NZ Truck & Driver December 2022

NZ TRUCK & DRIVER

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| December 2022/January 2023

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Issue 263

TRAIN

The Official Magazine of

ISSN 2703-6278

CONSTRUCTION CREW.

FUSO delivers powerful tipper solutions across light, medium and heavy-duty applications.

MITSUBISHI FUSO Authorised Distributor Fuso New Zealand Ltd www.fuso.co.nz Photo: Western Hills Quarry, Horahora, Whangarei

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CONTENTS

Issue 263 – December 2022/January 2023 4

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41

44

News

The latest from the world of road transport including…. A delayed roll-out of Mobile Roller Brake Testing machines; New Zealand’s latest cofunded low emissions transport projects; upcoming truck show previews; Manfeild truck racing action and three new Western Star models headed down under in 2023.

FEATURES: 62 Southpac Trucks Legends

Growth and Learning: Tokoroa’s Alan Forbes looks back on his trucking career, building and selling his logging fleet and how retirement means a busy schedule of part-time driving and working on his classic cars and trucks.

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Giti Tyres Big Test

Timber Train: It’s a record for the New Zealand Truck & Driver monthly Big Test as we head into the Kaingaroa Forest to get behind the wheel of the new Rotorua Forest Haulage Kenworth C509 logging treble.

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Transporting New Zealand

In the latest update from Ia Ara Aotearoa Transporting New Zealand, CEO Nick Leggett talks about the importance of road transport industry issues being represented by a single unified voice.

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Teletrac Navman Fleet Focus

Mainstream Momentum: We return to Mainstream Logistics to discover how much the company has grown in a decade and why it has developed a bespoke IT system to streamline its systems.

MANAGEMENT

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Mack Milestone

Manfeild hosted the Mack 50 Years in New Zealand event at Labour weekend. A huge turnout of trucks and enthusiasts came along to celebrate a big milestone for the bulldog marque.

Sergeant Schultz

In the latest in our series about classic working trucks we look at how an ex-NZ Army MercedesBenz 2228/41 is adapting to civilian life in Tauranga.

Strictly No BS

Taranaki truckie Peter “Spud” Bonner started at Toko’s Aitken Transport before he left school. He’s never moved on, co-owned the company for 22 years and is still behind the wheel after 50 years.

REGULARS: 96/ Double Coin Tyres NZ Transport 97 Imaging Awards

Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.

101 CrediFlex Recently Registered

October’s NZTA registration data saw FUSO leading the market as commercial vehicle sales continue to track towards a record total. Plus, this month’s photo gallery of new trucks on the road.

COLUMNS 97 It’s Political

Each month NZ’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. ACT and National have responded with their views.

101 National Road Carriers Association

NRC CEO Justin Tighe-Umbers talks about summer highway maintenance issues in his end-of-year message.

Canterbury Cruising

Keen truckies and special trucks at this year’s Dave Carr Memorial Run helped raise over $7000 for Gumboot Friday.

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

Hayden Woolston 027 448 8768 hayden@trucker.co.nz

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

NZ subscription $95 incl. GST for one year price (11 issues) Overseas rates on applicationw ADDRESS

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Ian Parkes Wayne Munro Olivia Beauchamp Gerald Shacklock David Kinch

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston 027 233 0090 trudy@trucker.co.nz

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

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www.nztruckanddriver.co.nz Truck & Driver | 3

NEWS

Mobile testing going nowhere THE NEW MOBILE ROLLER BRAKE TESTING (MRBT) use the non-mobile RBTM machine’s in areas where they are located.” machines being introduced as part of the ``Road to Zero” road safety We also asked the Police if there was any timeframe for the units to go campaign are proving to be anything but. Mobile that is. into service.

In fact, the first five of the six new machines that should have been deployed “This is a priority for Road Policing. We are working very closely with all around the country by NZ Police Commercial Vehicle Safety Teams earlier concerned, all going well we hope to have this issue resolved by early next this year remain in storage at its Stanley Street base in Auckland. The sixth year, we can’t give an exact date though because safety is our priority.” unit has yet to be completed as parts have been delayed.

The NZ CVST opened tenders for the supply of six new machines in Police Vehicle Safety Officers have been trained to use the machines but 2020. The tender requirement was for a roadside brake tester that had the eight months after their public launch in late-February, they remain idle with capacity to test fully laden vehicles. It needed to be in a self-contained trailer Police unable to provide a timeline for introduction. with a generator and an overall weight around 3000kg.

