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BIG TEST Baker’s Delight | FLEET FOCUS Taylor made | FEATURE: Hire your own boss
OCUS FLEET F
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ON OLD IR
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Issue 256
t h g i l e D
The Official Magazine of
ISSN 2703-6278
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
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0800 FUSO NZ
SCAN FOR MORE DETAILS!
IN STOCK NOW! Canter Tipper – your best new workmate. More and more landscapers are turning to FUSO Canter Tipper for its ease and flexibility. The 6T model can be driven on a car licence with up to a 3.3T payload, while the 7.5T model carries 4.2T. Both come with advanced safety features for greater peace of mind, including Active Emergency Braking, Lane Departure Warning and Electronic Stability Control, plus a limited slip diff and tight turning circle for those trickier sites!
In stock and ready to roll. Call your local FUSO dealer today!
FUSO.CO.NZ
| 0800 FUSO NZ
SCAN FOR MORE DETAILS!
Photography: Elias Moraga
Ride dapper for a cause Join Team ELF in New Zealand
The Distinguished Gentleman’s Ride unites classic and vintage style motorcycle riders all over the world to raise funds and awareness for prostate cancer research and men’s mental health. Since 2012, DGR has raised over NZD $45 MILLION from 340,000 classic and vintage riders and 115 countries across the world.
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A brand of passion
CONTENTS Issue 256 – May 2022 4
News
The latest from the world of road transport, including…. Changes to Road User Charges: SH3 Mt Messenger Bypass go ahead; Updates for the Isuzu Giga and Fuso Shogun model lineups; Latest news on battery electric trucks from around the globe and waiting on a result in the NZ Super Truck Championship.
FEATURES:
REGULARS:
60 Southpac Trucks Legends
80/ Double Coin Tyres NZ Transport 81 Imaging Awards
Warwick Wilshier talks about two of his passions. The co-operative way the logging industry has worked together to improve logging truck safety and his treasured duo of old trucks.
64 Hiring your own boss
24 Giti Tyres Big Test
Baker’s Delight: A new DAF CF 530 in Euro 6 specification has recently gone to work in the tough terrain of the Wairarapa forestry industry. We test the first new truck to be purchased by G&B Baker Ltd and outline the decision-making process which put the DAF on the road.
Taranaki’s FBT Group has a unique management structure. We talk with owners David Geraghty and Rod Campbell about the decision to hire a CEO to guide their family ground spreading and transport business.
69 Celebrating 20 Years
The 20th year of the Southpac Trucks Truckers and Loggers fishing tournament was held in the Bay of Islands at the end of March.
41 Transporting New Zealand
The May update from Ia Ara Aotearoa Transporting New Zealand focuses on the importance of its SOS (Save Our Supply Chain) campaign, a call to those with a heavy vehicle licence who do not currently work in our industry but may want relief work.
73 Southland’s Son
Australian journalist Bruce Honeywill pays tribute to Jim Cooper, one of the leaders and innovators of the Australian transport industry who passed away earlier this year. Southlandborn Cooper made his start in the industry in New Zealand’s deep south before heading to the dust and big distances of the Australian outback.
44 Teletrac Navman Fleet Focus
Taylor Made. A look through the 50-year history of Nelson-based Taylors Contracting, starting from a one-man forestry roading operation to become one of the best-known contracting companies in the Nelson Marlborough region.
MANAGEMENT
81 Old Iron
Transport historian Gavin Abbot looks back on the history of Mack trucks and how the bulldog brand became established in the New Zealand road transport scene.
Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.
89 Truck Shop
New products and services for the road transport industry
93 CrediFlex Recently Registered
Latest NZTA registration data is headlined by record March registrations for new truck sales. Plus, the monthly photo gallery of new trucks on the road.
COLUMNS 79 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 the National Party and ACT Party are offering their views.
91 National Road Carriers Association This month NRC COO James Smith talks about New Zealand’s infrastructure deficit and the opportunity to learn from the Transmission Gully delays and cost overruns.
ADMINISTRATION MANAGER
Publisher
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Sue Woolston
Advertising
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Hayden Woolston 027 448 8768 hayden@trucker.co.nz EDITORIAL Editor
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Editorial office Phone Associate Editor
PO Box 48 074 AUCKLAND 09 826 0494 Brian Cowan
CONTRIBUTORS Dave McLeod Gavin Abbot Bruce Honeywill
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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
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NEWS
RUC updates Charges reduced... AS PART OF ITS TEMPORARY RELIEF PACKAGE AIMED at alleviating the effects of fuel costs rises in the wake of the conflict in Ukraine, the Government is reducing the cost of Road User Charges (RUCs) by 36%. The reduced rates come into effect from April 21 and will be in force until July 21. They have been calculated to offer savings equivalent to the fuel excise duty cut of 25 cents per litre already announced for petrol. Anyone buying an RUC licence in the period will get it at the discount rate. Reduced RUC rates Those who already have existing mileage came into effect from April 21 and will be in paid for at the current rate can purchase force until July 21. a new licence from April 21 and any unused distance will be automatically credited, says Waka Kotahi NZTA. Any such credit from this ‘overlap’ situation must be fully used in buying the new licence, the Agency adds. It also warns users that if they don’t change the start distance, the new licence will start at the end of the current licence, and there will be no credit for any unused distance. Operators buying a licence at a Waka Kotahi agent from 21 April will therefore need to make sure they enter the current hubometer or odometer reading into the second table on the Road User Charges application for distance
licence form (RUCLA), or they run the risk of not being credited with their existing prepaid licence. Waka Kotahi advises that users should only buy enough RUC for the distance they intend to travel during the discount period. If it finds the purchases at the discounted rate have been ‘excessive, unreasonable or are an abuse of the temporary rate reduction’, says the Agency, they will be invoiced for RUC at the normal rate. T&D
...but fees set to rise? WAKA KOTAHI NZTA HAS OPENED the consultation process on a proposal to revamp its fees and charges for the administration of land transport regulations. The new funding model is the result of an 18-month review of the Agency’s funding and fees, and was prompted by the release of two independent reports in 2019 that, importantly, emphasised that the regulatory arm of Waka Kotahi was underfunded. Kane Patena, Director of Land Transport, says the proposal will provide the resources and certainty needed to improve safety and compliance in the transport system through effective regulation. 4 | Truck & Driver
“The new model is based on the simple principle that everyone who creates risk in the land transport system, or who receives direct benefits from being part of it, should contribute to funding its regulation,” he says. “It means the right people will pay for the right things, and we’ll be able to provide better regulation into the future. “This was the first comprehensive review of fees and charges since before Waka Kotahi was established in 2008. We found that most of our fees and charges don’t reflect the current cost to effectively regulate or provide regulatory services, and confirmed that our current funding situation is unsustainable.”
The eight proposals that make up the new funding model include suggested changes to government funding, along with many changes to the amounts Waka Kotahi charges for services. These do not include across-the-board increases. In fact, the fees for diver licences and driver testing are in general significantly reduced. On the other hand, the admin fees for RUC purchases, vehicle licensing and registration, and those for TSL holders and motor vehicle certifier activities are all slated to rise. The period allowed for feedback on the proposals extends through to June. At the time of publication road transport industry bodies had yet to prepare their submissions. T&D
NEWS
The narrow and winding Mt Messenger road will be replaced by a 6km bypass including two bridges and a tunnel.
Mt Messenger bypass is go PREPARATORY WORK FOR A LONG-AWAITED BYPASS of the Mt Messenger section of State Highway 3 in North Taranaki is expected to begin soon. A March 30 High Court decision has cleared the way for the project which will replace the narrow and winding section of State Highway 3 with a new road to the east. The bypass will run for approximately 6km between Uruti and Ahititi and will include two bridges of approximately 125m and 30m in length as well as a 235m tunnel near the highest point of the new route. The most recent cost estimate for the project puts the work at $280 million. A 4.5 year construction period suggests the bypass could open in 2027 if work begins later this year. It’s estimated the bypass will create more than 70 new jobs, approximately $4 million in additional salaries each year and around $25m a year in spending with Taranaki businesses for the supply of goods and services. It’s been a challenging legal road for the new bypass. Consultation began in 2016 and the selected route for the bypass was announced by then Transport Minister Simon Bridges in August 2017. At that time the project had a 2021 completion date. Environment Court consent for the project was granted on April 1 2021 but was appealed by two local groups. The March decision from Judge Andru Isac confirmed consents for the new bypass - to be known as Te Ara o Te Ata: Mt Messenger Bypass. Waka Kotahi Director Regional Relationships Linda Stewart says the Mt Messenger Alliance charged with delivering the new bypass will begin preparatory works this autumn, ahead of a start to main construction in spring. Much of the early works will be centred around environmental activities and will include the creation of access tracks for the project’s significant pest management programme. Main construction will start at the southern end of the project, with earthworks and vegetation clearance. Preparing access to locations for the project’s tunnel and bridges will be a priority. “Te Ara o Te Ata: Mt Messenger Bypass will increase safety for everyone travelling into and out of North Taranaki,” Stewart says. “It will also be more resilient than the current route, standing up more effectively to the challenges posed by the local weather, ground and
geographic conditions. “Equally as important, the project includes a major environmental component to help us achieve our goal of leaving a lasting legacy in Taranaki, ensuring the project area is left in a better condition than before construction.” As well as the new road the project has significant environmental elements including pest management across 3,650ha of forest on either side of the bypass. A 250km network of traps and bait stations every 100150 metres with benefit native wildlife such as kiwi and long-tailed bats. Restoration planting comprises 120,000 native seedlings across 32 hectares and a further 100,000 native plants along roadsides and embankments. T&D
Truck & Driver | 5
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NEWS
New safety features and reduced fuel consumption feature on the upgraded 2022 FUSO Shogun models.
Cleaner and leaner Shogun MARKET LEADER FUSO IS STRENGTHENING ITS Shogun heavy-duty truck range with significant 2022 upgrades. The 2022 Shogun line-up offering 14 variants delivers improved fuel efficiency, greater payload, reduced servicing costs and new safety features across the board, ticking key considerations for operators facing rising costs and environmental considerations. Fuso New Zealand managing director Kurtis Andrews also recently confirmed that FNZ has “doubled down on stock” to meet significantly increased demand. “We have over 1,250 units here or coming in the next six months,” he says. “Over 200 of those are Shoguns, which we reintroduced to Kiwi fleets in 2019 and has since contributed to FUSO becoming New Zealand’s bestselling truck brand in 2021. “The attributes across the range are world-class. In response to increasing demand, we’ve placed a big order and backed ourselves and our dealer network to deliver on that.” With the expanded Shogun family now including the powerful and highly efficient 510hp models and smaller 360hp options, the 2022 line-up is a notably different proposition to the 2019 range. There are key improvements to Shogun’s already strong safety credentials with every new model equipped with the Active Brake Assist 5 (ABA 5) autonomous braking system. ABA 5 employs an enhanced radar system and camera to detect possible collisions and alert the driver at the earliest opportunity. If necessary, the truck’s brakes will be activated automatically to help avoid a collision. Also added to the safety suite is Active Sideguard Assist, which uses radar technology to monitor the truck’s left-hand blind spot and warn the driver of any unsighted cars, cyclists or pedestrians.
Further improvements include LED daytime-running lights and auto high beam control to strengthen Shogun’s already impressive stable of safety features, including Lane Departure Warning, Driver Fatigue Monitoring and Electronic Stability Control. Shogun features the same Daimler Detroit-designed engine technology as it did in 2019, but with more options to suit a wider variety of applications – all developed alongside the FUSO ShiftPilot automated manual transmission. These compact and lightweight fuel-efficient engines are now available in JP17-rated 7.7L, and Euro 6-rated 10.7L and 12.8L variants – all of which exceed current NZ emission regulations. Shogun delivers up to a 20% reduction in fuel consumption compared to the Euro 5 HD it has now replaced, which, in conjunction with 60,000km service intervals, lowers the total cost of ownership for heavy-duty operators. There have also been upgrades to the G230/G330 ShiftPilot automated manual transmission. These include ‘super finishing’ of the splitter gears to reduce friction by 30%, lower viscosity oil to reduce power loss and improved oil distribution within the transmission allowing for a reduction in oil capacity to contribute to a further 1% improvement in fuel economy in the 2022 model Shogun. Shogun has always been at the front of the pack with class-leading tare weights and continues that leadership with the introduction of a compact new SCR muffler, which is 50kg lighter and has improved DPF filtration. Kurtis Andrews said the Fuso NZ team is excited by the evolution of the Shogun range and confident of how it will be received by customers. “We have been working hard ever since its introduction to deliver greater capability across a wider range of applications. Our 2022 line-up bears testament to that commitment and we are confident customers will be impressed by how just how much it can benefits their operations.” T&D Truck & Driver | 7
NEWS
New look, new tech for Giga There will be 29 variants in the updated Isuzu Giga C and Giga E range arriving in New Zealand later this year.
THE BIGGEST NEW VEHICLE OFFERING FROM ISUZU Trucks, the Giga C and E Series models, will debut with a suite of enhanced safety and product features when they go on sale in New Zealand later this year. The list of new developments is highlighted by added safety features, an all-new cab design and a new cab option, as well as a new additional warranty cover. “Key to the success and popularity of Isuzu Trucks is dependability, reliability as well as nationwide after-sales support and service,” said Dave Ballantyne, General Manager of Isuzu Trucks New Zealand. “The new Giga models add to Isuzu Trucks proven reputation and will significantly enhance what we are able to offer our customers, thanks to an expanded range which now consists of 29 models.” New safety features are to the fore on the new model, including the introduction of EBS braking with Electronic Stability Control and Hill Start Assist, Autonomous Emergency Braking and Lane Departure Warning. Autonomous Cruise Control and Adaptive Driving Beam lights also feature across the Giga portfolio. The refreshed cab design, introduced for the first time on the 2022 Model Year, delivers improvements to driver ergonomics. One of the first new features to notice is an all-new ISRI seat, the advanced design ensuring maximum comfort and safety. From the driver’s seat, a new multi-information display is easily visible and is capable of conveying a variety of information in a clear, concise, and easy to interpret manner. The availability of an all-new, ‘Super High’ cab, available on CYJ530 8 | Truck & Driver
and EXY530 MT/AMT models, enhances all-round functionality. Included in the new design is the introduction of a number of roof mounted storage spaces. “Such storage pods allow the driver to safely and securely stow items away, out of the cabin environment when travelling and away from prying eyes when parked up,” said Mr Ballantyne. The front of the new 530 models receives a chrome appearance treatment, while a new look lights package, consisting of front LED with auto headlights and LED rear lamps (not available on EXY model), provides added at-night ability, both from a ‘seeing’ and ‘being seen’ standpoint. At the heart of the Giga is the renowned 6WG1 engine, retained for its reliable reputation. The engine ratings remain carryover compared with the current VC36 model range, with the exception of the 400hp models which increase to 420hp. From a mechanical perspective, the Eaton RTLO18918 is now standard across all manual transmissions and a clutch brake replaces the counter shaft brake for these transmissions. Furthermore, all 29 Giga models in the range now feature a new additional warranty cover, taking the total warranty period to five-years/ 500,000km warranty. The new additional warranty enhances peace of mind and offers substantial benefits from a cost-of-business perspective. Isuzu Truck dealers around the country are taking orders on the new models now, with the first of the new arrivals anticipated to arrive in Q3 of this year. T&D
NEWS
Autonomous milestone
Kodiak’s trial saw the Level 4 Autonomous Kenworth run 24 hours a day between Dallas-Fort Worth and Atlanta.
THE DEVELOPMENT OF AUTONOMOUS TRUCKING routes in the United States is continuing to expand. Self-driving truck developer Kodiak Robotics has partnered with U.S. Xpress, one of America’s largest carrier fleets, to launch a Level 4 autonomous freight service between Dallas-Fort Worth and Atlanta. U.S. Xpress becomes the first cornerstone truckload partner in Kodiak’s Partner Deployment Programme, working with Kodiak to deploy selfdriving technology. This partnership also launches the first commercial autonomous trucking lane to the East Coast. A Kodiak truck and U.S. Xpress trailers completed a first-of-its-kind pilot, hauling freight four round-trips (eight segments), approximately 10,200km, delivering eight commercial loads between Dallas and Atlanta in late March. The truck ran 24 hours a day for 131 total hours, representing a more than 100% increase in utilisation compared to a traditional truck and professional driver with 11 hours of service limit. By increasing the number of hours a truck can be used per day to 20+ hours, autonomous trucks will allow carriers to haul more freight with fewer trucks, increasing revenue while decreasing costs. A rotating team of four professional Kodiak safety drivers oversaw the autonomous system. “This pilot demonstrated to our operations teams and our customers the benefits that can come with autonomous technology,” said Eric Fuller, President and CEO of U.S. Xpress. “We fundamentally believe that Kodiak’s autonomous technology will allow us to scale our fleet while increasing truck utilisation compared to a human-driven truck. Our strategic partnership is helping both of our teams
identify ways to quickly integrate and scale autonomous technology into our fleet once it is commercially available.” The route between Dallas and Atlanta is a perfect entry point for continuous autonomous operations because it’s slightly longer than what a driver is permitted to operate in a day but is too short to economically run as a team. This pilot also represents the first-ever autonomous freight deliveries between Dallas and Atlanta. “Our partnership with U.S. Xpress marks our service expansion to the East Coast,” said Don Burnette, Founder and CEO of Kodiak. “We believe it is the furthest east any company has delivered multiple loads using autonomous technology. Having the capacity to sustain 24/7 operations across the more than 1200km between Dallas and Atlanta — two of our nation’s busiest freight hubs — represents a giant step forward for Kodiak, and for the AV trucking industry as a whole.” This pilot is the first step in the partnership between U.S. Xpress and Kodiak. Kodiak will continue to haul freight with U.S. Xpress between Dallas and Atlanta, as well as other lanes within the Kodiak network. By servicing lanes often deemed less desirable by professional truck drivers, autonomous trucks complement human drivers allowing them to focus on routes which can provide a more consistent schedule and predictable pay check. In addition to Dallas to Atlanta, Kodiak has been delivering freight on the 385km lane from Dallas to Houston since mid-2019, and on the 450km lane between Dallas and San Antonio since mid-2021. The company recently launched commercial operations between Dallas and Oklahoma City in February 2022. T&D Truck & Driver | 9
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NEWS Performance Team, part of the Maersk Group, has ordered 110 Volvo VNR Electric trucks for use in California.
