include a Lonestar drop visor, twin vertical exhausts, premium-plus trim, alloy bumper, Cobra shifter and 7.25t front axle. It will pull a Trout River stainless two-axle walking floor trailer.
106 | Truck & Driver
Philip Wareing of Methven has added this DAF XF Space Cab to its livestock fleet. It’s powered by a Euro 6 PACCAR MX13 with 530hp and is driven by Allan (Bunny) Bunn, covering the South Island. Along with a Traxon automated transmission, the features include full safety system with autonomous braking, active cruise, collision warning, lane departure warning, ABS & EBS brake system and airbag. Jackson Enterprises built the deck and trailer, both fitted with Total livestock crates.
HOT DEALS ABC D2 Governor Valve BX275491R
45.00
$
PROUDLY NZ OWNED & OPERATED
SAVE 45%
Sealco Relay Valve
Sealco Yard Release Valve
Two Port 4.0PSI
1/4" Ports, comes with knob
SL110410
SL17600B
110.00
110.00
$
$
SAVE OVER 45%
SAVE OVER 40%
DON’T FORGET!
Make it easier to get our hot deals delivered to your door
GET A TRT TRADE ACCOUNT TODAY!
Contact us for an application form.
Tippers, forestry, harvesting, spreading, tankers, stock trucks, access equipment and ag work - if your fleet travels offhighway for any reason, Traction Air CTI can improve your performance. Improve traction Reduce tyre wear Reduce damage to road surfaces Greater fuel efficiency Improve vehicle and driver safety Match tyre pressure to load and road surfaces, all from the comfort of the cab!
MANAGING TYRE PRESSURE HAS NEVER BEEN EASIER, MORE ACCURATE OR SMARTER!
CALL US TODAY to talk with our parts team! Prices shown exclude GST and freight and are valid from 1st February to 31st March 2022. *Terms and conditions apply.
Ham: 07 849 4839
Akl: 09 262 0683
Chch: 03 741 2261
www.trt.co.nz
TRANSPORT, DIESEL & MARINE
THE RIGHT PARTS…THE RIGHT PRICES…RIGHT HERE! DRIVELINE PARTS
CAB COMPONENTS
- Rockwell - Meritor - UJ’s - Yokes
- Panel Parts - Mirrors - Glass
ELECTRICAL COMPONENTS
HUB & BRAKE COMPONENTS
- Disc Pads - Rotors - Drums - Valves - Linings
- Headlamps - Tail Lamps - Starter Motors - Alternators - Sensors
ENGINE KITS - Filtration - Turbo’s - Injectors - Hoses
SUSPENSION
TRANSMISSION
- Air Bags - Springs - Shock Absorbers - Pins & Bushes
CLUTCH KITS
- Overhaul Kits - Roadranger - ZF Parts
- Spicer - OEM - Pedal Shafts
4
SUPPORTING ALL YOUR TRUCKING NEEDS
AUTO AIR CONDITIONING
AUTO ELECTRICAL
MECHANICAL SERVICE & REPAIRS
Ph: 0800 501 133 www.tdm.co.nz
Specials valid while stocks last.
8 Prescott Street, Penrose, Auckland
Fax: 09 525 6161 l Email: ray@tdm.co.nz | john@tdm.co.nz
AP21327
EG31777
AVAILABLE AT OUR PENROSE & PAPAKURA LOCATIONS
N
11 ISSUES $ 00
88. $80
105.00
$
Grabasub
E S
11 ISSUES ONLY
$95
ONLY
INCL. GST
INCL. GST
Saving $10
Saving $8.00
(INCLUDES EQUIPMENT GUIDE)
(INCLUDES EQUIPMENT GUIDE)
4 ISSUES
4 ISSUES
10%
9.5%
36.00
$
36.00
$
$32
ONLY
$32
ONLY
INCL. GST
INCL. GST
Saving $4.00
Saving $4.00
6%
6%
NEW ZEALAND’S LEADING INDUSTRY PUBLICATIONS
4 SUBSCRIBE EASY WAYS TO
Post PO Box 112062 Penrose, Auckland 1642
Ph 09 571 3544
Email accounts@trucker.co.nz
www.alliedpublications.co.nz
Tick boxes NZ TRUCK & DRIVER 1 year (11 issues) for $95 incl. GST
FOR ME
NZ LOGGER 1 year (11 issues) for $80 incl. GST
Renewal of current subscription:
RECIPIENT DETAILS FOR GIFT SUBSCRIPTION NAME:
GROUNDSPREAD MAGAZINE 1 year (4 issues) for $32 incl. GST
ADDRESS:
3 TITLES $180 incl. GST
Please tick appropriate magazine title box
SEND A GIFTCARD TO (tick one):
EMAIL: VISA
MASTERCARD
CARD HOLDER NAME: SECURITY CODE:
EXPIRY DATE: SIGNATURE:
TO ME
TO RECIPIENT
Terms and conditions: Subscription rates and a free copy of Equipment Guide are for NZ orders only and only for NZ Truck & Driver, NZ Logger and Groundspread Magazine subscriptions. Rates include GST and postage. For overseas prices please enquire.