The MRBT units should have been rolled out to carry out random Police went with the BM Autoteknik BM20200 system from Denmark checking of heavy vehicle braking systems nationwide, supplementing the capable of testing cars, vans, four-wheel-drives and heavy vehicles to a permanent roadside facilities in the Bay of Plenty and in North Canterbury. COF-B standard.

CVST officials had identified braking system issues as a safety issue and Another requirement was for the system to be set up using just two people had identified a 67% failure rate for vehicles tested at the Paengaroa site and be ready for operation within 15 to 20 minutes of arrival to site. between 2018 and 2021.

The MRBTs were to allocated around the country one per each to the four New Zealand Truck & Driver asked the NZ Police for comment regarding CVST areas and the other two in a “floating” role. T&D the delayed introduction.

“Police operate Permanent Roller Brake Machines The MRBT units were designed to move around the country in car transporter trailers.

(PRBMs) in Paengaroa and Glasnevin, but the mobile versions of the roller machines are being stored in Auckland until the trailers used to tow them have had an identified safety defect resolved,” says Senior Sergeant Mike Moloney, Relieving National Manager, Commercial Vehicle Safety Teams.

“Police are currently working with the manufacturer, supplier and an independent engineer to resolve the safety issues before the RBTMs can be deployed more widely throughout New Zealand.

“Safety is our number one priority and we are still able to 4 | Truck & Driver

NEWS Energy and Resources Minister Dr Megan Woods.

More co-funded EV projects THE THIRD ROUND OF LOW EMISSION TR ANSPORT Fund allocations will provide $2.14 million in co-funding and includes several road transport projects.

Among 11 new projects are clever solutions for electric vehicle charging, ways to cut fuel costs in heavy freight, and the first marine project will get co-funding for a trial of small electric outboard motors.

“In total, the projects will receive $2.14 million from the Government’s third round of The Low Emission Transport Fund so they can trial new ways of slashing emissions in the transport sector, in areas that were previously seen as hard to decarbonise,” says Energy and Resources Minister Dr Megan Woods.

“It’s also great to see projects looking at saving money and waste at the same time by targeting inefficiencies in freight.

“Freight and transport management companies Findatruckload and iCOS LIVE, will partner to identify `empty legs’ - when trucks return empty,” says Dr Woods.

The service will automate freight alerts to trucks about to run empty to allow them to fill their empty leg, generate more revenue, eliminate the need to put another truck on the road to move the same freight, and thereby save emissions. The project has received $91,000 in funding.

“We are also happy to support work on one of the big reasons that stop prospective buyers from purchasing EVs - slow charging.”

A $397,000 grant will see Red Phase Technologies working with Z Energy and Powerco to integrate a super high-speed charger at a Waiouru site, using technology that will reduce the impact on the grid. The system delivers four chargers providing over 180kW each.

Jump Charging is the recipient of $101,094 to build a portable skidmounted 75kW DC rapid charging station that can be installed in locations that require temporary increases in EV charging demand such as

special events or emergency situations.

Other grants include $252,000 for Swire Shipping’s coastal shipping company, Pacifica Shipping to deploy two XCMG E700 electric trucks to move full containers for the first and last mile at the ports of Auckland and Christchurch, connecting with Pacifica Shipping’s coastal services operating between Auckland and Lyttleton.

The trucks can handle around six containers each daily, at both Auckland and Christchurch between warehouse and port. Swire estimates that this system will decarbonise 3,000 truck movements in the first year alone building to over 9,000 decarbonised journeys by the third year of operation.

The combined use of zero emission first and last mile transport, connected to coastal shipping, will offer shippers the lowest emission supply chain for inter-island containerised cargoes in New Zealand. One of the trucks will be at Swire’s own cost.

A grant of $343,398 will allow National Steel to purchase a 28-tonne electric truck fitted with a fully electric hydraulic arm and hook, to operate at its metal shredding and recovery facility in Wiri, Auckland. The truck will replace a 5-year-old diesel truck, and a lengthened chassis will enable the truck to carry standard skips.

The Low Emission Transport Fund, administered by EECA (Energy Efficiency and Conservation Authority), supports the demonstration and adoption of low emission transport technology, innovation and infrastructure to accelerate the decarbonisation of the New Zealand transport sector. Learnings from LETF projects will lead efforts reduce transport emissions by 41% by 2035.

Organisations were able to apply for up to 50% of the cost of projects that met specific objectives. Recipients of round four and round five funding for projects that support the adoption of public charging infrastructure will be announced in the near future. T&D Truck & Driver | 5

WOW WHAT A YEAR !

THE TEAM AT KRAFT WOULD LIKE TO THANK ALL OUR CUSTOMERS AND SUPPLIERS FOR YOUR SUPPORT THIS YEAR. WE REALLY APPERCIATE IT!