Record order for electric Volvo A DEAL TO SUPPLY 110 VNR ELECTRIC TRUCKS TO global logistics company Maersk ranks as the single largest commercial order to date for Volvo’s electric truck line-up. The deal adds to a previous Maersk order of 16 vehicles of the same model. The order was placed by Performance Team, part of the Maersk Group, and adds up to mean a total of 126 such electric trucks will be in service for Performance Team. The first electric trucks will be in operation in the second quarter of 2022 and all 126 trucks are scheduled for deployment by the first quarter of 2023. “Volvo Trucks is excited to continue collaborating with Maersk on its fleet sustainability goals and to play a key role in the organisation’s continued scaled investments in electromobility solutions,” says Peter The Performance Team fleet already includes 16 Volvo VNR Electric trucks.
Voorhoeve, president of Volvo Trucks North America. The Class 8 electric trucks will be used in California for a variety of transport assignments, serving port drayage and warehouse distribution routes. The Volvo VNR Electric has an operating range of up to 440km and energy storage of up to 565kWh. The truck can be 80% charged in 90 minutes with the six-battery package and 60 minutes with the four-battery version. The Volvo VNR Electric is produced in Volvo Trucks’ New River Valley plant in Virginia, which is the exclusive producer of all Volvo trucks in North America. Globally, Volvo Trucks has set the ambitious target that half of all trucks it sells will be electric by 2030. “We are determined to lead the electric transformation of the transport industry. Volumes are still low, but we see rapidly growing interest in Europe, North America and also other parts of the world,” says Roger Alm, President Volvo Trucks. “In 2021 we took orders, including letters of intent to buy, for more than 1,100 trucks in over 20 countries. It’s clearly becoming a key competitive advantage to be able to offer electric, zero emission transports.” Volvo Trucks was the market leader in heavy electric trucks in 2021 in Europe with a market share of 42% and also has a leading position in North America. With a total of six electric truck models in production as of this year, Volvo Trucks has the most complete electric line up in the global truck industry, covering everything from city distribution and refuse handling, to construction transports and regional haulage. T&D Truck & Driver | 11
NEWS
Plan ahead for Bombay 2023 PLANNING HAS STARTED AGAIN FOR THE SECOND running of the Bombay Truck Show. Originally scheduled as a biennial event, the 2022 edition was cancelled due to New Zealand moving into the COVID-19 Red traffic light setting from late-January. Organisers have announced the next show will go ahead on Saturday January 21, 2023. The venue for the truck show is the Bombay Rugby Club grounds and title sponsors Transfleet Trailers and Allied Petroleum will continue their support of the event. Show director Marieka Morcombe says the organising committee is in
The inaugural Bombay Truck Show was held in February 2020.
the favourable position of already having a lot of the planning in place from the postponed 2022 event. “Now the date is confirmed we can just take off again from where we were forced to shelve all of our plans back in January,” Marieka says. “There will be some exhibitor stands available and we’ll open up the Show ‘n’ Shine entries again because we are expecting to have some more space.” Well ahead of this years’ event being cancelled all exhibitor stands had been sold out and more than 300 trucks were entered for the UDC Show ‘n’ Shine competition. The inaugural show in 2020 raised $68,000 for local charity groups. T&D
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NEWS
More tech for next-gen eCanter A NEW GENERATION FUSO ECANTER LIGHT-DUTY electric truck is being developed at the Mitsubishi Fuso Truck and Bus Corporation (MFTBC) Kitsuregawa Proving Ground in Japan. The next generation eCanter will offer upgrades to both range and safety technology, and will also be offered with an expanded model line-up to meet a wider range transportation roles. Since its debut in 2017, the eCanter has been supporting the logistics needs of various companies including those in the apparel industry, furniture sales, health care, newspaper distribution, as well as food and entertainment. To date, over 350 vehicles have been introduced in Japan, Europe, the United States, Australia, and New Zealand, covering a collective distance over 4.5million kilometres worldwide through daily operations. The eCanter has been developed consistently since 2017 when it was launched as Japan’s first series-produced all-electric light-duty truck. An improved model with advanced safety features was announced for the Japanese market in 2020. The next generation electric truck is being tested under severe conditions in both hot and cold climates in multiple locations. Driving tests surpassing a total distance of over one million kilometres will be completed by the official launch. MFTBC intends to electrify all new models for the Japanese market by 2039 to accelerate its shift to CO2-neutrality. It has increased its investment in EV development infrastructure, installing high-voltage quick chargers, an EV workshop and facilities to evaluate high-voltage
EV components and verify the driving functions of electric trucks at the Kitsuregawa Proving Ground. “We are proceeding with the development of electrified vehicles and further expanding our EV-dedicated infrastructure,” said Hironobu Ando, Vice President and Head of Product Engineering. “Our ultimate goal is to achieve CO2-neutrality in our commercial vehicles. Through this ambition, we hope to contribute to the sustainability of not only our customers’ businesses, but also that of society as a whole.” The newly installed EV workshop at Kitsuregawa is also equipped with a test bench to verify the external power supply functions of the eCanter in the event of a natural disaster. T&D The next-gen eCanter will be offered with an expanded model line-up to meet a wider range roles.
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NEWS The new Navistar plant at San Antonio will build diesel and electric powered trucks.
Navistar opens Texas plant NAVISTAR INTERNATIONAL CORPORATION, THE producer of International Trucks and since July 2021 a wholly owned subsidiary of Traton, has opened its state-of-the-art San Antonio Manufacturing Plant in Texas. Both diesel and electric trucks will be produced at the new benchmark facility which will improve quality, lower costs and provide capacity support to Navistar’s current manufacturing footprint. The new plant complements Navistar’s existing assembly manufacturing operations, which include truck assembly plants in Springfield, Ohio and Escobedo, Mexico, a school bus assembly plant in Tulsa, Oklahoma, and a powertrain manufacturing plant in Huntsville, Alabama. The sustainable manufacturing processes will be integrated in all existing manufacturing plants. “The choices we make today will take Navistar to a new level of impact in the transportation industry. That’s why we are laying the foundation for the future in this plant, because the future begins with the decisions and investments we make today,” says Mark Hernandez, executive vice president, Global Manufacturing and Supply Chain. The 93,000-square-metre facility includes a body shop, paint shop, general assembly shop and logistics centre equipped to produce Class 6-8 vehicles, including electric models. The plant is a sustainable baseline facility in site, building and process practices, to serve as a benchmark for Navistar’s manufacturing network. “In support of our company focus, we are taking actions to reduce the environmental impact of our manufacturing operations with the goal of becoming zero carbon as we transform the future of transportation,” said Hernandez. “The first vehicle off the manufacturing line in San Antonio was the 14 | Truck & Driver
International eMV Series electric truck; the purpose of the plant from inception was to have the capability to manufacture both electric and internal combustion engine powertrains in the same facility.” The San Antonio Manufacturing Plant was also constructed with efficient energy use goals in mind. As part of the U. Department of Energy’s (DOE) Better Buildings, Better Plants Programme, Navistar is committed to reducing energy intensity in San Antonio and other U.S. plants by 20% by 2030. LEDs illuminate the plant, using 75% less power than conventional lighting, and translucent panels allow natural light to brighten the indoor space as a supplement to the lighting system. The building also includes energy efficient wall panels to better regulate indoor temperatures. The plant will serve as Navistar’s benchmark for lean manufacturing principles to eliminate waste, improve product quality, drive operational efficiency, and reduce cost and time. “We are incorporating the latest manufacturing principles – digital factory, connected machinery, robust lean manufacturing processes and cloud analytics – to enable predictive quality and maintenance, and allowing datadriven decisions to be made on the shop floor in real time,” says Hernandez. In the future, Navistar plans to begin operations at the Advanced Technology Centre (ATC) on-site, which accelerates implementation of emerging technologies within the commercial trucking space. The ATC is focused on product development, testing and validation efforts supporting the company’s strategy, and will be a key location for future research and development footprint with a focus on zero-emission components, software and autonomous technologies. The new manufacturing plant will bring approximately 600 jobs to the San Antonio area. T&D
TRUCKS YOU CAN RELY ON
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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. • • • • •
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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
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NEWS The sales growth of electric vehicles is outstripping the pace of charging infrastructure investment in Europe.
Huge charging investment required R APIDLY INCREASING SALES OF ELECTRICALLY rechargeable vehicles (Battery Electric and Plug-in Hybrid) across Europe requires a massive investment boost in charging infrastructure to keep pace. Supported by new research, the European Automobile Manufacturers’ Association (ACEA) is calling on all EU member states to urgently stepup investments in infrastructure for electrically-chargeable cars, vans, trucks and buses. The auto industry is already placing hundreds of models of low- and zero-emission vehicles on the market, but has serious concerns about the slow deployment of the infrastructure needed to charge these vehicles. The research also identifies a need for greatly increased investment in fleet hub, highway and overnight charging facilities for heavy trucks. Sales of electrically-chargeable cars increased 10-fold in the EU over the past five years, reaching 1.7m units last year (or 18% of the total market). The number of public chargers in the EU grew by 2.5 times over the same period. According to new cross-industry research based on analysis by McKinsey, up to 6.8m public charging points would be required across the EU by 2030 to reach the proposed 55% CO2 reduction for passenger cars. This figure is almost twice that put forward by the European Commission in its Alternative Fuels Infrastructure Regulation (AFIR) proposal, which is now under negotiation in the European Parliament and Council. 16 | Truck & Driver
This means that up to 14,000 public charging points for all vehicle segments would need to be installed EU-wide every week – compared to under 2,000 per week currently. “The transition to zero is a long-term race,” says ACEA President and CEO of BMW Group, Oliver Zipse. “The key challenge now is to convince all member states to pick up the pace in deploying the required infrastructure. We absolutely need an ambitious conclusion of the AFIR proposal, both in terms of its timing and the targets it sets for each EU country.” Although sizeable investments will be required at the outset, these represent just a fraction of the total investments into comparable infrastructure projects – and would bring huge environmental benefits. For example, the new research paper estimates the annual costs for public charging infrastructure at €8bn (NZ$12.6 billion) – around 16% of investment into 5G and high-speed internet networks. The report says the locations, space and power output levels needed for heavy-duty commercial vehicle infrastructure are substantially different to those for passenger cars. According to the research paper, trucks will require 279,000 charging points by 2030, of which 84% will be in fleet hubs. The remaining charging points will be predominantly public, fast along-highway (36,000) and public overnight charging points (9,000). T&D
NEWS
Daimler drives for efficiency DAIMLER TRUCK HAS ANNOUNCED a third generation update of the OM 471 heavyduty engine for the Mercedes-Benz truck line-up. Customers in Europe can already order the upgraded engine in both Actros and Arocs model lines with availability from October 2022. Manufactured at the Mercedes-Benz Mannheim plant, the updated OM 471 features a range of innovations to decrease the Total Cost of Ownership and reduce fuel consumption without sacrificing performance, driving dynamics or driving comfort. The efficiency gains are the result of a number of engine innovations. For example, the geometry of the piston recess, the injection nozzle design and the parameters of the cylinder head relevant for gas exchange were subject to an extensive optimisation process. The compression ratio of the six-cylinder inline engine has also been raised from 18.3:1 to 20.3:1, providing more efficient combustion with a peak ignition pressure of 250-bar. Daimler Truck says one of the most important levers in increasing fuel efficiency in modern diesel engines is turbocharging optimisation.
The third generation OM 471 introduces two new turbochargers developed and manufactured in-house. The consumption-optimised variant, with the focus on the lowest possible fuel consumption, is used in engines rated up to 350kW (476hp). The second turbocharger variant is designed for high performance and a high engine braking force for engines rated up to 390kW (530hp). It’s estimated the lower and medium performance levels of the OM 471 achieve a fuel saving compared with the previous generation of up to 4%. For the upper performance levels the saving is up to 3.5%. Friction reduction is the third important lever for improving fuel efficiency and the genthree OM 471 has a newly developed engine oil pressure control valve - installed behind the engine oil pump and in front of the oil thermostat. Available reductions in engine oil pressure are determined in a complex matrix that takes into account all engine components and their specific requirements, such as lubrication or cooling. A newly-developed engine oil with low viscosity enhances oil pressure control and improves fuel
efficiency without reducing oil change intervals or increasing the wear on engine components. The exhaust gas aftertreatment system has also been adapted to the new combustion and control system. The system limits the counterpressure and also increases the uniformity index of the AdBlue, which leads to improved NOx conversion and lower fuel consumption. The NOx sensors together with the closed and adaptive NOx closed-loop control circuit and a predictive SCR temperature model have enabled emission stability to be improved even further. The engine complies with Euro VI-e, which calls for effective limitation of exhaust gas emissions over the entire normal service life of a vehicle under normal usage conditions. The driving dynamics of the third generation of the OM 471 are enhanced by the new PowerShift Advanced automated transmission control which enables smoother moving off and acceleration thanks to precise gear selection. Faster gear changes reduce the torque interruption time by up to 40% in the upper range. T&D
The updated OM 471 engine (top) will be introduced in the Actros (right) and Arocs models.
Truck & Driver | 17
NEWS
Australian hydrogen highway A TRI-STATE INITIATIVE PLANS to establish a hydrogen refuelling network for heavy transport and logistics along Australia’s eastern seaboard by 2026. The New South Wales, Victoria and Queensland governments have signed Memorandums of Understanding for the refuelling corridors, starting with the Hume Highway, the Pacific Highway and the Newell Highway. The work will commence with Victoria and New South Wales each providing AUS $10 million to build at least four renewable hydrogen refuelling stations between Sydney and Melbourne. The funding will also provide grants for the country’s first long-haul hydrogen fuel cell electric freight trucks. NSW Energy Minister Matt Kean says
building a hydrogen refuelling network for heavy transport on Australia’s busiest road freight routes will enable the decarbonisation of heavy transport industry. “Renewable hydrogen will increasingly become a competitive zero emissions fuel option for our heavy transport sector, giving our trucking industry the opportunity to decarbonise their fleets,” Mr Kean says. Victorian Minister for Energy, Environment and Climate Change Lily D’Ambrosio said this agreement will be key to reducing emissions in transport and logistics, one of the country’s most important sectors of the economy. “The renewable hydrogen highway will create new jobs, drive investment across the east coast and is a landmark step towards meeting Victoria’s target to halve emissions by 2030 and
H2 GAS reach net-zero by 2050,” Ms D’Ambrosio says. “This historic collaboration between Victoria, New South Wales and Queensland will revolutionise Australia’s busiest freight corridor, lighting a pathway to a zero-emissions transport sector.” T&D
VISTA competition heats up MIIDWAY THROUGH THE NEW ZEALAND ROUND OF top two workshops from New Zealand will compete in a digital semifinal the VISTA World Championship 2022, the team from Truckstops against the top four Australian workshops. The winning team will then Whangarei holds a narrow lead from groups from Truckstops Mount move into the finals held in Sweden in September. Maunganui and Lower Hutt, who are tied in second. VISTA has been cancelled due to COVID-19 for the past two years, VISTA (Volvo International Service Training Award) is an international but in the 2018/2019 competition teams from Truckstops’ Whangarei and competition open to all service market professionals within the global Invercargill branches made the semifinals. T&D service network of Volvo Trucks and Buses. According to Volvo Trucks, it is Forty teams from around the world contested the 2018 VISTA final in Curitiba, Brazil. the world’s biggest such competition. Contested by teams of four, the competition is open to eligible members within New Zealand’s authorised Volvo Service Centres. These include technicians, service advisors and nonmanaging workshop and parts staff. The local heats are based on two qualifying rounds focused on theoretical questions covering Volvo information sources, Volvo branding and basic knowledge. There is also a ‘Pitstop’ component based on a timed e-learning challenge. A set of ‘Missions’ has been introduced for the first time in the 2022 championship, covering areas such as electromobility, health and safety, sustainability, innovation, parts logistics, and team building – all of which contribute to an overall points total for each team. After the final local round, in June the 18 | Truck & Driver
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NEWS
Battery campaign all positive A NEW KIWI INITIATIVE WAS RECOGNISED AT THE Australian Auto Aftermarket Awards (AAAA) held in Melbourne in early April. Bapcor New Zealand won the Most Innovative Community Impact Programme for its Gumboot Friday scrap battery collection campaign. In the lead-up to last November’s Gumboot Friday, which raises funds for Mike King’s I Am Hope charity, Bapcor put out the call it would be collecting scrap batteries for recycling. The $200,000 raised from the collection is now supporting mental health programmes in New Zealand. “Through our 250 sites [BNT, HCB, Battery Town, Shock Shop, Precision Equipment, Autolign, NZ Brake Co, Diesel Distributors, Truck and Trailer Parts, JAS Oceania] we put the call out for scrap batteries,” says Greg Wards, Channel Manager for the Battery Town Network. “I think that’s what made it successful. It was easy for people to drop off scrap batteries,” says Greg. “Another reason the initiative was so successful was because it resonated with Bapcor customers and the public alike. “We also phoned up our larger trade customers including Fonterra, Mainfreight, Scania and Southpac Trucks who contributed large amounts of scrap batteries. Mainfreight helped out with free transport to get the batteries to Dominion Traders in Auckland. “We were blown away by the amount we received. We ended up with about 200,000kg of scrap batteries, so as well as supporting mental health there was also an `environmental health’ aspect to the campaign.”
The batteries were shipped to battery recyclers in South Korea. “Understandably, Bapcor is proud of this achievement, and more so because the significant money collected is going to such a worthy cause which is already making a difference for those in need,” says Greg. T&D
Martin Storey (Executive GM Bapcor NZ), Craig Fowler (HCB Technologies Business Manager), Jeff Mills (Bapcor NZ Product Manager) accept the innovation award for the Gumboot Friday campaign.
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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.
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NEWS
Cold weather testing in Finland is readying the Mercedes-Benz eEconic for global launch later this year.