PHONE (day): PAYMENT
PHONE (day): EMAIL:
ADDRESS:
AP21327
No.
NZ TRUCKBODY & TRAILER 1 year (4 issues) for $32 incl. GST
MY DETAILS NAME:
RS
A GIFT
XMAS SUBSCRIPTIONS MUST BE RECEIVED NO LATER THAN 14TH DECEMBER 2021
Axle Systems optimised for CTI systems DCA – Durable Compact Axle • Low weight – from just 381kg including suspension • The axle housing integrates the trailing arm, axle tube, brake flange and axle journal, forming a perfect unit. • Maintenance-free compact bearings • Steer axle option with 21 degree steer angle
All axles from the JOST DCA series - rigid or steered versions, can be supplied with a Plug & Play solution for tyre inflation systems. Compatible with all common CTI control devices, therefore no further installations are needed on the axle.
JOST New Zealand Ltd | www.jostnz.co.nz | Ph 0800 567 869 | sales@jostnz.co.nz
CLASSIFIED TRUCK & DRIVER
Forestaire official distributor for New Zealand of Autoclima’s DC powered Fresco 3000 range of truck cab parking Air-Conditioners.
FRESCO BACK
FRESCO RT
The Back unit is usually the truck drivers prefered option without compromising the use of their roof hatch. Guaranteed cool comfortable climate in the sleeping cab. The evaporator is positioned on the back wall, in the sleeping area, and the condenser is located outside, on the back of the truck cabin. Available in 12V and 24V.
Where the fitting of the back unit is not an option the compact RT unit allows for quick and easy fitment into the roof hatch of the truck. Pre- charged with ecologic refrigerant R134a, this universal model allows for fitting on high inclination rate roofs CONDIZIONATORI DA PARCHEGGIO (like the Iveco Stralis). Universal and dedicated installation kits FRESCO are available for the most common models of trucks. Fresco distribuito in tutta la cabina RT in 12V and 24V. Available Condizionatore monoblocco di semplice e rapido montaggio, che utilizza
Guaranteed cool in the sleeping cab.
FRESCO
BACK
Fresco garantito nella zona letto della cabina
Uniform fresh air distribution.
la botola del veicolo. Impianto precaricato di refrigerante R134a ecologico, universale; una soluzione brevettata lo garantisce anche su tetti con grande inclinazione (come IVECO Stralis). Kit di fissaggio universali e specifici realizzati per i maggiori modelli di V.I. circolanti sul mercato.
L'evaporatore è posizionato all'interno in prossimità della cuccetta e il condensatore si trova all'esterno sulla parete retro del mezzo.
Equal cool in the whole cabin Compact A/C for an easy and quick fitting in the roof hatch of truck. Pre-charged with ecologic refrigerant R134a, universal model; a patented solution makes it adjustable also on roof with high inclination rate (like IVECO Stralis). Universal and specific installation kits for the most common models of trucks are available.
The best cool in the sleeping cab The evaporator is positioned inside, close to the sleeping area and the condenser is located outside, on the back of the truck cabin. in. DISPONIBILE A 12V e 24V AVAILABLE 12V and 24V
FRESCO
DISPONIBILE A 12V e 24V AVAILABLE 12V and 24V
Fresco garantito nella zona letto della cabina
L'evaporatore è posizionato all'interno in prossimità della cuccetta P:TOP +64 7 345 7713 | E: sales@forestaire.co.nz e il condensatore si trova all'esterno sul tetto del veicolo. Soluzione preferita per autocarri con cassone fisso. sso. The best cool in the sleeping cab The evaporator is positioned inside, close to the sleeping area and the condenser is located outside, on the roof of the vehicle. Preferred solution for lorries with fixed trailer.
FRESCO
SPLIT
www.forestaire.co.nz DISPONIBILE A 12V e 24V AVAILABLE 12V and 24V
FRESCO
ALASKA
Il TOP del fresco in cabina La grande versatilità delle soluzioni proposte rende questo modello ideale per le grandi cabine dei V.I. extra europei (ma non solo). L'evaporatore può essere installato sotto la cuccetta, nel sottotetto della cabina AUTHORIZED o sulla parete interna e il condensatore all'esterno. DISTRIBUTOR Il gruppo compressore è protettoNZ da una struttura in inox.
BREVETTATO PATENTED
®
BREVETTATO PATENTED The TOP of cool in truck cabin
TD32190
0800 RED DOT (0800 733 368)
The great versatility of proposed solutions makes this model the most ideal for the larger truck cabins of extra-Europe (but not only). The evaporator can be installed under the bunk, underceiling or against a wall and the condenser outside. The compressor group is protected by an inox frame.