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ALL THE BEST FOR 2023 AND HAVE A FANTASTIC CHRISTMAS NEW YEAR.

5 Wikaraka Street, Ngongotaha, Rotorua, NZ Phone +64 7 357 4597

Colin King: Email colin@kraftgroup.co.nz, Mob 027 539 0057 James Worsnop: Email james@kraftgroup.co.nz, Mob 027 572 2642

NEWS The turnout at the inaugural show in 2020 was estimated at 7000 people.

It’s all go at Bombay WITH AN UNPLANNED Transport Cup. This was donated extra year to prepare,

by Allan & Adrienne James in no thanks to Covid-19, the 1992 for The Best Presented Transfleet Trailers/Allied Mercedes Benz Commercial Petroleum Bombay Truck Show Vehicle. is ready to return even bigger “From the limited information and brighter as the first big road we have, it was awarded at a transport event of the new year. few different North Island truck With over 400 trucks entered shows from 1992 to 2000. It then for display, 60 trade stands and a new sat somewhere for 19 years before being Careers Zone added to the event, the second awarded to Pukekohe Carriers in 2019. We running of the show is at the Bombay Rugby look forward to seeing it continue in circulation Club grounds on Saturday January 21. and awarding it at the next Transfleet Trailers/ The show provides an early chance for the industry Allied Petroleum Bombay Truck Show.” to showcase new models and the latest builds for 2023.

Marieka says the history of the trophy isn’t clear.

Show coordinator Marieka Morcombe says the “If anyone has history to share with us on this trophy’s anticipation is building not only in the industry, but travels, I’d love to hear about it.” also in the local community.

Other attractions include food trucks, live music and a “The show committee and the whole community free Kidzone entertainment area. is really excited about the show. There is a real While the truck show has a commercial and buzz building and I hear people talking about it entertainment format it’s primary goal is to raise funds at the rugby club, school pick-ups and in online for charity and community groups. chatter,” says Marieka.

“Having already donated $37,500 to charity in “With it being such a huge build up – three advance of the show, we look forward to handing years – it’s a huge amount of time between over the balance and we know our charities look shows. The public that came to the first event forward to receiving it,” says Marieka. can’t wait to come back. Exhibitors are putting The three groups - Franklin Hospice, Blood Cancer plans together and organising giveaways on & Leukaemia Foundation and the Bombay Rugby their stands and truck drivers are polishing.”

Club - will all have a presence on the day.

The A&A Transport Cup for The Best The UDC Show & Shine is a keenly “Take a moment to speak to them to find out Presented Mercedes Benz commercial contested element of the Bombay Show. what they do to help so many people around the vehicle returns to circulation at the “To join our own 68 trophies, we have also country. Drop another coin in their buckets. It all Bombay Truck Show. been entrusted with an old trophy, the A&A helps!” T&D Truck & Driver | 7

NEWS

Brokers moves into Wellington

Stuart Thornton is managing the new Brokers United branch in Wellington.

BROKERS UNITED HAS OPENED A FIFTH BR ANCH and extended its specialist commercial vehicle repair network into the Wellington region.

Based in Petone, the new Brokers United location joins its existing Waitara, Rotorua and two Tauranga facilities.

“We were looking to better support our customers around the country, and we were aware the Wellington region was underserviced. Operators around Wellington were having to travel to have their repair work done,” says director Kurt Broker.

“We’ve bought a new and well-equipped business in Petone which will be managed by Stuart Thornton.

“Stuart is very experienced in many aspects of the paint and panel industry and he’s looking forward to working with our customers.

“Brokers point of difference is it’s efficiencies to have quick repair turnaround times and dedication to customer service,” says Kurt.

Brokers United has established in Waitara 13 years ago and now employs more than 50 staff across its five branches, providing crash repair, panel beating, sand blasting, industrial coatings and painting for trucks and heavy machinery.

“Brokers United is an expanding company. We are looking for more opportunities to build our network and support our customers around the country,” Kurt says. T&D

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Level 4 Kenworth debuts KENWORTH DEBUTED A T680 NEXT GENER ATION equipped with the Aurora Driver Level 4 autonomy system at the recent ATA Management Conference and Exhibition in San Diego.

Launched at the Kenworth booth at the San Diego Convention Centre, the prototype features new control interfaces along with redundant braking, steering, and power systems to achieve the requirements needed for reliable and safe self-driving operations.

The Aurora Driver consists of sensors that perceive the world, software that plans a safe path through it, and a computer that powers and integrates the sensors and software with the truck, allowing the Aurora Driver to drive safely in autonomy on the road.