Winter testing for eEconic DAIMLER TRUCKS HAS BEEN SIMULATING RUBBISH collection in freezing Artic conditions as it continues testing of its upcoming eEconic model range. The e-truck intended for municipal use will be the next battery-electric Mercedes-Benz truck model to go into series production, starting in the second half of this year. Recent winter testing near Rovaniemi, Finland - inside the Arctic Circle - has seen the pre-production eEconic operating at temperatures down to -25°C. Daimler Truck engineers tested the behaviour of the batteries and the electric powertrain and associated systems at very low temperatures. And the vehicle’s batteries were charged at various charging stations in order to check compatibility between the vehicle and charging stations. Developers also tested the practicality of the eEconic with the nearproduction-level test vehicle using simulated waste collection routes. Vehicles must function reliably even in adverse weather conditions and fulfil their tasks, especially in municipal use. The tests in Finland have shown the eEconic meets these requirements – with low noise and locally carbon neutral operation. The eEconic is now ready for the next step which will be practical testing with customers.
In terms of vehicle architecture, the eEconic benefits from Daimler Truck’s global platform strategy. The low-floor truck is based on the eActros heavy-duty urban distribution truck, which went into production in 2021. T&D
Truck & Driver | 21
NEWS
Stewards to decide Super Truck title
Above: Troy Wheeler makes a fast start at Ruapuna. Photo: Terry Marshall.
Below: Close racing between Alex Little and Troy Wheeler at Ruapuna. Photo Euan Cameron. ALEX LITTLE HAS BEEN provisionally crowned New Zealand Super Truck champion following the Manfeild finale over the April 2-3 weekend. But as NZ Truck & Driver went to press a Stewards hearing was pending before the championship results could be declared official. Motorsport New Zealand said in a statement:
22 | Truck & Driver
“A protest was made by a competitor to the Stewards regarding the technical eligibility of one of the vehicles at the final round of the NZ Super Truck Championship. A technical investigation after the event has now taken place. Subsequently a Stewards hearing is now needed to discuss the findings of the investigation and issue a decision. A further update will be issued
when it is appropriate to do so.” Little (Lower Hutt) had set the pace in the first two rounds of the championship at Timaru (in January) and at Teretonga earlier in March with his Freightliner. At the halfway point of the series, Little led with 114 points from Wheeler (Papakura) on 96 and Dave West (Pukekohe) with 89. Round three at Ruapuna saw Wheeler qualify second and race his way back into contention with three wins – narrowing Little’s advantage to 10 points and setting up a tense Manfeild finale. Wheeler reduced the gap to seven points by pipping Little to pole position at Manfeild. But racing saw Wheeler handed time penalties in both the first and second races and Little had built an unassailable lead before the final race began on Sunday afternoon. The pace-setter at Manfeild was inaugural (2005) Toyota Racing Series champion Brent Collins from South Canterbury driving the Freightliner Century usually campaigned by Malcolm Little. Collins won both of the Sunday races. The provisional standings show Alex Little with 222 points from Wheeler on 196. Dave West completed the podium with 172 points with his Freightliner Argosy while Shane Gray (Wellington) in his new Kenworth finished fourth with 144 points. T&D
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Baker’s Story Colin Smith Photos Gerald Shacklock
24 | Truck & Driver
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It’s the dawn of a new era for G&B Baker Ltd with a DAF CF 530 logger joining the fleet as its first brand new truck.
SELLING A NEW TRUCK TO LONG-TIME Masterton transport operator Bruce Baker demands a lot of patience. In fact, until last year many might have considered it impossible. But now there’s a brand-new DAF CF 530 in the blue, white and red colours of G & B Baker Ltd. Like its three sisters in the fleet – a Hino 700 and a pair of Freightliner Argosy’s of mid-2000s vintage - the new DAF is at work carting logs away from rugged Wairarapa forestry sites. G & B Baker Ltd has always run its log cartage business - and in earlier days bulk work and general freight as well - with a fleet of carefully selected second-hand trucks. Bruce and his wife Jeanette take a cautious approach to business. The decision to purchase the new DAF was based on local contacts and long-term relationships, a significant amount of value-for-money research and confidence in the booming Wairarapa forestry industry. “We are old school, and we build the business on relationships with people,” says Bruce. “We get on with the job and if there’s a problem we sit down and just sort it out.” Bruce carefully assessed the options, looked at a period of stability in the Wairarapa log industry and sought out a long-time friend to help make his first new truck selection. It was Southpac’s Mark O’Hara who completed the DAF deal with the Bakers. “I first met Bruce when I was a mechanic at Fagan’s [the Ford, Kenworth and Foden dealership in Masterton at the time] working on his trucks back in about 1990,” says Mark. “Then I spent six years in the parts department and sold him Foden parts. And for the last 20-odd years I’ve sold him secondhand trucks. “So, it’s only taken me 32 years to sell them a new truck,”
laughs Mark. “It took me 32 years to find a good salesman,” counters Bruce with a smile. With a road transport background that goes back to running a Leyland Crusader as a farm truck and a business career that includes bulk fertiliser sales and haulage, a Perrindale stud and 20 years’ operating the Stoney Creek station near Martinborough, remarkably it’s the first time the Bakers have purchased a new truck. “Over the years we have bought second-hand trucks and also leased a couple of trucks on occasions. And I’ve only ever bought one new car,” says Bruce. In its current form G & B Baker Ltd is a four-truck fleet with two drivers. There’s a 2006 Hino 700 Series that’s done 1.2 million kilometres and is now for sale [the DAF is its intended replacement] and a pair of Freightliner Argosy’s - one CAT powered and the other Cummins equipped. With two drivers it means one of the Freightliners is kept in reserve as a spare to cover for servicing or inspection commitments on the others. G & B Baker Limited is a more compact operation than it used to be. Bruce and Jeanette planned to retire and sold their fleet back in 2009. At its peak the company ran nine trucks (seven loggers and two bulk trucks) in its own colours and used a number of sub-contractors. Their retirement didn’t go entirely to plan and after three months Bruce was back in the logging game. “We started again because one truck didn’t sell,” says Bruce. The Bakers mainly have had experience with Foden, Hino, International and Freightliner products and there’s been one previous DAF in the fleet. Making the move into this DAF CF – which claims a first by Truck & Driver | 27
Top: Driver Adrian “Morty” Mortensen says he’s enjoying the quiet performance of the DAF CF. Above: Bruce and Jeanette Baker are staying in the logging business in spite of “retiring” in 2009. Below: The 530hp DAF is making easy work of the Wairarapa Hills.
28 | Truck & Driver
being the first Euro 6 dedicated logger from the Dutch brand to go into service in New Zealand - saw the Bakers follow their usual cautious approach. Bruce had a list of purchase priorities. “No matter how good the truck is, or how good the deal is, if the parts aren’t available, I won’t buy it. Full stop. We have to keep trucks on the road in some tough terrain. “I looked at a number of brands. The DAF stacks up as good value for money,” he says. Bruce believes a four-axle trailer is the best combination for the narrow and demanding Wairarapa terrain and his priority list also included air suspension and disc brakes on the trailer, a full safety package, a dash cam, EROAD system and Traction Air tyre inflation. He settled on Kraft Engineering for the logging gear and four-axle trailer. “I’ve had a couple of second-hand Kraft trailers and I’ve been impressed,” says Bruce. One aspect of the purchase where Bruce did make a change to his initial shopping list was the transmission. “I did have an 18-speed [Road Ranger] in my mind to start with,” he says. But in the end the DAF model range bundles its latest generation safety and driver assist technologies with its automated transmissions. The 16-speed TraXon was selected. The local focus in Bruce’s buying decision extends beyond the truck itself. The DAF has been painted by Supreme Automotive Refinishers in Masterton and it’s serviced locally at Commercial Fleet Services. “Reon Madden at Supreme does a great job and Joe’s Tyres do all of our tyres for us and we never run retreads,” says Bruce. “I always prefer to deal with local guys, because I want them to be there when I need them.” The DAF has been making early morning starts from the G & B Baker yard on the outskirts of Masterton since early December. It had clocked up just over 22,000km at the time NZ Truck & Driver met with the Bakers and driver Adrian “Morty” Mortensen. Morty has driven the Baker’s Hino and Freightliners for the past eight years following a 10-year stint driving tippers for Higgins. The DAF is providing his first experience of a modern-spec Euro truck. After a first-light photography session in the Baker’s yard, Morty and the DAF are ready to show us their typical workday. We are heading east toward Castle Point. The first three months with Morty behind the wheel have seen the DAF hauling logs from a private forestry block marketed by Farman Turkington Limited at Tinui Valley Road to either the Masterton rail yards, or
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Ready to haul another load of logs to Masterton, the DAF can make three runs per day provided there are no hold-ups.
the Kiwi Lumber sawmill located right next door. There’s also been an occasional run over the Remutaka Hill to the Port of Wellington. It’s roughly 50km and the best part of an hour out to where the trees are harvested. Morty drives the route up to six times a day and says it’s a road to always remain wary on. The patchy seal, potholes, narrow bridges and camber changes are known quantities. In one spot a passing lane has been completely lost to subsidence. There aren’t many places where the truck is running at 90kph. There are livestock movements as well as wandering sheep and cattle with the occasional pig or deer on the road as a surprise. “Every so often you’ll see a car coming in here quite fast,” says Morty. “We come down a couple of hills into tight corners with a narrow bridge at the bottom. You can’t be going too fast. “And you’ve got to keep away from some overhanging branches in a couple of places or you’ll knock your left-hand mirror.” Morty recalls exiting a corner one morning while he was driving the Hino after a night of heavy rain. Just ahead of him a tree fell across the road. “It was like you see in the movies. It looked like it happened in slow motion right in front of me.” The last stretch of the run is the narrower Tinui Valley Rd which has its own radio channel and Morty is in touch with the school bus and the other logging trucks using the road. “If I start at 4am I’m usually ready for the first load of logs at 5am if I’m front of the queue. We can do three loads in a day if everything goes to plan and there are no stoppages,” says Morty. Access into the forest from the valley floor is up a typically 30 | Truck & Driver
steep and narrow track that Morty says gets muddy in wet weather. After dropping tyre pressures it’s a 4.5km climb past previously used skid sites and high enough to see glimpses of the Pacific Ocean during a short wait for one truck to finish loading. “The road starts out pretty good, it’s been here for a while but as we get up further it’s pretty corrugated with some stones sticking out just enough to be a pain,” says Morty. “It’s got a good base to most of it. Where we turn onto a new track it gets a bit softer.” We enjoy some fine weather, and the road base is solid with the unloaded DAF easily finding grip as it settles in ninth gear for a steady climb. Morty says it can be slippery in the shaded sections following rain and whenever it’s wet the fine dust turns to something like cement and cakes itself onto the trucks. “When it rains it gets a bit soft and you just pick your way through the ruts,” says Morty. For Morty the DAF experience has been about getting used to a much quieter and smoother truck, putting aside his years of manual gearbox experience, and learning the best settings from the electronics on the truck. “The biggest difference is I don’t have to change gear now,” says Morty. Two pushes on the end of the right-hand stalk allows access to fingertip manual shifting. “I’ve got a little button on the side to change gears. But sometimes that feels like lazy driving.” And after three months he says it’s now becoming rare for his left hand to make that initial move to where the manual shifter would be and simply use his fingertips on the CFs steering column shifter. “Manual is still in the back of my mind because I still have to
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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
TD32461
Sales and Service - Contact Mike Long 021 651 965
mills-tui.co.nz
drive the other ones which are all manuals. I don’t think you’ll forget how to drive manual.” The Euro switchgear and controls has also required some getting used to. “I’ve tried switching on the engine brake with the indicators,” laughs Morty. “The indicators are on the wrong side. The Hino’s are on the right side and so is my Holden Colorado.” He says the DAF is quiet and it has taken a little time to understand how easily the truck is doing its work. “I’m enjoying it. It feels easy to drive and it’s smooth and quiet. You never get much impression that it’s working very hard. At first, I was worried it was so quiet that it might be struggling but I wasn’t hearing it.” At Mark O’Hara’s recommendation the DAF is equipped with an optional lower final drive ratio. Mark says its better suited to the
Wairarapa road conditions. “It’s 3.78:1 where typically it would be 3.09. The 16-speed transmission and the terrain the truck works in lends itself to the combination,” says Mark. Mark has kept in contact with the Bakers and Morty while the truck has completed its early work and like any new truck in a new application there’s been some fine-tuning. “Southpac does a lot of its driver training with TR Group but when I can, in the more remote areas, I like to grab a hard hat and go out myself. I enjoy it,” says Mark. “For a guy like Morty it’s just about a few little adjustments and giving him an understanding of new technology that hasn’t been in the older trucks he’s driven. “I just gave him a bit of advice about the cross locks and how to shift manually so he is getting the best out of the gear.” Morty had been given a quick introduction to the new truck
mills-tui.co.nz
TD32295
mills-tui.co.nz
Mills-Tui Log truck set up and F135 5 axle multi bolster trailer – Customer: West City Bulk Haulage
COVID AIN'T STOPPING US!! KEEP ON TRUCKING
Mills-Tui Limited 16–38 Pururu Street, Managakakahi, Mills-Tui RotoruaLimited 3015 16–38 Pururu Street, Managakakahi, Rotorua 3015 P 07 348 8039 T 0800 -TUI-TUI (645 P 07 348 8039 T MILLS 0800 MILLS (645578) 578)
Above left: The CF lift-up bonnet provides easy access for routine checks.
Above right: The Euro 6 six-cylinder PACCAR MX-13 develops 530hp at 1675rpm and generates 2600rpm of torque from 1000-1400rpm.
“He [Mark] rang Auckland and asked if a change could be done, and the answer was yes. Commercial [Fleet Services] made all the parts themselves. It makes a big difference to how the truck works for me. It saves time pulling it on and letting it off again.” “The engine brake works really smoothly. It’s only the last one [third stage] that it feels like it grabs a bit. These exhaust brakes aren’t as noisy as some other trucks.” The Baker CF 530 Day Cab is an 8x4 unit powered by the latest Euro 6 spec PACCAR MX-13 engine. The 12.9-litre six-cylinder develops 390kW (530hp) at 1675rpm and peak torque of 2600Nm is available from 1000-1400rpm. The DAF has a GVM of 38,790kg and a manufacturer rated GCM of 70,000kg. The typical load hauled out of the forest sees a truck weigh up at between 24 and 25 tonnes with the trailer at about 21 tonnes. With the four-axle Kraft running behind it’s currently permitted at 46-tonnes and Bruce hopes to secure 48-tonne paperwork for the unit soon. The 46-tonne permit is a result of the four-axle
TD32295
which Mark followed up with the second session. “Mark came with me for a drive out in the bush. He helped me with where to use the cross locks and where I should be driving in manual because I was mostly driving in auto,” says Morty. “He taught me to use the manual going up hills because I was mostly using it in auto. He told me, ‘the truck doesn’t know what’s in front of it, but I do.’ “That’s when I told him about the engine brake.” Morty wanted an easier way to operate the DAFs three-stage MX engine brake system. The standard DAF system needs to be turned off after use and that wasn’t what Morty wanted. “It’s good now they have changed the engine brake for us. Some of the corners out here aren’t that easy to drive around. It makes more sense if you can just turn it on and then you’re right,” says Morty. Now there’s a switch on the dash that means the brake doesn’t have to be turned off manually and is ready for the next application.
age
d ed 15 15 78) 78)
Truck & Driver | 33
Wairarapa logging work puts the DAF into some steep terrain.
weight limit for some of the roads the truck is operating on rather than any limitation of the truck and trailer. In terms of its physical size and cab height, Morty says the DAF CF and the Hino 700 are similar in size and well suited to logging work in more demanding terrain. “It’s about the right size of truck. I don’t want to be sitting up any higher. If I was higher up, I’d be able to see further over the edge,” says Morty. “You don’t want a big, massive truck for doing forestry work unless the roads are really good.” He’s finding the combination of 530hp and 16-speeds is providing a relaxed level of performance. After unloading and hitching the trailer, the Tuckey Logging crew give Morty two packets of high-grade (AO) 5.9-metre logs and our destination is the Masterton rail station. Fully loaded downhill to exit from the forest the CF is held in seventh gear and moving along at 18kph using 1300rpm on stage two of the exhaust brake, slowing a little more for a wide swing at a couple of hairpin bends and the steepest sections. “Where we go the four-axle [trailer] is the best. The four-axle follows the truck quite well,” says Morty. Early in the longest and steepest climb of the loaded run back to Masterton the DAF is using 1600rpm in 13th gear and moving at about 40kph. Eventually it slows to 30kph in 10th gear and then picks up a couple of clicks again near the top of the climb. “I change into manual on the hills because the truck doesn’t know what’s coming up next and the rest of the time I drive in auto on the flats. “On certain hills it will pick up a little bit of speed. Once we are at the top, I flick it back into auto till I get to the next hill,” says Morty. On another, gentler climb the loaded DAF initially slows in 12th gear and after Morty selects 11th, the DAF settles at 36kph using 34 | Truck & Driver
1500rpm. Whenever I glance across the cab from the passenger seat the tacho seems pointed somewhere between 1500-1600rpm. Mark says you can change up a gear anywhere from 12001800rpm. The sweet spot seems to be between 1300 and 1700rpm. That’s where the torque is,” says Morty. “Sometimes you don’t even know it’s changed gear. Sometimes it will change two or three gears. It does that more when it’s empty. “Occasionally it gets close to 2000rpm. Usually in auto in the low gears when you are just getting going and where it doesn’t change gear quite as quick.” On a flat section as we got near Masterton the DAF is using 1580rpm in top gear to run at 90kph. As a general rule Morty reckons that on longer climbs where the 450 Hino had been running at 30kph the DAF is closer to 40kph. “It’s generally about three hours from pick-up to pick-up again depending on the weigh bridge and scaling. But it’s been a few minutes quicker than the Hino because you aren’t as slow on the hills. “The Hino is actually really good but it’s a little 450 and the hills slow it down.” So, is 530hp enough for the rugged terrain logging work? “Yeah, it’s enough. I’ve been told it will be about 50,000km before it starts to feel like it’s run-in. It’s still more or less brand new now,” says Morty. “It’s getting to the point where I reckon it needs a really good run. I’d like to make a run up to Napier.” The DAF CF Day Cab layout and comfort gets a thumbs up from Morty. “The windscreen seems really wide, and the view is really good. I think the pillars are smaller than some other trucks and maybe I’m sitting back a little further than in the Freightliner.”