La multiversatilità del freddo
DISPONIBILE A 12V e 24V AVAILABLE 12V and 24V
EXPRESSION OF INTEREST AUSTRALIA (WA,NT,QLD)
Si tratta della combinazione di un evaporatore estremamente compatto da montarsi nella posizione scelta dal fruitore e il condensatore del modello BACK.
LIVESTOCK DRIVERS - 2022 SEASON
The cool most versatile model This is the combination of a compact and versatile evaporator which can be installed stalled in the position chosen by the user and the condenser of BACK model. DISPONIBILE A 12V e 24V AVAILABLE 12V and 24V
Duties include, but are not limited to: ▲ Completing daily pre-start checks. ▲ Driving to a safe and professional standard. ▲ Handling and managing sheep and cattle safely. ▲ Completing paperwork including logbooks and trip sheets satisfactorily. Complying with all company policies, procedures relevant legislation including the Chain of Responsibility and Fatigue Management.
Applicants must be able to provide a: Licence for driving a B-Double as a minimum Willingness to undertake and clear relevant medical assessments, clearances and inductions Provide Rights to work in Australia. For information please email hr@rta.net.au or contact Rob Waite, Livestock Transport Manager on 0400 240 424. All applications are to be sent to hr@rta.net.au and must include a detailed cover letter and resume including 2 work references.
Diversity is encouraged at RTA. We strongly encourage applications from Aboriginal and Torres Strait Islanders, people from culturally diverse backgrounds and people with disabilities. • RTA reserves the right to select a shortlist from the applications received.
TD32231
Road Trains of Australia (RTA) Pty Ltd is one of the largest privately owned livestock transporters in Australia and services the top half of Australia with its fleet of Kenworth, Western Star and Mack Titan Trucks hauling along most regional and remote roads. The Company’s long-haul work ranges from delivery of cattle to port for live export to fuel cartage. RTA are currently seeking expressions of interest from suitability qualified casual & fulltime experienced livestock transport drivers for our 2022 season in WA, NT & QLD.
Truck & Driver | 111
CLASSIFIED TRUCK & DRIVER
GOT SURPLUS
EG31450
EQUIPMENT?
LET OUR PROVEN, FULL SERVICE SOLUTION TURN YOUR IDLE INVENTORY INTO CASH....
Fast
Talk to our team today WHEN YOU NEED A REPLACEMENT HOIST it pays to ring Hoist Hydraulics
TRUDY WOOLSTON – M: 027 233 0090 – E: TRUDY@TRUCKER.CO.NZ
0800 856 700 (09) 8186 287
HAYDEN WOOLSTON – M: 027 448 8768 – E: HAYDEN@TRUCKER.CO.NZ
EG30643
sales@hoisthydraulics.net
AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND
Your chance to sell NZ’s #1 selling truck and be part of an award-winning company! Truck & Trailer Repair specialist and Isuzu Master Truck Dealer, McCurdy Trucks, are on the hunt for a self-motivated truck sales person to join their team. If you are a customer experience expert that understands the pressures of the transport industry and are willing to exceed expectations to get customers on the road – they want to hear from you!
McCURDY TRUCKS Parts / service / sales / rePairs / Fabrication
112 | Truck & Driver
If this opportunity excites you, please send your cover letter and CV to: paul@mccurdy.co.nz
EG32217
Having a full truck licence is an advantage but not a necessity, and don’t worry if you’re not a ‘Naki’ local, the McCurdy team are happy to help make the move easy for you.
CROSSFIRE DUAL TYRE PRESSURE EQUALIZATION SYSTEM
SPECIAL
For every COF issued in February 2022
we will give you ONE FREE Crossfire Tyre Equalisation and Monitoring Valve kit per axle. 80 PSI Avaiable only
*Conditions apply
Transport Repairs can fit for a special rate of $149+GST per axle.
HURRY THIS IS ONLY WHILE STOCKS LAST! SAVES YOU TIME AND MONEY
- Maximizes tyre life by decreasing tyre wear - Decreases rolling resistance for increased fuel mileage
- Cuts maintenance time due to single-point inflation and the visual pressure gauge - Improves stability, braking and overall safety
Contact Transport Repairs for more details and to order: www.transportrepairs.co.nz
TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS
Wood chip
Feed Seed Grain
Fertiliser
Sawdust Unloading bulk materials horizontally in less than a minute, this trailer will get you down the road and unloaded safer, and faster than ever before.
Mills-Tui Limited 16–38 Pururu Street, Managakakahi, Rotorua 3015 P 07 348 8039 T 0800 MILLS -TUI (645 578)
Mills-Tui A4 XTREME Advert 2020-12.indd 1
soil metal Gravel sand
mills-tui.co.nz/x-treme
22/12/20 2:49 PM