The sensors on the T680 Next Gen include Aurora’s FirstLight Lidar, imaging radar, and high-resolution cameras. These sensors work together to build a 3D representation of the world, giving the Aurora Driver a nearly 360-degree view of its surroundings in real-time.

“Kenworth and Aurora are working closely together to develop nextgeneration autonomous trucks designed to safely and efficiently transport goods. The Kenworth T680 Next Gen combines our expertise in heavy duty truck development with the Aurora Driver system’s advanced technology,” says Kevin Baney, Kenworth general manager and PACCAR vice president.

“This initial platform is the result of close collaboration over the past year and represents a significant milestone toward our shared goal of deploying autonomous trucks that can haul goods around the clock, safely

and reliably,” said Sterling Anderson, chief product officer and co-founder at Aurora.

The show also featured Kenworth’s fully electric Class 8 T680E and a W990 with the 52-inch flat roof sleeper configuration introduced in North America last year. T&D The Aurora Driver equipped Kenworth T680 Next Generation.

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NEWS

Truck & Driver | 9

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NEWS

On site H2 refuelling JCB, DEVELOPER OF THE WORLD’S FIRST WORKING construction machines powered by hydrogen combustion engines, has unveiled another world first for the industry - a mobile hydrogen refueller.

The pioneering British company is investing £100 million (NZ$194 million) in a project to produce super-efficient hydrogen engines and has already showcased working prototypes of a backhoe loader and Loadall telescopic handler powered by hydrogen.

The mobile hydrogen refueller will provide a quick and easy way to refuel these machines on site. Around 97% of construction machines have fuel delivered to them while working on site. This means customers are already used to a transportable fuel, allowing refuelling to take place in a matter of minutes.

JCB Chairman Lord Bamford, who is leading JCB’s hydrogen project, says: “Since we became the first construction equipment company to unveil machines powered by hydrogen, many have asked how they can be refuelled.

“We have an answer with our new mobile hydrogen refuelling system, which allows hydrogen to be taken from on-site tube trailers and distributed to machines by our refueller as they work on the job site. This is no different to today when diesel is taken in bowsers to refuel machines.”

JCB has a team of 100 engineers is working on the hydrogen project. The first hydrogen powered machine to be unveiled was a JCB backhoe loader followed, a year ago, by a Loadall telescopic handler. The technology went on to be shown in the Green Zone at COP26 in Glasgow as world leaders debated measures to drastically reduce greenhouse emissions.

Lord Bamford challenged JCB’s engineers to develop a hydrogen combustion engine in 2020 because he believes the technology offers the quickest way to reach UK emissions reduction targets. JCB is at the forefront of the drive to reach zero emissions by 2050 and has a number of prototype machines on test powered by hydrogen.

“Fossil fuels are not the future and hydrogen is the practical solution to powering our machines in the decades to come. Our British engineers are doing a fantastic job in developing this technology and there are many more exciting developments to come,” says Lord Bamford. T&D JCB is supporting its hydrogen fuelled backhoe loader with an onsite refuelling unit.

Prizes lined up for Dunedin show SPONSORSHIP AND PRIZES ARE being confirmed for the sixth running of the Dunedin Truck Show on Saturday January 28.

The truck show runs in conjunction with the Otago Taieri A&P Show at the Mosgiel Showgrounds.

There are two major trophies up for grabs on the day - King Rig and People’s Choice - along with 22 other prize categories. City Auto Glass as the major sponsor of the show will also be awarding a sponsors choice prize.

Naming rights sponsor City Auto Glass is joined by Scott Transport, Southpac Trucks, Truck Stops, CVC, Envirowaste, TWL, Gough’s, CTS, Helicopters Otago, SiLodec Scales, Roadmaster, Dunedin Trucks, Beaurepaires and STMS as the Dunedin show plans to bounce back from a 2022 Covid cancellation.

“On site will be a barbecue kindly supplied

by Dynes Transport and manned by the Arthur Burns Kindergarten doing the sausage sizzle.

Come along and support them,” says organising committee spokesperson Stan Mason.

Other attractions include a Pro Shine truck chrome polishing demonstration, a Beaurepaires tyre display along with all the normal attractions of the annual A&P show taking place the same day.

The A&P Showgrounds is at Dukes Rd, Mosgiel with gates open to trucks at 7am. Truck entry fee is $5 per truck registration at the prize tent.

“Judging starts at 9am and the latest trucks can arrive is 10am to be parked up as the public has entry from 10am onwards. We can have no truck

movement from 10am till 4am and prize giving is at 3pm,” says Stan.