Above left: Three steps and well-placed grab handles provide easy access into the CF Day Cab. Above right: 530-horsepower and 16-speeds gives the DAF CF refined performance.
The large gauges are clear and easy to read with a prominent gear selection display in the centre screen between tachometer and speedo. Morty says he isn’t one to spend time scrolling through the various screens of information, service status, warnings, driver performance and fuel consumption. “It’s a little bit hard to look at when you’re driving on these roads,” he says. The DAF is fully equipped with the latest safety and driver assist technologies including Vehicle Stability Control, Lane Departure Warning, Traction Control, Adaptive Cruise Control with Forward Collision Warning and DAFs third generation Advanced Emergency Braking System. There’s the DAF luxury spec air suspension seat on the driver’s side which Morty says provides plenty of support and there
is also full steering column adjustment. The passenger gets a standard fixed seat. The 2.3m wide cab offers enough space behind the seats for Morty’s wet weather gear, hard hat, gloves and lunch boxes and a bit more. Morty likes the way the centre of the dash and the switchgear are angled across toward the driver. There are two USB charge points and 12v and 24v power sockets. The heating/ventilation knobs are located low down on the left side of the angled dash while the mirrors are electrically adjustable and heated. “It’s all at my fingertips. It’s got a roomy cab. Some cabs have a big storage box in the middle but this one only has a low storage box,” says Morty.
Truck & Driver | 35
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A four-axle Kraft Engineering trailer is the favoured choice on the narrow and twisty roads of the Wairarapa.
“I was surprised about the storage panels up top too. There’s plenty of space.” The forestry radio, CB radio and the display for the Kraft Engineering supplied Pacific Scales are located in this upper area. “And I keep my emergency supply of biscuits up there,” says Morty. There’s even a roof hatch but Morty hasn’t used it: “I think if might get a bit dusty and it’s got good air conditioning.” There is one design feature of the CF that Morty is still getting used too. It’s the internal frame that guides the opening section of the side windows. “It interrupts my view of the mirrors a little bit. The windows are quite big, and Mark said they couldn’t make the whole window come down. Sometimes you have to look twice but it’s no issue on the passenger side mirrors. Morty says the visibility in the dark is good. “It has good lights. There are loading lights but no extra headlights. It’s not lit up like a Christmas tree, it’s just got the normal lights [bi-reflector halogens with LED daytime running lights].” Morty isn’t keen to draw a lot of comparisons with other trucks but offers some differences between the DAF and the older trucks in the G & B Baker fleet. “This has a better lock in tight spaces and more consistent steering feel on the highway than the Freightliners. The Hino is all springs and one of the Freightliners is half and half. This one is full airbags. The Hino doesn’t ride the bumps, it hits them. “The Freightliner moves around a lot more than this one. Maybe because it’s older and the air bags are older as well. Everything is new and tighter and you’re not moving all over the place in this. “I’ve found on some corners you need to turn a little bit earlier. Sometimes it takes a bit longer to come around and I think it
tracks a little bit different, but all the trucks are different. “The Hino is good but it’s just lacking a little bit of horsepower. It just slows down a bit more when you get to a hill and with this it’s like it picks up. “The DAF is a lot more modern and it’s not as loud. In the Freightliner you can definitely hear the motor. In here you hardly know the motor is going.” During our day on the roads of the Wairarapa logging industry we see a wide mix of brands at work moving logs. The new DAF seems to have fitted into the scene without capturing a lot of attention. “The main comment from other drivers is that it looks good. Some people say the blue and white is a nice mix of colours. But I haven’t had that many questions about the truck itself,” says Morty. “I didn’t like the look of it when I first saw it in white, but since it’s been painted, I think it looks really good. “The cab has come up good. Supreme do a great job of the paint and we are lucky in Masterton because everyone we deal with is so professional.” So has anything about the DAF surprised Morty? “The electric [heated] seat,” he laughs. “It was on when I got it and I noticed the seat was really warm. Then I found the switch for it. I’ve never had a heated seat before. I’m saving it for winter and looking forward to seeing what it’s like.” So far Bruce Baker has been impressed with the DAF and reckons its well suited to forestry work in tough terrain. The DAF is doing the job his research and careful selection had outlined and there’s even been some early thoughts about ordering a second one. “The only thing I don’t like about it, is that’s it’s so quiet. I don’t hear it leave in the morning,” says Bruce. T&D Truck & Driver | 37
HT
Test
AYDEN REVOR
I
HAVE TO BE HONEST; I LOVE A LOGGING truck test. Getting out into some of the harsher environments New Zealand can throw at a truck really gets me excited. Not only do you get to experience highway running and some rural roads but also off-road tracks ranging from flat and smooth to narrow, steeply rutted and with tight turns. I can’t think of a better environment to test a truck. The truck we are testing this month is the first DAF CF Euro 6 dedicated logging unit to go on the road here in New Zealand. I tested the DAF XF when it was first launched here in another tough environment doing livestock, so it will be interesting to see how the CF compares. My team and I catch up with the new G & B Baker Ltd. DAF CF 530hp unit set up with Kraft Engineering logging gear and four-axle trailer for
38 | Truck & Driver
a day carting logs out of a private forestry block east of Masterton. The skid site is about an hour from the Baker’s yard which is situated on the outskirts of Masterton. Once regular driver Morty has done a full turn around load with our journalist in the cab it is my turn to take the wheel. As usual with European trucks the climb into the cab is a breeze with three well-spaced steps, a wide opening door and grab handles on each side. Being the CF model it’s not as far to climb as the taller XF design. Once settled in the cab everything seems quite similar to the XF with all the functionalities being the same. On the steering wheel you have all the functions you need at your fingertips featuring hands free phone functions, radio controls and cruise control buttons. On the stalks there are the standard (leftside) indicators also engine brake and manual
Hayden Woolston
gear change on the right. The DAF dash display has a very clean look to it with good size tacho and speedo with a digital driver information screen in the middle. To the left of the driver on the semi wrap around dash is a good size touch screen entertainment unit as well as all the other function switches like turning off the lane assist and cross locks. On the dash is also the Drive, Neutral and Reverse toggle, air conditioning unit, and the Traction Air CTI head unit which has been retro fitted very tidily. Being a day cab configuration, I was expecting the truck to feel small inside but this one seems to give the impression that there is
• SPECIFICATIONS • plenty of space. There is a big centre console with good storage facilities and drink bottle holders. Once we have two packets of high-grade logs loaded it’s time to head out of the bush. The track out is step with a few switch backs so I am very cautious of my speed and the trailer tracking with the best part of 46 tonnes under my control. I hold the truck in manual using sixth gear and the engine brake on stage two, switching into the third stage at the steepest parts. The run down the steepest parts is hairy with big drop offs to my left. The biggest difference in this truck compared to the XF is that this has been modified with a switch fitted for the engine brake, so you don’t have to turn it off before hitting the throttle again which helps a lot on this run out to the main road. As found in my previous test the third stage of the engine brake is very good revving out to 2200rpm, so good in fact I hardly need to use it. Once out onto the tarsealed road it’s still a testing drive back to Masterton with tight roads off camber corners, tight bridge crossings and a few hills thrown in. The truck handles all this with ease. The 530hp engine and 16-speed TraXon gearbox don’t miss a beat. The biggest similarity in this model to the XF is that you can’t seem to make
this truck work hard. By that I mean it doesn’t feel or sound like its working hard. It’s working but it just goes about its business without too much fuss. The lower cab CF is the perfect height for a log truck. You are not up too high, cab roll is nonexistent, and vision is very good, this helps on the tight roads to position the truck with ease. On the way back into town on the steepest hills the gearbox gets down into the right gears without any issues it’s a very hassle-free drive on a demanding road where you need to keep on it 100% of the time. When it’s time for me to hand the truck back to Morty my biggest impression from my drive is how well this unit runs in the logging sector with the low cab, 530hp, responsive gear box and a very good engine brake there is not much more you need. Yes, some might like more horsepower, but do you really need it? That’s the question everyone has to weigh up but with this job you don’t. It’s always a pleasure to test a truck that seems to fit its job well. You don’t need all the bells and whistles they don’t make any extra money and to be fair to G & B Baker Ltd this truck still looks the part without any bling. T&D
DAF CF 530 FAD 8x4 Day Cab Engine: PACCAR MX-13 in-line sixcylinder, Euro 6 (DPF, EGR and SCR) Capacity: 12.9 litres Maximum power: 390kW (530hp) at 1675rpm Maximum torque: 2600Nm (1920 lb-ft) at 1000-1400rpm Engine revs: 1500rpm at 90km/h in top gear Fuel capacity: Diesel 430 litres, AdBlue 45 litres Transmission: ZF TraXon 16TX2640 OD 16-speed automated Ratios: 1st – 14.68 2nd – 12.05 3rd – 9.92 4th – 8.14 5th – 6.78 6th – 5.56 7th – 4.57 8th – 3.75 9th – 3.22 10th – 2.64 11th – 2.17 12th – 1.78 13th – 1.49 14th – 1.22 15th – 1.00 16th – 0.82 Reverse Low – R1 14.14, R2 11.60, R3 3.10, R4 2.54 Final Drive ratio: 3.78:1 Front axle: 2 x 7.1t DAF 163N Rear axles: 2 x 9t DAF/Meritor SR1360T with mechanical locking Brakes: Full disc brakes with Advanced Emergency Braking System (AEBS-3) Auxiliary brakes: 3-stage MX Engine Brake Front suspension: Parabolic leaf spring Rear suspension: DAF air suspension GVW: 38,790kg GCM: 70,000kg
Truck & Driver | 39
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Driving the economy
Ia Ara Transporting New Zealand is encouraging heavy vehicle licence holders to consider making themselves available as relief drivers to help out transport operators experiencing driver shortages.
TOUGH TIMES AHEAD SO BE PREPARED T
by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand
HERE IS ABSOLUTELY NO DOUBT that New Zealand is in for some tough economic times over the next year or so. High inflation and disruptions caused by the pandemic and war in Ukraine are contributing to significant pressures on businesses and households. Some may have missed it, but back in late March ASB Bank released forecasting that indicated that New Zealand households would see an on-average increase in weekly costs in the vicinity of $150. I must admit, I was staggered by that figure even though I understand the impact that higher interest rates and rising consumer prices are having. $150 is a lot of money for Kiwi families to find and for most, it is probably unachievable. The result will be that households have to tighten their belts and cut back on discretionary spending and even some essentials. This, of course, only makes it harder for businesses, particularly small businesses. Ia Ara Aotearoa Transporting New Zealand’s economic advisor Cameron Bagrie referred to this in a recent
communication to our members as ‘slugflation’ – businesses being slugged on all sides while also dealing with rapidly rising costs. His advice for business is that cash is king and maintaining sufficient working capital means making the cashflow cycle as short as possible through high inventory turnover and collecting on debtors fast. Remove unnecessary costs, make sure staff are contributing to the bottom line and ensure your debt structure matches the business asset profile and cashflows appropriately. According to Bagrie, margins are everything and it is important to have a strategy to manage cost increases. He also advises business owners to get on top of emerging problems early and go to your bank if you identify a pending issue (with cashflow, debt servicing etc). As someone who has worked both for the banks and advising people in how to deal with them, Bagrie recommends presenting a proposed solution as well as what the problem is. In that way the bank can work with you to put a plan in place to overcome it. Over the coming months it will be important for transport Truck & Driver | 41
Driving the economy
operators to do what they can to mitigate the dual threats from a struggling economy and the ongoing workforce issues related to Omicron, the flu season and staff unavailability. Transporting New Zealand has recently put out an SOS (Save Our Supply Chain) to those with a heavy vehicle licence who do not currently work in our industry but may want relief work. The campaign is about helping our industry out in order to keep the supply chain moving and the shelves stocked. Interested drivers, from class 2 to class 5, are being matched with local transport companies for either full-time or part-time and casual work. With workforce shortages common over a number of years now, we believe this could also lead to the permanent recruitment of new drivers where they are needed. So, if you have a heavy vehicle licence and want to get behind the wheel again, please visit www.saveoursupplychain.co.nz. If on the other hand your transport business is at risk from staff shortages, please contact Transporting New Zealand directly (admin@transporting. nz) and we will link you with some of the hundreds of perspective drivers who have so far come forward. As those who have been in our industry for a while will know, there is often plenty to be critical of government about. Over-regulation, unnecessary compliance, the parlous state of the state highway network and decisions around the use of the National Land Transport Fund have been sources of industry frustration for many years. However, it is also important that we acknowledge ministers and officials when they get things right, and in the last couple of months we have two examples of this. Firstly, we saw the passage of legislation through Parliament that will enable Police to undertake roadside drug testing on suspected drugged drivers. This is an important win for our industry, as it is our people that spend their careers out on the road exposed to the sometimes-idiotic behaviour of other motorists. We have pushed for nearly 20 years for a roadside drug testing law because we know
Forecasting indicates New Zealand households could see an on-average increase in weekly costs in the vicinity of $150. what a big issue drug use is. In 2020, of the 318 people who died on our roads, 101 of them had drugs in their system. We thank the ministers who supported this Bill along the way, including former Associate Minister of Transport Julie Anne Genter, and now Transport Minister Michael Wood, as well as the Ministry of Transport, Waka Kotahi and Police officials who listened to our industry’s concerns. I also want to acknowledge the work put into the 36 percent RUC reduction as part of
Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz
www.transporting.nz
42 | Truck & Driver
the Government’s response to rising global oil prices and domestic fuel costs. There was considerable uncertainty following the initial announcement of the cut to petrol excise while officials worked out how to fairly apply that to RUCs. Transporting New Zealand was concerned that getting this wrong could have led to a significant administrative burden for transport businesses. However, the solution landed on is a good one and I thank the Minister and his officials for that. T&D
Nick Leggett, Chief Executive 04 472 3877 021 248 2175 nick@transporting.nz
E D A M r taylo g in d a o r y r t s e r o 50 years of f
Story: Hayley Leibowitz
Scania 6x4 and semi-trailer loading out rock from the Sherry quarry in 2014.
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Replenishing the sand at Tahunanui Beach in 2018. Blair Palmer on the excavator and Ricky Park driving the A30D dumper. Over the years Taylor’s had several contracts for this work. Photo: Brendan Dodd.
T MAY BE A FLEET OF A DIFFERENT KIND, BUT Taylors Contracting’s earthmoving equipment has served the company well over its 50 years in the bush. The company has delivered thousands of kilometres of forestry and rural roads across the Top of the South, even returning and operating in forests that founder, Bob Taylor and his trusty bulldozer first roaded and land-prepped for a second and third rotation… It’s taken some hefty wheels and tracks to achieve that. To this end, Taylors owns and operates a modern and diverse fleet of earthmoving equipment. Along with six truck and trailer units supported by sub-contractors, the company’s 52 excavators are all Hitachi, ranging in size from 1.7 tonne to 90 tonne. The bulldozer fleet consists of a Cat D9, three D8s, a D7, a D6, a Komatsu 275, four D155s, one D85 a D31, two John Deere 850s, three John Deere 700s, one Caterpillar and four John Deere 772 sixwheel drive multi-blade graders. Other equipment includes loaders, rollers, watercarts, scrapers, dumpers, roadside mowers, hydroseeding and hay mulching and bark and mulch spreading tractor units. The company has several mobile crushers, two drill rigs, its own quarries and produces gravel externally. On a daily basis the forestry operation generally utilises eight gravel trucks, 14 excavators, four bulldozers, two graders, plus loaders, rollers and field support staff and management. And it all began with a single bulldozer and a strong
will. When the lease on their Upper Moutere hop farm came to an end, Marlene Taylor said, “Good, now we can buy a house”. Her husband Bob had other ideas: “No, we can buy a bulldozer”. That first bulldozer was a brand new, bright yellow Fiat Allis AD14 and was a big investment for the Taylors at the time. It was 1971 and Taylors Contracting was born. Fifty years on, what started out with that single bulldozer operated by Bob, preparing land for planting trees for the New Zealand Forest Service (NZFS) and building forestry roads, has expanded to a company with over 170 staff and 140 machines, supplying services to the forestry and civil sectors across the South Island. Together with their three sons, Charlie, Matt and Arthur, the Taylors turned the one-man forestry roading operation into one of the best-known contracting companies in the Nelson Marlborough region.
Innovation at its best Bob was an innovator, always looking to improve things. He was the first contractor locally to utilise excavators in the forest and the first to modify and fabricate stronger buckets and attachments needed for the harsh conditions. He fitted rippers to the back of the excavator bucket, to turn them around so the digger driver could rip both ways, which had never been done before. Bob was also one of the first to use dump trucks in the forest for earthworks and two-staging logs. He took the Truck & Driver | 47
Above: The Taylors team gathered at the Wanderers Sports Club after a 2021 Health and Safety meeting. Facing page: Hitachi X550 excavator loading a Volvo A35 dump truck with fill during the Stoke Bypass project in 1998.
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bin off a dump truck and put logging bolsters on it, then he put a turntable bolster on and a long-poled trailer behind it. That rig was used over in the Marahau for some of the first full-stem logging done around the Nelson region. Bob also built the first ‘quick hitch’, an attachment on the end of the dipper arm of the excavator. Instead of having to manually pull out the two big pins which held the bucket on, the quick hitch incorporated a hydraulic ram which grabbed the pins. Other examples of his ingenuity were an oversized log splitter, used to split extra-large sized logs, and the purchase of an impact or square roller for deep compaction. This type of innovation was the foundation for the continuous improvement and investment philosophy the company still practices today, says CEO, Charlie: “Bob had some great sayings to point us in the right direction and keep us going. He was very practical and pragmatic. He would say things like: ‘two does not go into one’, ‘remember the Golden Rule – he who has got the gold makes the rules’, ‘chunk problems down and pick off one problem at a time’, ‘prepare and plan but get started’, ‘the job will evolve, don’t complicate or overthink it’, ‘have confidence in your skills’, ‘take ownership and pride in your work’, ‘if the customer does not want you back, you will sack yourself’, ‘we can do this’… And he was right.” Bob built a skilled and loyal team around him and supported others in the industry. When he died unexpectedly at the age of 57, Charlie and Matt stepped up and took over, and with Marlene’s guiding hand and their brother Arthur’s support, they built the company into what it is today.