Organisers also advise that due a restricted entry and exit, the show is truck only. There’s also no blowing of air horns due to equestrian events at the A&P Show the same day. T&D

The Dunedin Truck Show is set for Saturday January 28.

Truck & Driver | 11

Triple stars debut

NEWS Western Star 48X has been developed exclusively for the Australian market.

PENSKE AUSTRALIA HAS UNVEILED NEW WESTERN Star X-Series trucks developed for the Australian market and also destined for New Zealand next year.

The line-up includes right-hand-drive versions of the 47X and 49X models recently introduced in North America and the Australian-exclusive 48X. The three new X models will replace the existing 4700, 4800 and 4900 line-up.

Penske New Zealand is anticipating the new X-Series will arrive in the New Zealand market in mid-to-late 2023.

The 47X has a short, sloping bonnet that yields payload flexibility, a set-back front axle, and choice of Cummins L9 or Detroit DD13 Gen

5 engines. The Detroit DT12, Allison fully automatic, or Eaton Fuller manual transmissions are available along with various sleeper options.

Designed specifically for Australia, the 48X is powered by the 450-525 hp Detroit DD13 Gen 5 or 500-600 hp DD16 engine. It features a setforward front axle, and has a bumper-to-back-of-cab (BBC) measurement of 113.5 inches for flexible solution.

The 49X is powered by the 500-600 hp DD16, has up to 200+ tonnes GCM capability. It is available with multiple cab options, including the largest cab on the Australian market, the 72-inch Stratosphere sleeper.

“Our team has worked closely with Daimler Trucks North America on the design of these three models, including the 48X which is a global

your total fleet tyre service

TD33023

The Ultimate Tyres team would like to wish our loyal customers and friends a very Merry Christmas and a safe and prosperous New Year.

We look forward to continuing to deliver the same great service and support in 2023.

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12 | Truck & Driver

157-159 Great South Road, Otahuhu Ph 09 276 2200 www.advantagetyresauckland.co.nz

NEWS

The new X Series range, 47X in silver, 48X in green and 49X in red. exclusive, to deliver a product that is bespoke to our local needs,” says Craig Lee, executive general manager of on-highway, Penske Australia.

“We’re excited by what the X-Series means for Australian customers.

We have passionate Western Star enthusiasts who will want a 49X 6x4 with the 600 hp Detroit DD16, drum brakes, spring suspension, and an Eaton Fuller manual transmission – a space in which we are renowned – and we can deliver that.

“On the other side of that, for a fleet operator after a 47X or 48X to haul B-doubles with Detroit’s DT12 transmission and all the advanced telematics that comes with that, we can deliver that too.

“The Detroit DD13 13-litre engine in the 47X and 48X also open up new markets for Western Star, such as local distribution or B-double intrastate.”

The new models are billed as lighter, safer, stronger, and more spacious than any Western Star before.

“Ingrained with the tough Western Star DNA for which we are renowned, the X-Series-specific cab is reinforced with steel for added

strength ensuring customers can continue to depend on Western Star in the most challenging of applications – whether that is heavy haulage onhighway or heavy haulage off-road,” says Kurt Dein, head of Western Star Trucks, Penske Australia.

“Inside the cab, premium noise and temperature insulation and triple door seals deliver a quiet and comfortable environment, and the multifunction steering wheel and primary instrument cluster result in a highly intuitive workspace.

“From the 36” mid and trench sleeper options to the market-leading 72” Stratosphere sleeper, the cabin options are unbeatable. The 72” Stratosphere is seriously spacious and includes a 65-litre fridge, generous storage solutions with microwave prep, and either a Murphy-style bed – with a foldaway dinette/work table – or a double bunk option.’

Safety features include Active Brake Assist 5, lane departure warning, adaptive cruise control, side guard assist, tailgate warning and brake hold mode. There’ also improved visibility, a RollTek driver’s seat with rollover restraint and a seat-mounted airbag. T&D

The 47X has a short, sloping bonnet and choice of Cummins L9 or Detroit DD13 Gen 5 engines.

Truck & Driver | 13

NEWS

Gen H2 reaches new heights THE MERCEDES-BENZ GENH2 TRUCK PROTOTYPE has successfully completed its first high-altitude tests on public roads.

During a week-long test programme, Daimler Truck engineers repeatedly crossed the Brenner Pass with the fuel-cell semi-trailer truck carrying a typical load. On the 120km highway stretch between Bolzano and Innsbruck, the only emission from the hydrogen-fuelled truck was water vapor.

The Brenner Pass is one of the main arteries of European freight traffic.