Bob taught Charlie and Matt their trade and they have led the business for the last 25 years. Taylors Contracting now specialises in forestry infrastructure construction and maintenance, earthmoving, civil engineering construction, and quarry services throughout the South Island. Today, Taylors’ forestry work takes the company right across the Top of the South Island, from Murchison to the Wairau Valley and the Sounds, but most of their work is within a radius of 150km of Nelson. Approximately two million tonnes of timber is harvested annually from the Nelson area forests alone and Taylors provides the majority of engineering services in this area to ensure security of supply to these timber assets.
More than trucks and dirt The company has grown into a multi-disciplined forestry and civil engineering construction company which has taken on many diverse and challenging projects over the years. “Building a road involves considerably more than just machines, trucks and shifting dirt. There is a huge amount of thought and pre-planning required to make it happen,” says Charlie. “There is now an increasing tendency for forestry clients to bring their contractors in at the planning stage and a growing recognition that operational experience improves safety, reduces risk, gives better environmental results, adds value, saves money and provides better outcomes for all parties involved.” A strong team is, of course, vital to this process. Bob and Charlie employed Mike Fahey in 1998 to take on the role of Forestry Division Manager. The team back then consisted of Truck & Driver | 49
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around half a dozen operators. Mike, together with Danny Park (who has also been working with Taylors since 1998), Charlie Thomson and Corrina Downing, now lead a team of around 35 staff and sub-contractors. “I had a good rapport with Bob and the Taylor boys,” Mike says. “I have a lot of respect for them. Bob was a real genuine bloke and a master roadbuilder. If you had a problem and things were tricky, you could go to Bob, and he would come out and share his knowledge. As a young manager it was good to have that support around you. “Charlie and Matt are excellent to work for. They have inherited Bob and Marlene’s great work ethic; they lead from the front and never ask anyone to do something they would not do themselves. They are both very capable men, have tremendous vision and have a great capacity to take on new challenges, handle pressure and get the job done. “They have gone above and beyond for their staff when they have been in need over the years. The COVID-19 pandemic has been an example of this generosity where all staff were paid, and they have kept us all going at considerable cost to the company.” The majority of the forestry team are long-serving, highly skilled operators. This includes people like Ben Bonis, Willie Rashleigh, Dean Robinson, John Brunsden, Wayne Alekna, Dan Lane and Mark Newth to name a few. This skill level is borne out by the fact that in the last two Top of the South Forestry awards, Taylors operators have taken the Individual Roading Excellence award. Peter Ross, who is Taylors’ grader driver extraordinaire, won in 2019 with John Brunsden as runner up and Marc Nightingale, a highly experienced excavator operator, won in 2021. “There are a couple of Taylor Roads and even a Bob Taylor Road named after the company’s efforts. I do not think there is a Marlene Road, but I think we will have to rectify that,” says Mike. Taylors is currently providing engineering 50 | Truck & Driver
support services for approximately 25 logging crews across the region. “There are outstanding people in the forestry industry across our region, who quietly and humbly work, hidden away in our rural backdrop every day, working smart to deliver quality sustainable products for our clients and their customers. The Taylors team are some of those people, good people with good skills operating modern, well-maintained equipment,” Mike adds.
Project perfect One of the first jobs Mike managed for Taylors was the Boundary Road spiral in the Waimea Forest. “It is fair to say that in those days there was some resistance to early contractor involvement in the planning process. Carter Holt Harvey (CHH) had good people but part of the success of any project is bringing together the right people with experience, good ideas and skills. Nobody has a mortgage on good ideas,” he says. The initial processing site was positioned between the left and right branches of the Wairoa River and there were environmental issues. Bob came up with a plan to upgrade Boundary Road and put a couple of spirals in the middle to get the logging trucks up to the top of the hill. There was resistance from one of the local planners, so Bob and Mike went up and did the field survey for free and got the grade to the top of the hill. There were some tricky areas and they had to price it and convince the management team that they could do it. “Bob knew we could, and so did I,” Mike says. After they got the road built, one of the CHH managers commented that Bob’s plan had led to significant safety and environmental improvement, saving millions of dollars by not having to two-stage the volume to the bottom of the hill and providing better security of supply.
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Other key projects over the years have included: • The Cedar Creek Stub Road, comprising six switch back corners stacked on top of each other to access volume between sections of native forest. • The Brook Waimarama Sanctuary Predator Fence bench – 14km of access track for the construction of the pest-proof fence. • The 2018 Tropical Cyclone Gita storm event response and clean-up at Marahau and Riwaka. • The 2019 Pigeon Valley wildfire. Taylors fitted into the Fire and Emergency NZ (FENZ) structure, supporting their team with complimentary earthmoving and machinery management skills to help fight the fire. “This was a 24hour seven-day-a-week operation involving hundreds of people. FENZ was a very professional team to work with,” says Mike. • The 2020 construction of the new 4.5km long Sturgeon Road for Tasman Pine Forest in the Lee Forest, to avoid access issues across private land. The job was completed on time, within budget and to the required standard.
The good and the bad “Bob used to say that earthmoving is not an exact science, and you never know what you’re going to find until you dig. That is what keeps Taylors employees coming back each day and what makes it so interesting,” comments Charlie. The terrain in the Nelson Marlborough region is steep with long slopes and the harvesters and earthmovers of this region are specialists in dealing with the challenges the topography poses. The landscape is always changing, whether through natural processes, disasters or man-made 52 | Truck & Driver
modification and dealing with earth science is what Taylors does. This includes an interest in rocks and dirt, dealing with soil structures that are millions of years old, and respecting the land and the landforms they work with. “A lot of our guys can look at rock and read the way the grain is running or how hard it is,” says Mike. “Bob was a master at this. He could see the most efficient way to shift dirt, where to start, and how to set a job up efficiently. Bob had really good skills and Charlie and Matt have got these abilities as well. They’re very talented and innovative earthmovers.” And it helps that they have good relationships with the local councils and communities they work in. Mike says: “We are part of these communities; we live here, earn our living here, we hunt the hills, fish the rivers and sea, tramp and bike in the forests... we are committed to the region and want our activities to be sustainable”. Environmental standards have improved significantly in the last 50 years and the great thing is they will improve even more in the next 50, he adds. “Soil conservation and water quality protection has always been a high priority for Taylors Forestry clients, Iwi, private landowners, the communities who use and play in our environment and for Taylors as earthmoving contractors. The importance and sensitivity of the landscape and fresh water is recognised by the team, and measures to avoid and mitigate the effects of each job are put in place. We comply with applicable environmental legislation, national standards and best practice.” These values have come under further scrutiny since the recent introduction of the two sets of National Environmental Standards for Fresh Water and Plantation Forestry (NESPF).
This page: Stuart (left), Rob (centre) and David Gerring are proud that after nearly 100 years, Parks Towing is still a familyowned concern. Placing rip rap rocks to protect the banks of Opposite page, top: Hino breakdown unit is readied for a tow. the Motueka River near Tapawera in 2017. Opposite page, bottom: Fuso Fighter en route with a single vehicle. For multi-car shifts, the trucks also use trailers.
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A30 Dump Truck working at Dean’s Head in the Port Hills near Christchurch. Mike comments, “Improving environmental controls is a growth area for our business and fits very well with our values and where the future is going. It is good work and makes a big difference. It’s all about doing a quality job, sustainable land use and mitigating our impacts. With the introduction of the new standards, we are upskilling our people on new methods and techniques to meet the intent and objectives of the legislation. Through knowledge sharing, investment and training, Taylors actively involves employees in environmental initiatives, encouraging them to take ownership and accountability for the impact of their actions and encouraging proactive environmental management.” In 2019, Taylors won the Environmental Excellence Award at the Top of the South Forestry Awards. A recent acquisition furthers this aim – a big Terex CBI 6800CT horizontal grinder, effectively a giant mulcher which takes material in at one end, grinds it up and spits it out the other. The grinder is used for mulching woody bio-waste into useful products such as biofuel for boilers, mulch for landscaping, material for soil stabilisation and bedding or feeding pad material for livestock husbandry. “The grinder can be easily transported to jobs around the region. Being self-propelled it can be readily moved around sites to where the work is. Several of our clients are trialling options to turn residue wood products and forestry slash into sustainable and renewable energy sources, which has the added benefit of further reducing onsite and potential off-site impacts and this machine is ideal for this process. Land conversion operations can also benefit from the grinder’s ability to deal with trees and shelterbelts, such as in urban subdivisions and rural land use change,” Charlie explains. 54 | Truck & Driver
Safe and sound towards the future Working with big iron, safety has always played an important role in the work undertaken by Taylors. There have been no serious long-term, lost-time injuries to the Forestry team in over 25 years of operations. “To foster positive safety outcomes, Taylors leverages everyone’s expertise to identify and help manage hazards. We make sure everyone understands they are empowered and are expected to stop a task if there is a safety risk, which is reflected in the company tagline, ‘Return Home Uninjured Unharmed Everyday’,” says Charlie. “Outwardly the appearance of safety paraphernalia has changed over the years as times have changed, but the philosophy of building effective safety into the job has been consistent. Taylors is using technologies such as paperless forms, GPS and more recently QR codes to help make things easier these days.” Feedback from staff on these technologies is interesting, with some reporting that prior to introducing GPS they were habitual speeders on the road. With the introduction of vehicle GPS, they have changed their ways and now find this behaviour translated to the way they drive their personal vehicles. Fuel burn, tyre wear and vehicle damage are also reduced, saving costs and repairs, Charlie adds. Taylors also has a strong focus on wellbeing and ensuring that work has an overall positive influence on everyone’s life. “As part of this we encourage everyone to think of their role as having two aspects, the first is their primary function and the second is improving their job and work environment. Taylors was accredited to ISO 45001 earlier this year and this reflects our progressive approach and commitment to making health and safety part of everyone’s job,” he says.
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Above left: A grader follows behind the excavator to give the Central Plains canal a final trim. Top right: Mercedes-Benz picking up a dumper from Port Nelson in 1998. Lower right: Scania tipper truck and trailer metalling a forestry road.
Mike says he feels privileged to have been part of the Taylors team for the last 23 years: “We have been part of a sustainable supply chain which has created a lot of value for our clients, communities, and the country in general. Through our working careers we have experienced trees being planted, harvested and replanted. There are tremendously talented and committed people in the forestry and engineering industries; they work smart and think laterally. The business has continued to grow and improve, and we have had a lot of fun along the way. Forestry and Taylors Contracting has a very bright future.” Charlie agrees: “There have been great advancements in Health and Safety and Environmental Standards in the last 50 years and the pace of improvement has picked up, particularly in the last 10 years. Machinery and technology keep improving. The reliability and efficiency of each new generation of machinery is exciting. Improving work methods, improving environmental controls, utilising leftover wood residues and biofuels, and working smarter to reduce our impacts are where the growth opportunities are. We continue to invest in our people, equipment, systems, and work methods to ensure a sustainable future as we look forward to the next 50 years in business. We pride ourselves on long term, sustainable, win-win relationships.” On the forestry industry, he adds: “Forestry is a great industry to be involved in. In this region it is amazing
how we all know each other. At the 2021 Top of the South Forestry awards night, company CEOs were talking with contractors and their staff. There are not many industries where people at all levels, from forest management companies to field staff, know each other and converse. “Forestry is also a sector where you get multi generations of staff working in the same industry. People who love the land and pass their passion on to other members of their family. Taylors Contracting has many staff members with close relatives working alongside them in forestry and across other divisions in the company. Mike is just one example of this, with two nephews now working for Taylors.” Mike still loves being on a ridge at daybreak watching the sun come up, or going down after a hard day’s work, seeing the changing shapes and colours of the landscape. “I enjoy the challenge of creating something out of nothing and building infrastructure that stands the test of time,” he says, adding that he respects the talent, commitment and hard work of the people in the industry. “It is a great office and the air in the forest seems better, cleaner, and fresher. It’s a great place to work. Foresters and contractors are optimists. A person who plants a tree or invests in people and plant in the forestry industry looks 30 years into the future and creates something real, creates a living breathing asset, creates sustainable value,” he says. T&D Truck & Driver | 57
LEGENDS
Warwick Wilshier I
N A CAREER FILLED WITH MEMORIES and memorable achievements, Warwick Wilshier reckons some of the greatest highs have come from the way business competitors have often put aside financial differences to come together in a common cause. “I’m particularly proud of what has been achieved with the LTSC (Log Transport Safety Council) and the respect and cooperative spirit of the logging operators,” he says. “The camaraderie and respect between people in the log transport industry is huge, there is never that competitive edge when we are working on LTSC business. We all work together.” The LTSC and associated organisations have played a massive part in Warwick’s life,
58 | Truck & Driver
and for the best part of a quarter century he has poured countless voluntary hours into their promotion. He recalls the formation of the LTSC, born of a critical situation with lugging truck rollovers occurring on a near-weekly basis: “About 1996 I was on board of the Logging Industry Research Organisation (LIRO), representing the RTA. It was apparent that research would be the key to addressing the problem, so the early meetings that led to the formation of the LTSC were hosted by LIRO with the support of all parties – forest owners, management companies, trailer manufacturers and of course the transport operators.” Because Warwick was already on the board of LITO he was also involved with the LTSC from its inception. He was a founding member and has been its chairman for more than 20 years. He is also on the board of Ia Ara Aotearoa/Transporting NZ. Safety initiatives that have since been developed and introduced by the LTSC
include static roll threshold rating for trailers, sleep apnoea testing for drivers and campaigns like Share the Road and Fit for the Road aimed both at public perception and truck driver attitudes. Warwick says the situation in the late 1990s wasn’t ideal, but the LTSC has been instrumental in making great improvements: “A lot of credit goes to the operators and the drivers who took responsibility for the situation and acknowledged that they needed to step up to the plate to solve their own problems, and we did. “There were times when we could have left the Government agencies to bring in changes and regulations on their own, but that wouldn’t have been ideal. And the authorities, too, played an important role, by guiding and helping us to develop our own answers, instead of coming in heavy-handed, so they need to take a lot of credit as well.” He has a regret that the same attitude is not present across the board: “I’m disappointed that we’re not seeing the
same level of togetherness in the wider road transport industry, with the rivalry between the various industry associations. Transporting NZ and the National Road Carriers probably needed to separate to sort a few things out, but I’m eternally hopeful that we can come back together to be a single industry body. The ideal would be to leave personalities at the door and work together for the benefit of the industry.” Warwick’s tireless work with the LTSC has been recognised by an outstanding industry achievement award for service to log truck safety from the Institute of Road Transport Engineers of New Zealand (IRTENZ), and in 2020 he was inducted into the NZ Road Transport Hall of Fame. Now 62, Warwick trained initially as a mechanic with the Statecraft Waipa Mill. But his interest lay more on the transport side, so when in 1982 he got the opportunity to set up as an owner/driver delivering to the mill he jumped at the chance. The truck was a White Road Boss, fitted with an NTC350 Cummins. Though Australianbuilt, it had been imported in SKD (semi knocked down) form and finally assembled in Rotorua. At the time, the White was barely 18 months old...and 40 years on he still owns it! Nor was it retired from work after just a handful of years, for after its frontline logging duties finished the unit spent several more years shifting off-highway trailers around the yard. As Warwick points out, it has always had a certificate of fitness, and is currently in the process of being
rejuvenated. Warwick owns another oldster that’s equally significant to his personal history. It’s a 1985 Kenworth W924, the first new Kenworth bought by Williams & Wilshier, a partnership with Garry Williams that was to last 22 years. The W924 has demonstrated even more longevity than the White, and still works every day as a yard truck with Williams & Wilshier Transport. Both trucks are treasured, says Warwick and are kept under cover as much as possible: “They are very much the key to our company heritage, and we want to keep them in as good a condition as possible.” The Williams & Wilshier partnership kicked off in 1984, with the company carting logs to Kinleith, Kawerau and McAlpines in Rotorua. In 1989, following the collapse of Transpac, Williams & Wilshier bought the logging business of Transpac subsidiary Transport (North Canterbury) in partnership with McCarthy Transport, forming McCarthy Wilshier Transport (MWT). As a major customer, McAlpines was also a shareholder
in the enterprise, which Warwick shifted from the North Island to manage. The association with McCarthy Transport was broadened in 1994 with the formation of Rotorua-based Paragon Haulage, which began operations in Kaingaroa but not long after expanded into Northland and the East Coast servicing primarily Carter Holt Harvey. At its peak, recalls Warwick, Paragon was running around 70 trucks in Whangarei and Thames. Warwick returned from Canterbury in 1998 to oversee Paragon, but after a restructuring of CHH in the early 2000s that led to a significant reduction in the timber harvest, the company was sold. With five children, four of them daughters, family activities have always played a big part in Warwick’s life. He’s also grateful for the opportunities to travel overseas that being involved in the transport industry have given him. He has fond memories of Sweden, he says: “We were using Steelbro self-loader cranes that were developed in Sweden, and I had several trips there during which I made some great friendships.” T&D
Truck & Driver | 59
FEATURE
The benefits of hiring your own boss By Dave McLeod
Osflo’s youngest operator Jared and the company’s newest truck, a MAN TGM 13.320 4x4.
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Isuzu Giga C Series with Layton setting up a side tip trailer and high tipper on a dry stock farm.