In 2019 alone, around 40 million tonnes of freight were transported by truck via the four-lane transit route located at an altitude of up to 1,370 metres at the border between Austria and Italy. That corresponds to almost 2.5 million trucks per year.

The city of Bolzano in Italy, served as the base for the test drives, as it hosts a hydrogen filling station operated by H2 South Tyrol.

The topography of the surrounding area is ideal for performance testing of the fuel-cell system at various altitude levels. One of the highlights of the tests was driving the tractor unit up the Penser Joch Mountain to an altitude of 2,211m.

This first altitude test programme provides findings in regard to the interaction of the fuel-cell and battery in demanding topography. More test drives in mountainous terrain are planned during 2023.

On its path towards a CO2-neutral future, Daimler Truck has clearly set its strategic course and is consistently pursuing a dual-track strategy in the electrification of its portfolio with both battery-electric and hydrogen-based drive technologies.

The Mercedes-Benz GenH2 truck is being developed particularly for flexible and demanding applications in heavy-duty transport and long-haul applications. The development goal is a range beyond 1,000km.

The start of series production is planned for the second half of the decade. T&D 14 | Truck & Driver

The Mercedes-Benz GenH2 prototype makes a loaded run across the Benner Pass (top) and refuelling at the hydrogen station in Bolzano (bottom).

YOUR HAMMAR. YOUR WAY

HAMMAR 195:

+ Versatile – PrecisionLeg™ for optimal stabilising + Light – low tare + Strong – 36-tonne Safe Working Load (SWL) or 40-tonne option + Stable – legs extend for firm base and transfer + Weighing – by each crane or total + High lift – ideal for stacking option + Reach – long outreach cranes + Ease – crane/stabiliser side-by-side design + Safety+™ – computer monitored handling as std + SDS – Hammar Soft-Drive System + Flex – Trailer or Truckmounted

HAMMAR 110: + Fast + Narrow + Light + Safe + Reach + Weighing + Strong + Stable + High lift + Ease + Safety+™ + SDS + Flex

– new SledgeLeg™ technology, 50% faster – SledgeLeg™ use for confined spaces – from 8.4-tonne tare – optimal crane geometry – long outreach cranes – by each crane or total – 36-tonne Safe Working Load (SWL) – legs extend for firm base and transfer – ideal for stacking option – crane/stabiliser side-by-side design – computer monitored handling as std – Hammar Soft-Drive System – Trailer or Truckmounted

HAMMAR 130:

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TD33077

MADE IN NEW ZEALAND

NEWS

Initial results from the sample survey were presented at The Road Ahead conference in September.

Driver health research needed OTAGO UNIVERSITY MEDICAL SCHOOL RESEARCHERS hope to launch a national survey of truck driver health and lifestyle issues next year.

The study will be based on the initial findings of a small scale sample survey of Otago truck drivers, the results from which Dr Rebbecca Lilley from the Otago University Injury Prevention Research Unit presented at the Ia Ara Aotearoa Transporting NZ Road Ahead national conference in September.

Dr Lilley says the data from a local sample of 120 drivers reveals concerns in particular in regard to sleep, lifestyle choices and an ageing workforce.

The initial survey was developed to test the methods and suitability of questions for surveying Kiwi truck drivers. A wider national study of over 1000 professional drivers would highlight any regional differences and any 16 | Truck & Driver

concerns that are more or less prevalent among Māori drivers who represent about 23% of the driver workforce.

Fatal injury study findings indicate improvements in driver health are needed while at the same time minimal information on truck driver health has been collected in New Zealand.

“Truck drivers are an important and essential workforce, something that is now understood even more widely following Covid,” says Dr Lilley.

“It’s also an under-researched workforce compared to groups like farmers and forestry workers. Or airline pilots and many others who are in charge of operating machinery.”

Dr Lilley says stage one of the Life Behind the Wheel survey delivered data that highlights the need for a larger and more regionally representative sample.

NEWS “This work is a follow-on from a series of other studies we’ve completed into work-related fatalities and how to reduce them. This group [truck drivers] has concerned us in terms of health concerns being a factor in fatal accidents,” Dr Lilley says.

“Of course, driver health concerns also contribute to non-fatal accidents and there’s also the extra level of concern because of the risk to the general driving public.

“There are some consistent concerns we are seeing from both the small sample and from overseas research which suggest more extensive research is needed,” says Dr Lilley.

Dr Lilley says working conditions can dictate many of the lifestyle choices available to truck drivers. “ Essentially due to the nature of the job there are fewer options available to truck drivers, such as for healthy food choices, opportunities to exercise or comfortable sleep environments.”