ET’S FACE IT, ONE OF THE JOYS OF OWNING your own business is the freedom of being your own boss. It’s the ability to have things your own way and possibly, avoid some accountability. However, when Dave Geraghty and Rod Campbell took the reins of their respective father’s bulk transport and spreading business FBT group in Taranaki, they recognised they needed some specialised skills. So, one of the first things they did was engage the services of business mentor Craig Hattle from Advantage Business. This led them down the track of searching for and eventually employing a CEO. They explain the reasons why. Rod begins by saying; “You have to somehow write this to make sure what seems like a strange idea has actually been thought through very carefully.” On the face of it, some people might consider it a ‘crazy’ appointment. But nothing could be further from the truth. In many ways this move is genius as it allows Rod and Dave to do what they do best - run operations. The FBT group (FBT and Osflo) was started by their fathers John Geraghty and Malcolm Campbell in 1966 and their boys worked there throughout their childhood. In fact, according to both Dave and Rod they were ‘born’ into the trucking and spreading business. “After school, long weekends and holidays I’d come in and bag up 50-tonne of lime, which would then be sold as 40kg bagged lime or go to another company to be blended in with animal feed,” says Dave. There is a decade in age between Rod (born in 1967) and Dave (born in 1977) yet they both took apprenticeships upon leaving school. Rod took the more ‘traditional’ trucking route becoming a diesel mechanic and Dave opted to become a cabinet maker. Either way 62 | Truck & Driver
they both ended up back in their father’s businesses. “I came to work as a mechanic at FBT in the early ‘90s and then I wanted to change so I got the operation manager’s role at Osflo Fertilisers which Dave runs now,” Rod says. “I did that for nine or 10 years running the day-to-day operations dispatching spreaders and organising the Tegel clean out operation.” Dave’s inclusion to the business following his apprenticeship was slightly different. “When I was about 21, I came and drove spreaders for a few years and ran the Nutri-Link store, which had their agency on site. I then drove a spreader which moved around the North Island and East Coast as part of a Ravensdown JV. I was driving between Hastings, Napier and around Piopio and Taumarunui.” They say that around 2006 they both had a role change. Dave left Spreading FBT and became the operations manager at Osflo fertiliser and Rod left Osflo to become the operations manager for Spreading FBT. Over time, the two operation managers became shareholders and took seats on the board of directors. “We’ve both been in operations and senior management roles for a long time. Rod for over 20 years and myself for about the last 17. And for the last 6 or 7 years we’ve been directors,” says Dave. Rod and Dave recall that the FBT group was considerably larger when they both began, with about 40 bulk trucks, numerous storage sheds and various other sides to the business including a milk tanker operation. However, they collectively went through the process of downsizing. “Just before we took over, we all [fathers and sons] decided that it needed to be scaled down. It was too
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Above left: FBT Group CEO Rob Facer started with the company as a spreader operator. Above right: MAN and Isuzu lining up to load at the Inglewood site.
Facing page: Dave Geraghty (left) and Rod Campbell with some of the FBT and Osflo branded fleet.
diverse, so we needed to simplify it a bit and so created the four simple parts we have now,” Dave says. There are basically four companies under the same FBT group; Osflo Fertiliser, Spreading FBT, Windy Point Quarry, and FBT, which comprises the administration and a commercial workshop. They have a common shareholding, and this is the group that the two sons took ownership of “Four years ago [in 2018] Rod and myself took over the group from the founding fathers. We basically did the shareholding transfer or change of ownership and soon after that we went and employed our own boss,” says Dave. He explains: “When you go and start taking over a family legacy no-one wants to muck it up. So early on we [Dave and Rod] recognised that we didn’t have the skills to do what our fathers did to take it forward.” Rod agrees. “To take the business forward we needed some help and skills that we didn’t have, so we took on a CEO.”
Dave says that it’s a fairly significant story but in a nutshell their CEO Rob Facer came from high up in the corporate world to the point where he had floated public companies. Somewhere along the way he decided to have a lifestyle change (due to health reasons) and applied for a job at Osflo as a spreader operator. “He came in with no experience and drove a spreader for us and was probably one of the best spreader operators that we’ve ever had,” says Dave Rod adds; “But basically from the day he started we knew he was going to evolve within the business because he was too good to just be a spreader operator. We had a role lined up for him and that evolved into him being our group CEO. And he’s also a shareholder now too.” They say that Rob’s appointment left them free and clear to run the group’s operations. “Rod and I are a little bit more ‘hands-on’ people,” Dave says.
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“Be it a truck getting stuck, an issue with fixing something or modifications, or the designing and building of things, that’s where we tend to spend more of our time.” “And sorting out the staff issues” Rod adds. They also added a full-time accountant and a fulltime HR manager as well, and they work very closely with the CEO. Dave says that both fathers [John and Malcolm] are still on the board of directors but believes that the three of them [Dave, Rod & Rob] have ‘ruffled quite a few feathers’ with them and some staff along the way because they are doing things differently to the way things have been done in the past. Rod says that one of the important things for their CEO Rob is ‘company image’. In terms of branding to the outside world, Osflo Fertiliser and FBT are clearly two very separate entities, but both companies ensure the equipment and vehicles are modern in appearance. Dave gives an example. “We sold 11 high kilometre vehicles, from small trucks to vans to older utes and bought seven new Holden Colorados. The 11 vehicles we sold basically paid for the seven vehicles we bought so it didn’t cost anything, but it managed to lift the image considerably. But taking four vehicles out of the fleet did ruffle some feathers, because the vehicles they used to use were no longer available.” CEO Rob may be pointing the group in a more focussed and succinct direction but both Rod and Dave’s operational skills are key to the business’s success.
Rod says that when John and Malcolm used to run the business FBT was separated completely but since they’ve taken over, they’ve ‘sort of amalgamated the business onto one site’ in Mountain Rd. “Certainly, with the shared administration, we’ve taken a more integrated approach,” Rod says. Dave adds; “In 2017 Osflo needed to evolve so we purchased 110-acres and built an office and purposebuilt sheds. All of our administration is out here and then last year FBT moved part of their operations out here as well. They emphasise that although administration, HR and accounting have been merged, staff and branding wise it’s still very separate. “Osflo is one company, Spreading FBT is actually a joint venture with Ravensdown so that’s quite a separate company again in reality,” says Dave. According to them, their biggest challenge along the way by far would have been bringing staff along the journey. Saying that in some cases ‘change’ has been difficult. “We’ve got a very stable, longer-serving team. Three or four of the spreading staff are in their mid-60s, almost at retirement age,” says Rod. In terms of staff, the FBT group has an impressive stance on creating their own talent. Dave says; “Operations and health and safety has by default made us have to increase staff numbers, and not just more administration staff. “There is a truck driver shortage too but in Osflo’s case, we have varying grades of positions within the Truck & Driver | 65
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Osflo has seen the fertiliser industry evolve from heavy tonnages to more selective nutrients and lighter application rates.
company, so we put one person through every 12 months for a HT licence. And we’ve done that for the last 15-16 years.” He reckons that has meant that a large portion of staff that they’ve got have obtained their licence while working at Osflo. “And there’s probably a lot that have got their licences and have moved on to other places as well. I worked out that we’ve got 18 staff that we put through in the last 16 years,” says Dave. Rod agrees. “We do that across the group, but it works particularly well for Osflo. So, these guys can start in the chicken sheds and Dave would say to those guys ‘if they can stay for a couple of years, we will pay for their Class 5’.” They believe that the chicken shed cleaning part of their workload is a great place for people to start as they can get experience moving equipment from farm to farm, use loaders and skid steers , and can learn trucks and trailers. “And then they can slowly start getting their licence and building things up. We’ve got everybody from baristas to bank managers who we’ve put through and got their licence,” says Dave. The way their industry has changed has also opened up new opportunities. “Over time the fertiliser has evolved from heavy tonnage to more selective nutrients and lighter rates. And Osflo being a natural, organic, sustainable product,
has customers coming on board requiring more custom blending to get the nutrients onto their farms,” Dave says. With that in mind Rod says that they have a staff member that is fresh out of university and does the Research and Development for Osflo. The business partners have of course a firm eye on the future development of the group and having Rob at the helm is something that they believe is a real asset. “Future wise, Rob the CEO is very future driven and if we let him loose, we would be evolving faster than we can imagine. He’s got more ideas, drive, and passion than probably anybody I’ve ever met,” says Dave. But right now, they are keen to iron out the seasonal peaks and troughs that come with ground spreading. “It’s always been a conundrum with spreading, it’s so seasonal and you’ve got all these drivers you need to keep busy off-season. Any spreading operation throughout New Zealand would be the same,” Rod says. Plans are afoot but they remain tight-lipped about specifics right now. In the meantime, they’ll continue to run operations with a great team around them. “The environment’s changing and the country is changing, and we need people with different skill sets to what we’ve got to help us move things forward,” Dave says. “Hence, we’ve got a very sharp accountant, and the CEO is very clever and driven as well. We basically surround ourselves with people that have skills that we don’t.” T&D Truck & Driver | 67
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FEATURE
Truckers & Loggers
Fishing Tournament 2022
Truckers & Loggers
CELEBRATING 20 YEARS
T
HE ANNUAL SOUTHPAC TRUCKERS & LOGGERS FISHING tournament celebrated 20 years of competition and comradery hosted by the Bay of Islands Swordfish Club from March 24-26. This year we saw teams travelling for all over New Zealand including a team from Brand Logging out of Rangiora in the South Island who made the journey towing the boat all the way to the Bay of Islands. The 2022 event saw a record array of prizes up for grabs. The three-tier stage, thanks to Bay of Islands Scaffolding, featured more than $80,000 worth prizes including Shimano fishing equipment, power tools from ITM Haruru, Weber BBQs and TVs from Barrel’s 100% Whangarei along with blokey stuff from the Man Cave. The weather predicted wasn’t the best for the event this year and a number of boats opted to stay inshore fishing for snapper and kingfish. Defiance was the first to call in hooked up when angler Greg Haliday managed to tag and release a striped marlin. The snapper and kingfish boys were out measuring and releasing a good number of fish. Day two similar weather and again only a few boats ventured
out fishing for marlin. It paid off for the team on Free & Easy who managed to tag and release a blue marlin for angler David Grindle. This was a re-capture as the fish already had a tag in it. Defiance was still out wide and hooked up again later on Friday afternoon to tag and release a striped marlin for angler Greg Haliday. Saturday saw the winds ease off a little. The day was very quiet on the marlin front but again it didn’t stop the inshore trailer boats from chasing the snapper and kingfish. After three days’ fishing, the results were tallied, and the winners were presented with their prizes on Saturday night at the Bay of Islands Swordfish Club’s Paihia clubhouse. The evening featured a very generous sponsor shout, and a great night was had by all. The 2022 winning angler and top accumulated tag points went to Greg Haliday aboard Defiance. Tagged and released billfish second prize went to David Grindle from the boat Free & Easy. However, the top team prize went to the crew aboard Animal. These guys were fishing dusk till dawn in the rough for snapper and kingfish and managed to accumulate enough points to take Truck & Driver | 69
Above: Lucky draw winner of the 65 inch TV, Grant Stewart pictured with Southpac Trucks CEO, Maarten Durent. Left: Starter kits for each team with bags generously sponsored by Patchell Group. Lower left: Lucky Draw winner Clive Gordon from Overland Transport pictured with Mike Hurley, Managing Director Diesel Services NZ.
Below: Mack Peach measured and released the longest snapper, accepting his award from Kurtis Andrews, Managing Director FUSO NZ.
70 | Truck & Driver
Top left: Lucky Draw winner Tony Doust from Overland Transport pictured with Richard Smart, General Sales Manager Southpac Trucks. Top right: Top angler Greg Haliday pictured with Richard Smart, General Sales Manager Southpac Trucks.
Lower left: Winning team Animal from Car Haulaways pictured left to right: Shayne Holloway, Mark Thorburn, Alan Syme, Dave Lee with Southpac Trucks CEO, Maarten Durent. Lower right: Sam Coles measured and released the longest Kingfish, accepting his award from Glenn Heybourn, Sales and Marketing Manager Patchell Group. out the overall prize. Rob Stevenson aboard Kotutu won the heaviest snapper prize with an 8.3kg fish. First, second and third in the snapper measure and release went to Mack Peach (Super Freight, on Diesel) with a 77cm snapper, Paul Crooks (Super Freight, on Diesel) with a 65cm snapper and Russell Bill (Pyramid Trucking, on Anchorage) with a 65cm snapper. Shayne Holloway aboard Animal won the heaviest kingfish prize with a 14.25kg fish. Kingfish first, second and third measure and release went to Sam Coles (West Coast Loggers, on Te Hana) with a 103cm kingfish, Phil Sandford (Kenworth, on Ata Rangi) with a 102cm kingfish and Mark Thorburn (Car Haulaways, on Animal) with a 102cm kingfish. There were a number of lucky draws as there were no weighed
marlin or tuna this year. Clive Gordon and team-mate Tony Doust of Overland Transport were two of our winners who have fished the tournament every year since it began and travel all the way from Christchurch. Sponsor Shaun Morse from SI-Lodec, who has also fished it for a number of years with the Plan B team, was another lucky winner. Best photo submitted this year was from the team, Woods Family All in! They measured an 8-month-old member of their family on a measure mat. A special thanks as always must go to the tournament sponsors; Southpac Trucks, Patchell Industries, SI-Lodec, Keith Andrews Trucks, Castrol, Cummins, CrediFlex, Auckland Oil Shop, Diesel Services Ltd (DSL), NZ Truck & Driver magazine and NZ Logger magazine. T&D Truck & Driver | 71
FEATURE
Photo taken from Jim Cooper’s book, “Pushing The Boundaries” now out of print. Jim standing with RTA Road Trains of Australia in the late `90’s.
SOUTHLANd'S SON By Bruce Honeywill Photos courtesy of: Robyn Cooper-Radke
Bruce Honeywill pays tribute to Jim Cooper, a Southlander who transformed trucking in the Australian Outback. JIM COOPER O.A. (ORDER OF AUSTRALIA) PASSED away in late January. In a life invested in road transport, Jim Cooper crossed the Tasman as a young family man and built the largest road train fleet in the world, he changed the face of long-distance transport in Australia’s outback, making it safer and more efficient. He brought the inbuilt skills of Kiwi innovation in designing and building equipment for big contracts. He didn’t think outside the box, he stepped out and built a
whole new box. With his passing Jim Cooper leaves road transport with a legacy that will be remembered as long as road trains pass in the night, while rubber wheels roll on bitumen and bush tracks in remote Australia. Jim re-invented bulk transport in remote areas. He worked tirelessly with governments and transport departments to make roads safer, to open multicombination routes. To make remote transport more efficient. Truck & Driver | 73
Above: Jim with Power Trans T1050 at Dampier Salt, Port Hedland 2011. Left: Jim as Chairperson of the Australian Transport Association.
But it was the type of man who Jim was, that was the achievement of his 82-year life. Jim Cooper was a humble man. While building an empire that no one can refute, he would always pull up and have a yarn, his eyes steady, warm handshake and listen to whatever the other person had to say. Always as an equal rather than a high-powered businessman rushing off to some meeting. Born in the Otago town of Gore in 1940, Jim left school and completed an apprenticeship as a motor mechanic. He worked as a plant operator in earth moving operations. As a 21-yearold Jim moved into transport, scraping together what limited resources he had and secured a small loan to purchase Tapanui Transport. Renaming the business Cooper Transport, Jim went to work driving around the clock with his two truck fleet, a 1958 Leyland Comet and a 1960 Dodge. Still only 21, a pretty young lass caught his eye and he married Jenny Harris in 1962. He continued to work around the clock to build his transport business. Once running, it was a solid little business and gave a comfortable lifestyle in conservative Southland. But he wanted more than an easy life. The great red expanses of remote Australia intrigued him. He wanted to taste the red dust of the outback, take on the challenge of 74 | Truck & Driver
November 1968 photographs of the Cooper Transport Tapanui Fleet. Jim had just sold the livestock side of Cooper Transport to Jim & John Dynes. Jim retained the logging side of Cooper Transport until selling to Jim & John Dynes in November `71 then moving to Darwin in February `72.
transport in the big country. Jim ran an advertisement in the Northern Territory News and ended up buying what was predominantly a long-haul car carrying operation: Gulf Transport. Innovation continued to be the keyword for Jim’s career in road transport. The man thrived on challenge, whether in off-road bulk haulage, on-highway road train haulage or livestock transport where the conditions and distances always seem greater than what is possible for man and machine. The essence of Jim Cooper was finding better ways to carry out transport tasks, designing specialised equipment to haul a thousand tonnes or a hundred thousand tonnes from here to there. Matching gear to a job and finding a safe and efficient way to carry it out was more important than building a business empire. The business just came along for the ride. This is not to say Jim was not a canny businessman. He was. Helped with administration and accounting procedures by wife Jenny Cooper. Jim Cooper soon found out the challenges of running a truck operation in what was still frontier country. Truck drivers ‘bogged down’ for days on the grog, the
tyranny of long-distance transport, rollovers of road trains were common, unsafe equipment on the road Jim saw what many couldn’t: Things had to change. The three truck fleet soon expanded, but early growing pains brought difficulties. Jenny Cooper played the balancing act between creditors and debtors. Banks were getting difficult. By the end of 1974 the situation was getting bad. Then on Christmas Eve a change came that no one expected. Cyclone Tracy, a severe cyclone, flattened the city of Darwin. The Cooper’s home was destroyed, workshops were crumpled like thrown-away paper. The children were evacuated to family in New Zealand. In less than 24 hours Jim had trucks assisting the recovery effort, and work became plentiful. In the late 70s Gulf diversified into bulk haulage winning a contract to bring large rocks from Mt Bundey to Darwin, building a haulage system that over time changed the face of Darwin Harbour. From 1979 to 1985 this diversification continued, from linehaul to infrastructure development and then into mining. continues on page 78 Truck & Driver | 75
Above: Pictured left to right at Tapanui in November 1968. Left to right: Graeme “Chappy” Gee, Jim Cooper, John Dynes, Ray Lamberth, Jimmy Thompson, Jim Dynes, Jimmy Lawrence. Below: Jim moving worker huts in `63/64 with his Leyland Comet.
76 | Truck & Driver
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Jim with his beloved International TD20 in November 2021.
Jim at a West Australia mine site in the mid-2000s with a Power Trans T1250.
continued from page 75 Jim Cooper introduced side tippers to mining contracts, overcoming mine management resistance. He introduced flexible side tippers and started to win mine haul road contracts. With eyes still on the Territory’s far horizon and with GULFHAUL and then BULKHAUL running mining contracts across the NT, WA and Qld, the smell of cattle caught his attention. In April 1993, Jim signed on the bottom line for Road Trains of Australia. In so doing he bought more than a livestock haulage company, he was buying a great chunk of Northern Territory culture and probably his biggest challenge. RTA was set up by Noel Buntine, the father of road train livestock haulage in Australia. His drivers were largely ‘old school’, tough men who drove hard and played hard. The old Territory way was to drive like hell through the seven or eight months of Dry Season and back off and lick your wounds through the Wet. It was during the Wet the trucks were serviced, rebuilt, and trailers welded together getting ready for the next cattle season. Jim Cooper knew he had to change that, bring in regular servicing, introduce safety protocols for drivers, schedule trips to meet these needs. He did change it, not without a bit of attrition and a lot of hurt. RTA was sold in 2006 as a very different, smooth78 | Truck & Driver
running fleet - well as smooth as you could hope with the vagaries of Northern Australian climate and roads. Bringing more innovation, Jim and his life-long lieutenant, fellow Kiwi, Stui Strain designed the powered trailer. This configuration was an off-highway combination of a body truck and six trailers with one of the trailers powered by an underslung engine. This introduction increased efficiency on haul-roads significantly. Underground road trains were introduced to compete with dump trucks in the underground mines. These design developments led to the establishment of POWERTRANS. Based in Brisbane, this company built specialised road trains, including the prime movers, for mine haulage work. On Australia Day in 2008 Jim Cooper was made a Member of the Order of Australia for services to remote Australia. The GFC hit mining and the Gulf Group hard. In 2010 Gulf was sold to mining conglomerate BIS Industries. The Cooper family kept POWERTRANS running until in 2013 when BIS also purchased the equipment manufacturer. Jenny Cooper passed away in November 2014 leaving Jim an empty spirit. He returned to his birth country to live, still taking on business challenges. However, he still often travelled to Australia. He passed away in New Zealand on 29 January 2022. T&D
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 National Party and the ACT Party have taken the opportunity to offer their views. T&D
Truckies are doing it tough By Simeon Brown, National Party Spokesperson for Transport and Public Service TRUCKIES HAVE BEEN THE BACKBONE of the NZ economy for the last two years while New Zealand dealt with Covid-19. Throughout all the lockdowns and the temporary setup of internal borders, truckies continued to travel the length and breadth of the country, keeping freight moving and food on the shelves. Approximately 93 per cent of our domestic freight is moved by truckies. They are the arteries which keep our economy pumping. Yet this Labour Government is piling on more costs and implementing policies that are making it harder for our truckies and everyday Kiwis to get around. We have the regional fuel tax, the ute tax, a proposed biofuels mandate and blanket regional speed reductions, like the ones we are seeing proposed for Northland. Worse still, some of the money raised from fuel excise and Road User Charges (RUC) is going towards rail rather than being reinvested in our state highways and regional roads. All of these measures increase the cost of moving goods and services around the country, which in turn drives up the cost of living for Kiwis. While the Government has partially woken up to the fact that the country is facing a cost of living crisis and have reduced the amount of excise at the pump by 25c per litre, the benefit has not flowed through to people who drive diesel vehicles, with changes to RUC still to be implemented. Unfortunately, those who drive diesel vehicles or are in the trucking industry are still waiting for the promised relief.
While the Government has subsequently announced that there will be a 36 per cent reduction in RUC rates for three months, there is no fixed date as to when this will come into effect. National supports the temporary reduction in RUC rates for truckies and other diesel drivers who are doing it tough, but the Government need to move faster on this. With fuel prices this high, every day matters. The RUC relief is supposed to come into force in late April, but this is not as straightforward as it seems. For example, section 85 of the Road User Charges Act requires the Government to give 42 days’ notice of any change in
the RUC rates, meaning diesel vehicle owners could be waiting weeks before they get any kind of relief at the pump. National is calling on the Government to introduce urgent legislation to Parliament to give effect to their promised reductions in RUC as quickly as possible, following the announcement on reducing excise. The sooner these changes can be applied, the better off that truckies and the rest of the country will be. We will continue to put pressure on this Labour Government to ensure these changes are delivered swif tly to New Zealanders who are doing it tough during this cost of living crisis. T&D Truck & Driver | 79
It’s political...
No one is safe from rising costs By Simon Court, ACT Party spokesperson on transport THE COST OF EVERYTHING IS INCREASING, AND WAGES AND salaries cannot possibly keep up. While some of the rises are driven by global events the Labour Government is also doing its bit to increase the cost of doing business. The evidence of their poor policy is clear for all to see when you compare us to Australia, where the inflation rate is 3.5 per cent for the last quarter. Here in New Zealand it’s 5.9% and climbing. No one is safe from the price hikes. The cost to deliver concrete, quarry products and bitumen have increased by 20% in the last year and are still rising. I rang some friends in the construction and roading industry to ask - what is putting so much pressure on prices? The price of fuel has increased 50% in some cases, this makes up 20% of a truck’s hourly rate. On top of this is another 10% increase in the cost of running the truck. So where has the other 10% come from? They told me that tyres had also increased 8–10% and an endless list of Government rules and regs have diminished returns for businesses. The increase in the minimum wage has had a flow-on effect to the rest of the workforce. As is always the case, the wage increase goes beyond those who are starting out on lower wages. Experienced drivers and operators have understandably asked for more money as well, which leads to a 15-20% increase in wage and salary costs. And then there is road congestion. When the country was in lockdown and the roads were empty, trucks were operating at maximum efficiency. Now traffic is returning to normal, they are reduced to a crawl again - reducing efficiency and driving up costs. The major road projects cancelled by this Government would have freed up the roads for freight. Mill Road and East West Link in Auckland, and four laning Whangarei to Port Marsden are examples. Unfortunately many of these costs will be just around the corner for many. While some supply contracts allow increases in the cost of fuel to be passed on quarterly, many contracts only allow for annual adjustments. These businesses will be passing on their input costs to customers as contracts come up for review. With this in mind it is fair to say that the 5.9% inflation we have seen is just the start of an upward spiral. So while the Government is profiteering from inflation with an extra $14 billion in income tax revenue, New Zealand businesses 80 | Truck & Driver
Simon Court are getting squeezed from all sides and have no choice but to pass the costs on to consumers. One of the key issues is overzealous Government regulations and red tape. They strangle businesses and often seem to have little practical purpose. We need to figure out what isn’t needed and get rid of it. One of ACT’s core principles is ‘regulations and other delegated legislation must be scrutinised and subjected to recall or cancellation if they are not able to be objectively justified.’ There are many regulations that don’t pass the sniff test and ACT would slash and burn them. An immediate step we can take right now is to remove the foolish restrictions on the border. Our businesses are crying out for skilled employees. Omicron is here so why are we being so restrictive? An abundance of caution at the border is causing a world of hurt for businesses who need workers now. Planning for the future is also needed to ensure we don’t fall into the same traps in years to come. Our infrastructure is out of date, and while it can’t be fixed overnight, we need to do something or it will only get worse. We should be promoting Public Private Partnerships like Transmission Gully to deliver more projects and consider tolling as a primary method to cashflow these projects. The current Government hasn’t started a single major transport project since they came into office, they’re holding us back and our roads will only become more congested. There are many challenges facing the sector at the moment. Some are immediate and need nimble responses, some have been building for some time and need a long term vision to address. Unfortunately the Labour Government isn’t equipped to deal with either of them, and their lack of delivery and increasingly ideological policy platforms are hurting New Zealand businesses. ACT is the only Party who wants to deliver real change and turn the dial back so our businesses can thrive. T&D
OLD IRON
Hills Carrying Co., Hunterville and Bulls, tractor unit.
Brothers, buses and bulldogs. This month historian Gavin Abbot looks back to the birth of the Mack marque, how the famed bulldog logo was earned and the earliest days of Mack in New Zealand.
The Making of a legend Story & Photos: Gavin Abbot
HE MACK BROTHERS, AUGUSTUS, William, Joseph, Charles and Jack, who were second generation Americans of German ancestry, were raised on a farm near Scranton, Pennsylvania. In the 1870s virtually all engines were steam engines. Jack Mack pursued an engineering career, and it became obvious to him that an engine could perform far more useful work than horses or mules and oxen. Jack became a stationary engineer on steam power plants. Later, Jack was joined his brother Augustus in Brooklyn and they purchased a small wagon building firm in 1893. Being severely hurt by the financial panic at that time, they mainly specialised in repair work and later began experimenting with powered vehicles. By 1900, after eight years of
experimentation and testing, their first motor vehicle was completed. Powered by a four-cylinder engine and featuring a cone clutch, three-speed transmission and chain
drive, this chassis was made into a bus. This prototype vehicle, called “Old Number One” was so successful that orders followed. As production increased, Jack,
Tidd Inland Tanker Services Mack EH tanker.
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Augustus and William incorporated the Mack Brothers’ company in New York with a capitalisation of $35,000. By 1905 the Mack Company had outgrown its small facility in Brooklyn and on the advice of brother, Joseph, the firm was relocated to Allentown. Between 1905 and 1911 Mack continued with a line of heavy trucks including the “Seat Over Engine” model and the first engine-driven fire truck in the United States. By 1911 Mack had 825 employees and a production level of 600 units that year. But the success of the company created acute growing pains as demand for Mack vehicles had come to exceed supply and a constant shortage of capital plagued the young company. Seeking financial assistance, Jack Mack was directed to J.P. Morgan and Co who then merged the Saurer Motor Co with the Mack Company to form the International Motor Company which was capitalised at $10 million. Five months later the Hewitt Motor Co joined the combine. The International Motor Co was later to become Mack Trucks Inc. and with the Saurer and Hewitt lines dropped the merger was a fortuitus one for Mack. Not only did it provide the badly needed capital for expansion, but it also brought into the organisation two exceedingly gifted engineers whose contribution to Mack has become legendary. The first of these was Edward R. Hewitt who became chief engineer after the merger. He and his staff drew up the plans for the successful AB range of Macks. The other engineer, who succeeded Hewitt, was Alfred F Masury who designed the legendary AC model Mack. First produced in 1916 as a heavy-duty model, it arrived at the time of American involvement in WWI and many thousands were delivered to the US Army in France. Here it became a legend in its own time. Rugged, dependable and tenacious it took incredible abuse – the roughest possible
Above: Brabant Bros. Whakatane EF Mack under load during a building removal.
Below: Hills Carrying Co. Hunterville and Bulls artic stock unit.
Bottom: Reber’s Transport (Kumeu) ran two of these Mack EH units.
terrain, continuous operation, inexperienced drivers and gross overloading. It had all the qualities of a bulldog and so it became the “Bulldog Mack” with its blunt nose and looks. By the end of the war the bulldog had been registered as Mack’s corporate symbol, remaining in use ever since. By the end of the war Mack was producing 4000 trucks per year and by 1927 production had risen to 7500 units. In the 1920s and Mack continued with the AB and AC models, making continuous updates and improvements as it did with its bus models as well. In 1928 Mack introduced a new line of high-speed six-cylinder trucks with four-speed transmissions and four-wheel brakes. The new BJ and later BM, BX and BQ models all represented the beginning of the transition from the slow four-cylinder trucks of the earlier years to the modern high-speed transports of the future. Truck & Driver | 83
84 | Truck & Driver
the first. In 1938 the lighter range ED, EE, EF and EG arrived. These replaced REO built Mack Jr models. Also in 1938, Mack introduced the Mack diesel, the first truck manufacturer in the USA to do so. During WWII, Mack developed the NR and produced over 16,000 of these. Bus production ceased as the Navy took over the Allentown bus plant to produce torpedo bombers. In the New Brunswick plant, Mack commenced building powertrains for army M3 and M4 tanks. The NO all-wheel-drive Mack was another popular model among the 30,000 heavy duty trucks Mack built for the military. After the war Mack continued with the E series until the arrival of the new A Series in 1950. T&D
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The Great Depression dealt a severe blow to Mack as it did to many other manufacturing industries. Mack reduced production and cut costs where it was able to but kept the quality of production in place. To compete with the major builders of cheaper trucks, Mack did a deal with REO Motors to sell their lighter range of trucks under the name Mack Jr. This gave their agents another avenue of sales to supplement Mack the heavier models. This was also end era when the tractor and semi-trailer units came into their own to haul bigger payloads. Mack was still very involved in the bus business and with railways starting to abandon unprofitable lines the buses took up the business. The new CH and CJ models called the Traffic type came in 1934. In 1936 Mack introduced the E Series with the premium EH being
P
St
Ger
Above: Waitakaruru Transport had an E model Mack in their line-up.
Facing page top: Impressive Northern Roller Mills fleet added a Mack to their Diamond T, REO and Studebaker line-up.
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Facing page bottom: Brabant Bros. EF Mack sold new by A.B. Donald Ltd.
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Standard Road Axles & Suspension German engineered for a superior ride
Axle and suspensions shown may differ from those used by this fleet
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Early Macks in New Zealand MOTOR VEHICLE DEALER SEABROOK Fowlds Ltd was formed in Auckland in 1922. They sold Maudslay and Leyland trucks. The Leyland agency was dropped, and the Austin agency secured in 1924. They also had the Mack agency and in 1926 secured a contract to supply five AB model buses to the Wellington City Council. These were possibly the first Macks sold in New Zealand. Few trucks were sold, mainly the arrival of the E Series in 1939 when the agency was relinquished. In 1939 A.B. Donald/REO Motors took over the Mack agency. With the arrival of the full range of E Series models many were sold until WWII stopped imports. They came as chassis and cowl and had Colonial Cabs built on them. These were the last Macks sold in NZ until Ron Carpenter set up Motor Truck Distributors in 1972 to import FR and R model trucks. In the late 1920s the government of the day commenced taking over many bus companies and in 1928 set up the NZ Railways Road Services (NZRRS). The mixed collection of old buses was being replaced with new chassis from Britain.
One of the five AB model Macks sold to the Wellington City Council. When cut-off from this supply they were fortunate to secure Mack chassis from America. The first Mack chassis arrived in 1941 and the last of the 173 new Macks purchased was in 1951. These consisted
of models EE, EF, EH and CBL. These truck chassis were extended, and New Zealand Motor Bodies built the bodies on them. The NZRRS freight division used some new EH models but mostly ex-US Forces units. T&D
Kermit
By Gavin Abbot
IN THE EARLY 1980S I PURCHASED A LWB EH MACK FROM a staff member at Road Runner Trailers. He said it had been hauling metal at National Park. It was fairly rough with a rusty cab. Another cab was obtained from Waikato Earthmovers and a grille with the EH badge came from Corowa, Victoria along with some other parts I obtained. The wheelbase was shortened so it would go in my garage and the truck was repainted green. The Mack Museum supplied some useful information on this truck. Kermit now resides at the Neil Otway Collection. T&D
86 | Truck & Driver
Mack Heavy Haulers: W Stevenson & Sons, Otahuhu
Mack Heavy Haulers: Geo. Dale & Son, Auckland
Mack Heavy Haulers: NZ Forest Service, Minginui.
Truck & Driver | 87
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TRUCK SHOP
Innovative design has created strong interest in the NARVA Model 49 LED range of large rear combination lamps.
LED attention grabbers
I
NNOVATIVE LIGHTING DESIGN FROM NARVA IS helping to make trucks and trailers stand out on New Zealand roads – lifting safety standards as big rigs become more visi-ble to other drivers. Truck owners have been quick to spot the advantages of the recently released NARVA Model 49 LED large rear combination lamps, created especially for the commercial truck and trailer sector. A key feature of the Model 49 is the continuous neon-like LED light pipe that frames the lamp’s border, creating a modern signature appearance for the truck or trailer, like those seen on prestigious cars and SUVs. What makes it stand out even more is that the LED light pipe stays illuminated when the other functions are off and the high-quality optics featured in the tail, stop, indicator and reverse functions are designed to instantly gain the attention of those following the truck. “The Model 49 is a leap forward in rear combination lamp design,” says Tim Pater-son, National Sales Manager for Griffiths Equipment, which distributes NARVA au-tomotive lighting products throughout New Zealand. “The striking appearance is designed to lift visibility and ensure that others on the road can’t fail to spot the truck. That’s a big bonus for road safety, particularly in poor driving conditions.” Demand for the Model 49 lamp is growing, and it looks set to become just as popu-lar as its predecessor, the Model 48 (aka the ‘jumbo’), which dominated the transport industry in Australasia for more than two decades.
It’s designed to fit the same footprint as the Model 48 and fully meet all ADR per-formance regulations for tail lamps. The sleek and slimline Model 49 measures just 46mm deep and there are no visi-ble screws or mounting holes, so it appears almost flush with the bodywork or chassis. Snap-on retro reflectors cover the lighting components to further emphasise the flush stylish appearance, whilst the lamp inserts themselves are replaceable with the reflectors removed. The lamps are constructed from virtually unbreakable coated polycarbonate lenses, which are scratch and chemical resistant, as opposed to regular polycarbonate, making replacement unlikely. However, for peace of mind, they are backed by NARVA’s 5-year LED warranty. Mr Paterson says Griffiths Equipment is responding to the high interest in the Model 49 by stocking a wide range of configurations in coloured or clear lenses to suit the needs of the New Zealand transport industry. These include triple tail, stop and rear direction; triple tail, stop, reverse, and rear direction; and twin tail, stop and rear direction. All versions are designed to suit 9-33V and come prewired with 0.5m of cable for ease of installation. The new NARVA Model 49 LED large rear combination lamps can be purchased from leading automotive and transport outlets throughout New Zealand. More in-formation is available on the www.narva.co.nz website. T&D Truck & Driver | 89
TD32464
Now Available as a ROC - TUFF Smoothy Design
High Strength High Wear Resistant Steel Bodies Matthew Gillies
Michael Eccles
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DDI: 09 215 3282 Mob: 021 879 742 Email: mattgillies@transfleet.co.nz
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DDI: 09 218 9086 Mob: 021 518 955 Email: rhys@transfleet.co.nz
78 McLaughlins Rd, Manukau City, PO Box 76065, Auckland New Zealand
National Road Carriers
LEARNING FROM TRANSMISSION GULLY By James Smith, COO, of National Road Carriers Association
T
HERE HAS BEEN SOME DEBATE AS TO THE SUCCESS or failure of the Public Private Partnership model used to deliver Transmission Gully. The project was impacted by delays and cost overruns and opened in March 2022 despite not being fully finished. New Zealand has a significant infrastructure deficit. At a recent meeting Finance Minister Grant Robertson said New Zealand had failed for decades to invest in the infrastructure required to meet the growth in New Zealand’s population and economic activity. He signalled that continued significant investment was required to catch up and provide for future growth. Transmission Gully is a good example of an infrastructure project that was needed decades before it was constructed. The cost to the economy of not building it sooner far exceeded the cost of the project. Some figures I have seen indicate an economic lift to the Kapiti Coast region alone will be triple the cost of the project. The new Puhoi to Warkworth motorway is also running behind schedule and is unlikely to open as planned in May. Delays and cost over run’s are more due to the disruptions to supply chain caused by COVID and the level four lockdown of Auckland rather than it being constructed using the Public Private Partnership model. It is vital New Zealand gets back to the mindset that infrastructure is an investment in the economic and social fabric we need for the future. Infrastructure investment needs to move away from the three-year election cycle where project deferral is used to avoid unpopular rate or tax increases.