“There is now plenty of research coming out of Australia where there has been an increased focus on the health and working conditions of truck drivers.”

Dr Lilley says the initial small-scale survey is not representative of truck drivers as a whole, but it does identify some concerning trends in the current state of truck driver health and safety that should be acted upon and managed by employees and employers under the Health & Safety at Work Act and by Government regulators of transport safety.

Data from the stage one survey suggests many of the pre-existing conditions and poor lifestyle factors for heart disease are very common in truck drivers. On average drivers are more obese or over-weight than the rest of the NZ adult population.

“Sleep problems are also common and are troubling drivers while they work. Much of this sleep disruption is due to work, suggesting work schedules need deeper investigation,” Dr Lilley told the conference.

“One in four drivers self-reported that their current health status was very poor. The most common health complaint was pain caused by work, most commonly attributed to back pain, followed by the pain experienced in the knees and shoulders while driving.”

Other commonly reported diagnosed health conditions included high cholesterol and high blood pressure – common preconditions for Cardiovascular or Heart Disease which can manifest itself through sudden heart attack or stroke. Asthma also affected one in four respondents.

Dr Lilley says the 2018 NZ Census shows there were over 37,000 professional drivers in New Zealand and that this group is predominantly male, and mainly European followed by Māori. This group is also ageing with over 60% of professional truck drivers aged over 45 years and 20% being over 60.

Dr Rebbecca Lilley A long-term average from 2005-2014 identifies 346 road deaths annually including 10 professional driver deaths on average each year.

“What has us most concerned about these deaths is the major role that driver fatigue and driver health is playing in triggering, or contributing, to these truck crashes – particularly the single vehicle crash events,” says Dr Lilley.

“Our study identified that in one in three fatal crashes resulting in the death of a professional driver, the driver was impaired – be that due to fatigue, to pre-existing health conditions and in a very, very small number of cases due to legal or illegal substance use.”

She says the most common health conditions highlighted in Coronial investigations included heart attacks and other cardiac events and loss of consciousness events such as blackouts due to diabetic, epileptic, or other unexplained causes.

“To underpin our increasing concern regarding the health status of our truck driving workforce and the increased risk of fatal injury in drivers with health conditions the truck driving workforce is rapidly aging therefore we can expect this workforce to have increasing health concerns that may affect their safety – but also public safety and vital supply chains.”

A larger sample and a refined survey format would deliver the information needed to improve the health of truck drivers and help to develop the interventions for achieving a reduction in fatal and non-fatal accidents in which driver health issues are a contributing factor.

“At the moment we are trying to get the funding to move to the second stage. These things take time and it’s a bit of a chicken and egg situation, but we are hopeful of having something in place next year,” says Dr Lilley. T&D

Changes at Volvo

SCOTT ROBINSON IS THE NEW National Sales Manager for Volvo Trucks.

Associated with the Volvo truck brand in New Zealand for more than 12 years, Scott has been responsible for strengthening customer relationships as a Volvo Account Manager for the Lower North Island and managing large fleet customers as National Fleet Sales Manager.

Over this time, Scott has grown his role through dedication, hard work and his ability to build strong customer relationships.

“Scott is a key part of the Volvo trucks team,” says Rob Woods, General Manager at MTD.

“We are delighted to see him continue to grow and develop his career.”

Scott grew up in a trucking family and has been around trucks and machinery from the age of five. He gained his HV licence aged 18 and became a tanker driver before progressing to a driver trainer role. Over the past 12 years, Scott has also been involved in product training for both Mack and Volvo brands across the country.

According to Scott, advice he was given at the start of his career has served him well: “Never turn down the offer of a cup of tea from a customer,” he says. T&D

Scott Robinson.

Truck & Driver | 17

The team at Roadmaster would like to take the opportunity to thank our valued clients for their patience and understanding in what has been a very challenging time.

We wish you all a very Merry Christmas and a prosperous New Year.

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NEWS

Alex Little gained the early lead in the NAPA Auto Parts NZ Super Truck Championship at Manfeild.

Little leads Super Truck Series DEFENDING CHAMPION ALEX Little (Freightliner) of Lower Hutt holds a narrow lead after the opening round of the NAPA Auto Parts NZ Super Truck Championship raced at Manfeild during Labour weekend.

But the series remains competitively poised with three drivers posting championship race wins at Manfeild and only eight points separate the leading trio as the series heads to the South Island in January.

The first round of the 2022-23 season was sponsored by PTS Logistics and saw a healthy boost in grid size compared to last summer. There were 10 trucks in attendance including newly crowned Australian champ Steven Zammit (Kenworth), the return of Ron Salter driving the ex-Denny Hulme Scania 142 and a Kenworth for Connor Etting in the Team Easy Racing squad alongside Troy Etting (Volvo).