James Smith
I believe the Public Private Partnership model deserves to remain an option. Waka Kotahi and Ministry of Transport should look at Transmission Gully and the other PPP projects underway and review what worked and, more importantly, what went wrong so the model can be finetuned. It is very likely that to catch up and move forward on infrastructure we will need to use every option available to fund projects and supply the workforce required to deliver them. Establishing a clear pipeline of projects both large and small will enable companies to plan and invest in both plant and, most importantly, people. The knowledge that there is certainty of work will attract people to invest and to choose careers that such projects provide. Looking back to the early decades of National Road Carriers, it was these large-scale projects that churned out skilled drivers and provided opportunities for innovative Kiwis to build transport businesses, many of which still exist today. There is no argument that most of our state highway network and local strategic freight corridors require significant work to bring them up to a first world standard. The sooner New Zealand adopts a long-term plan to get us there the better. Public Private Partnerships need to remain part of that plan. The NRC team is always available to assist anyone who chooses transport as their occupation. If there is anything you need assistance with, please call us on 0800 686 777. T&D Truck & Driver | 91
Trimac Services
K & L Distributors BOP Ltd
Auckland Oil Shop
Trimac Services is owned and operated by Irene & Bruce McPherson. We have a long association with the supply of oil and lubricants to Northland with the majority of this time representing Caltex. We pride ourselves in exceeding our customer’s expectation in terms of delivering product and service to our business partners. Talk to us for quality Caltex lubricants to suit your specific requirements.
AND HAWKES BAY
Westland Engineering Supplies 03-768 5720
Trimac Services Kioreroa Rd (behind Caltex Diesel Stop) Whangarei PH 09 4380 258 Email: office@trimacservices.co.nz Bruce McPherson 0274 932 914 Call Rhys McPherson 0274380258 Email: rhys@trimacservices.co.nz
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A new addition to the J Swap Contractors fleet is this DAF CF 85 Space Cab. The 8x4 has a 530hp PACCAR MX-13 and is making stockfeed deliveries around the North Island. Warren Auger Bins at Matamata built the 20ft four-compartment open top truck bin fitted with 24ft discharge auger and the trailer is a Warren 5620 5-axle 28ft 6 compartment open top with 28ft discharge auger. Features include SAF ZI9 Intradisc, Wabco EBS braking, Alcoa Dura-bright alloy wheels and Hella lights. A Deutz diesel power pack runs the trailer hydraulics.
Back to record levels THE NEW ZEALAND TRUCK MARKET CONTINUES TO establish new records. The monthly total of 511 new registrations (GVM 4.5 tonnes-plus) is the best March result on record, a 1.5% increase on the 503 units achieved in March 2020. A record monthly figure also boosts the YTD ( January-March) total to 1306 units, which is the best first-quarter performance ever. The YTD total is just 0.46% up on March 2019 record levels but provides a good measure of the recovery since the initial impact of Covid-19 saw the market slump to 795 units in the first quarter of 2020. It’s a slower start to the year for new trailer registrations, although the 140 registrations in March 2022 is a slight increase from 131 in the same month of 2021. YTD registrations of 334 new trailers is just 0.8% down on 2021 figures but remains 10% behind the total of 371 achieved in the first three months of 2019 and 13% behind the record levels seen in Q1 2018 with 384 total registrations. FUSO continued extending its lead in the 2022 sales race with 100 registrations in March, taking it to 254 YTD. Hino also continued its strong start to the year with 82 registrations for the month (226 YTD), however Isuzu had a better month with 93 March registrations and now stands at 201 total YTD. Behind FUSO, Hino and Isuzu in the 4.5t to maximum GVM truck
market, the March figures revealed a strong performance from Scania (89/42), moving ahead of Kenworth (81/25) to claim fourth position. Mercedes-Benz (79/31), Iveco (78/30), UD (57/22), Foton (55/18), and DAF (48/23) round out the top-10 brands. In the 3.5-4.5t crossover segment, Fiat (78/18) is still the outright leader ahead of Volkswagen (36/12) Mercedes-Benz (26/14), Ford (15/7), Chevrolet (9/4), Renault (8/4), RAM (8/5), LDV (5/2) and newcomer Iveco (1/1). In the 4.5-7.5t segment FUSO (107/46) leads ahead of Isuzu (71/26), Mercedes-Benz (52/24), Iveco (48/18), Hino (41/22), Foton (30/9) and Hyundai (18/10). The 7.5-15t category saw Isuzu (73/38) move into the top spot ahead of Hino (69/20) and FUSO (57/17) registering 38 trucks in March. Foton (25/9) ranks fourth followed by Iveco (10/3), Hyundai (3/0), UD (3/1) and Mercedes-Benz (2/1). In the small 15-20.5t category there was a lot of movement. Hino (40/16) extended its clear lead ahead of FUSO (15/7) who moved ahead of UD (12/4). Isuzu (9/5) moved ahead of Scania (7/3) and Iveco (6/4) moved ahead of MAN (4/2). The ever-shrinking 20.5-23t segment saw just two registrations in the month of March for Hino (3/2). Scania’s impressive 39 registrations for the month of March moved
(continues on page 96) Truck & Driver | 93
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Palmerston North-based Matthew Sherlock Contractors is moving containers and general freight around the lower North Island with a new Mack Trident 8x4. The 535hp unit features the last MP8 engine matched to an 18-speed Road Ranger to be built at the Mack plant in Wacol, Australia. Also featured are a King Bars ‘Texan’ bumper with marker lights, Hella driving lights, offset front rims, cab side skirts, chassis and under-step toolboxes, custom sun visor, roof kit and additional paint work by Advanced Panel and Paint in Palmerston North.
23,001kg-max GVM
4501kg-max GVM 2022 Brand FUSO HINO ISUZU SCANIA KENWORTH MERCEDES-BENZ IVECO UD FOTON DAF MAN VOLVO HYUNDAI SINOTRUK FREIGHTLINER INTERNATIONAL VOLKSWAGEN FIAT RAM MACK SHACMAN WESTERN STAR PEUGEOT Total
Vol 254 226 201 89 81 79 78 57 55 48 28 27 21 20 10 6 6 5 5 5 3 1 1 1306
% 19.4 17.3 15.4 6.8 6.2 6.0 6.0 4.4 4.2 3.7 2.1 2.1 1.6 1.5 0.8 0.5 0.5 0.4 0.4 0.4 0.2 0.1 0.1 100
March Vol 100 82 93 42 25 31 30 22 18 23 11 10 10 6 3 1 1 0 1 1 0 0 1 511
22 % 19.6 16.0 18.2 8.2 4.9 6.1 5.9 4.3 3.5 4.5 2.2 2.0 2.0 1.2 0.6 0.2 0.2 0.0 0.2 0.2 0.0 0.0 0.2 100
March Vol 18 12 14 7 4 4 5 2 1 67
22 % 26.9 17.9 20.9 10.4 6.0 6.0 7.5 3.0 1.5 100
March Vol 46 26 24 18 22 9 10 1 0 1 1 158
22 % 29.1 16.5 15.2 11.4 13.9 5.7 6.3 0.6 0.0 0.6 0.6 100
3501-4500kg GVM 2022 Brand FIAT VOLKSWAGEN MERCEDES-BENZ FORD CHEVROLET RENAULT RAM LDV IVECO Total
Vol 78 36 26 15 9 8 8 5 1 186
% 41.9 19.4 14.0 8.1 4.8 4.3 4.3 2.7 0.5 100
4501-7500kg GVM 2022 Brand FUSO ISUZU MERCEDES-BENZ IVECO HINO FOTON HYUNDAI VOLKSWAGEN FIAT RAM PEUGEOT Total
Vol 107 71 52 48 41 30 18 6 5 5 1 384
% 27.9 18.5 13.5 12.5 10.7 7.8 4.7 1.6 1.3 1.3 0.3 100.0
2022
An impressive 39 registrations moved Scania to the top of the premium segment. 7501-15,000kg GVM 2022 Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI UD MERCEDES-BENZ Total
Vol 73 69 57 25 10 3 3 2 242
% 30.2 28.5 23.6 10.3 4.1 1.2 1.2 0.8 100
March Vol 38 20 17 9 3 0 1 1 89
22 % 42.7 22.5 19.1 10.1 3.4 0.0 1.1 1.1 100
15,001-20,500kg GVM 2022 Brand HINO FUSO UD ISUZU SCANIA IVECO MAN DAF MERCEDES-BENZ Total
Vol 40 15 12 9 7 6 4 1 1 95
% 42.1 15.8 12.6 9.5 7.4 6.3 4.2 1.1 1.1 100
March Vol 16 7 4 5 3 4 2 0 1 42
22 % 38.1 16.7 9.5 11.9 7.1 9.5 4.8 0.0 2.4 100
20,501-23,000kg GVM 2022 Brand HINO SINOTRUK Total
Vol 3 1 4
% 75.0 25.0 100
March 22 Vol % 2 100.0 0 0.0 2 100
Brand SCANIA KENWORTH FUSO HINO ISUZU DAF UD VOLVO MERCEDES-BENZ MAN SINOTRUK IVECO FREIGHTLINER INTERNATIONAL MACK SHACMAN WESTERN STAR Total
Vol 82 81 75 73 48 47 42 27 24 24 19 14 10 6 5 2 1 580
% 14.1 14.0 12.9 12.6 8.3 8.1 7.2 4.7 4.1 4.1 3.3 2.4 1.7 1.0 0.9 0.3 0.2 100
March Vol 39 25 30 22 24 23 17 10 5 9 6 5 3 1 1 0 0 220
22 % 17.7 11.4 13.6 10.0 10.9 10.5 7.7 4.5 2.3 4.1 2.7 2.3 1.4 0.5 0.5 0.0 0.0 100
March Vol 12 12 12 11 9 9 5 6 5 6 4 2 2 3 4 4 4 0 1 2 4 0 0 1 2 1 0 2 17 140
22 % 8.6 8.6 8.6 7.9 6.4 6.4 3.6 4.3 3.6 4.3 2.9 1.4 1.4 2.1 2.9 2.9 2.9 0.0 0.7 1.4 2.9 0.0 0.0 0.7 1.4 0.7 0.0 1.4 12.1 100
Trailers 2022 Brand Vol 32 PATCHELL FRUEHAUF 30 M.T.E. 28 ROADMASTER 24 DOMETT 20 TRANSPORT TRAILERS 20 TMC 16 TRANSFLEET 14 FREIGHTER 14 FAIRFAX 11 CWS 7 EVANS 6 KRAFT 6 MILLS-TUI 6 MTC EQUIPMENT 6 JACKSON 6 TES 5 HAMMAR 5 LUSK 4 TES 4 TANKER ENGINEERING 4 TIDD 3 MD ENGINEERING 3 MAXICUBE 3 WHITE 3 SEC 3 MAKARANUI 2 STEELBRO 2 OTHER 47 334 Total
% 9.6 9.0 8.4 7.2 6.0 6.0 4.8 4.2 4.2 3.3 2.1 1.8 1.8 1.8 1.8 1.8 1.5 1.5 1.2 1.2 1.2 0.9 0.9 0.9 0.9 0.9 0.6 0.6 14.1 100
Truck & Driver | 95
them into the top position in the premium 23t to maximum GVM category to lead the first quarter with 82 registrations YTD. Kenworth (81/25) is a very close second ahead of FUSO (75/30) who moved ahead of Hino (73/22). Isuzu (48/24) climbed into fifth (from seventh) ahead of DAF (47/23), UD (42/17), Volvo (27/10), MercedesBenz (24/5), and MAN (24/9) rounding out the top-10. There was no change at the top of the trailer market with Patchell
Industries leading the market YTD. March registrations saw Patchells, Fruehauf and M.T.E all tied, each registering 12 new trailers. Patchells (32/12) leads the trailer segment after three months just slightly ahead of Fruehauf (30/12). Next was M.T.E (28/12) and Roadmaster (24/11) with Domett (20/9) and Transport Trailer (20/9) tied in fourth. TMC (16/5), Freighter (14/5), Transfleet (14/6), Freighter (14/5) and Fairfax (11/6) round out the first quarter top-10 for 2022. T&D
A third MAN TGM ground spreader unit has joined the fleet of Pokeno-based Brent Graham Contracting. The MAN TGM 18.320 4x4 is working in the Auckland and Waikato regions fitted with a fertiliser body built by Paul Hoyle (Mid-Island Spreading). The TGM has 320hp transferred by a ZF 9-speed manual transmission and the permanent 4x4 system has multiple axle inter-lock settings.
Southland is home to a new Mack Super Liner 8x4 being operated by Invercargill’s McNeill Distribution. The truck is the first prototype 8x4 to be built at the Volvo Group factory at Wacol, Australia. The Super Liner is hauling wood chips with a five-axle trailer. Its running gear includes a 685hp MP10 engine, mDrive HD transmission and Meritor 46-160 rear axles. Disc brakes, offset front rims, Hella LED driving lights and roof kit have been fitted to the new Super Liner.
96 | Truck & Driver
J.D. Hickman Transport has its first Euro 6 spec DAF on the road. The CF 530 8x4 Space Cab is being driven by Ross Peeti based from Whanganui. The 530hp developed by the PACCAR MX-13 runs through a Traxon 16-speed AMT and the truck and trailer feature disc brakes and air suspension. A Jackson Transport refrigerated curtain side body and 5-axle trailer with Thermo King fridge units will service the dairy industry. J.D. Hickman began its association with PACCAR product in 1990 and the PACCAR trucks now account for about twothirds of the fleet.
HAWKES BAY FARMERS TRANSPORT LTD
This is the story of one of a young man (Roy Sherwood) who started one of those companies and with his progressive ideas moved to being one of the leading operators of his time. The first 50 years of the story is written by Mr C.J.Wilkie in 1980. He was also a pioneer carrier who later became a director of Hawkes Bay Farmers Transport.
LIMITED EDITION TD32268
For just $55-00 plus $10 postage For your copy contact: Postage: Gavin Abbot, 34 Elliott Street, Opotiki 3122 Or email: clamyhen@xtra.co.nz
Truck & Driver | 97
Harley Tripae, owner of Tripae Trucking in Lower Hutt, has put a new Kenworth K200 Aerodyne 8x4 on the road. Contracting to Joe Potter of HP Transport, the K200 is carting logs from Wairarapa and Wellington forests to the Wellington port. A 618hp Cummins X15 is matched to an Eaton RTLO20918 18-speed manual and Meritor MT23165GP 4.30:1 rear axles with dual diff locks. Dura-bright alloys, sandstone interior trim, leather seats, grill bars, drop visor, dual intakes, heavy duty bumper, wood leather steering wheel are fitted along with an under-bunk fridge and TV/ DVD player. Caulfield Signs in Rotorua did the stand out cab painting. Patchells built all the logging gear and 5-axle trailer with SI Lodec scales and Bigfoot CTI.
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98 | Truck & Driver
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Matt Becher’s Flash Excavations has added the first new Kenworth to its Bombay-based fleet. The T909 6x4 with 36-inch Aerodyne sleeper tows a ‘three rows of eight’ transporter trailer moving machinery around the North Island. A 600hp Cummins X15 is matched to a Eaton RTLO22918B 18-speed manual transmission, Meritor RT46-160GP with full X-lock axles and Kenworth Airglide 460 air suspension. Southpac in-house engineering department took care of all the rigging, extra stainless and lighting while Ideal Services Pukekohe completed the hydraulic setup. Signwriting by Cliff at Truck Signs, Mt Maunganui.
Collins & Sons Earthmoving and Cartage from Cambridge have recently added a pair of new FUSO HD FV2547 6x4 tipper units to its 10-strong fleet hauling construction materials in the Waikato region. The 470hp twins run the G230-12 (INOMAT-II) 12-speed automated manual transmission and feature full floating Hypoid type tandem drive with inter-axle diff lock and steel suspension.
Sukhdeep Singh from Hamilton’s GSR Transport has put a new MAN TGS 35.540 on the road. The 8x4 tractor unit in day cab configuration is running in MOVe Logistics colours with a four-axle trailer for container movements in the Waikato and Bay of Plenty. The 13-litre D26 engine develops 540hp and 2500Nm of torque paired with 12 28 OD transmission, hypoid 3.7:1 final drive ratio and electronically controlled air suspension.
Truck & Driver | 99
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Truck & Driver | 103
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DION ROUT
AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND
MOB: 027 233 0090 EMAIL: TRUDY@TRUCKER.CO.NZ MOB: 027 491 1110 EMAIL: DION@TRUCKER.CO.NZ
HAYDEN WOOLSTON – M: 027 448 8768 E: HAYDEN@TRUCKER.CO.NZ AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND
EG30643
Auckland:
YOUR SOUTH ISLAND SOLUTION FOR
TRUCK AND TRAILER
SERVICING +PARTS
www.transportrepairs.co.nz
TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS
P: 09 264 1666 M: (64) 027 2661233
Shacman New Zealand Limited Distributor for SHACMAN Truck 264 Roscommon Road, Wiri, Auckland 2104
www.shacmantruck.co.nz
TD32290
Bobby Khan