Alex Little set the qualifying pace with a 1m 25.544s lap being just over a second quicker than team-mate Brent “Bones” Collins (Freightliner) with Shane Gray (Kenworth), Dave West (Freightliner) and Zammit next in the order.

Saturday’s opening 6-lap race saw Little in control to finish 3.1s clear of Collins while former champ Troy Wheeler (freightliner) moved through the pack after failing to post a qualifying time. Gray, West and Zammit were next.

There was more work for the pace-setters to do on Sunday with reverse grid formats. On the outside of a three-wide arrival at the first corner,

Collins briefly spun into the gravel and re-joined in last place.

A decisive early move through the traffic allowed Gray to hit the front before the opening lap was complete while Zammit ran second till caught by a duelling Wheeler and Little.

Wheeler cleared the Aussie champ quicker than Little could manage. A last lap charge saw Little moving alongside Wheeler at the finish and just 0.2s short of second place. Zammit was fourth, Collins recovered to fifth and West was sixth.

The third points race of the weekend was a split grid 8-lapper which was red-flagged with opening lap completed as Salter’s Scania had a mechanical failure and left oil on the front straight.

After the restart Collins quickly took charge to claim victory ahead of Little, Gray, West and

Marc King (International). Zammit retired from the third race.

Little leads the championship with 57 points ahead of Collins on 52 and Gray with 49. West has 38 points and Wheeler has 32. King’s consistent weekend gained him 30 points and sixth position ahead of Connor Etting on 29, Zammit on 28 and Salter with 18. Troy Etting has a single point after his Volvo was sidelined with engine issues during qualifying.

The second round of the championship is at Timaru’s Levels International Raceway over the weekend of January 27-29 with the Teretonga round scheduled for March 18-19. The series finale has recently been confirmed for Pukekohe Park on March 25-26, as part for final meeting before the circuit closes. T&D

Aussie champ Steven Zammit leads the pack in his Kenworth.

Truck & Driver | 19

NEWS Transurban and the vehicle’s provider, the Taiwan Industrial Technology Research Institute are putting the truck through its paces in various controlled conditions.

Autonomous trials in Melbourne THE FIRST AUSTRALIAN TESTS OF A SELF-DRIVING connected and automated (CAV) truck in live traffic conditions on public roads are underway in Melbourne.

The trial aims to understand how roads and road technology can be future-proofed to prepare for CAVs. Australian-owned company Transurban – who build and operate toll roads in Melbourne, Sydney and Brisbane, as well as in Greater Washington, United States and Montreal, Canada – is conducting the trial.

Transurban is one of the world’s largest toll-road operators and also designs and builds new roads as well as researching new vehicle and road safety technology.

Earlier CAV trials have been conducted with driver assistance to test how the sensors in the vehicle interprets its immediate surroundings (for example, line markings and variable speed limit signs).

The latest trial is testing how Melbourne’s CityLink road sensors and other embedded road technology ‘talks’ to the automated truck by providing real-time data about traffic and road conditions.

CityLink is one of the most technologically sophisticated roads in the world, with embedded technology including more than 600 CCTV cameras, automatic incident detection systems and smart sensors to monitor for traffic incidents such as debris and stopped vehicles.

During the trial, real-time data from CityLink’s systems is fed directly to

the truck, enabling it to understand road and traffic conditions up to 1km ahead of its sensors.

The on-road trials are being conducted at night, when traffic is typically light. The vehicle will travel in a dedicated lane from Todd Road on the West Gate Freeway, through both the Burnley and Domain tunnels and onto the CityLink/Monash Freeway, finishing at Warrigal Road. The CAV truck will then turn around and return along the same route.

Getting the trial CAV truck to this stage (on-road trials) has taken a lot of preparation. The truck has been subject to weeks of rigorous testing at the Australian Automotive Research Centre (located in Anglesea), with Transurban and the vehicle’s provider, the Taiwan Industrial Technology Research Institute, putting the truck through its paces in various controlled conditions.

While the truck’s automated features will be in operation — testing them is the point of the trial —a specially trained safety driver will be aboard at all times.

Pilot vehicles are accompanying the truck initially, and the Transurban team of 24/7 traffic control officers have been monitoring the road and conditions using CityLink’s extensive system of CCTV cameras and monitoring systems.

Transurban says the trials will capture valuable insights to assist in making informed decisions about future infrastructure and operations. T&D

Stevens Group expands MACHINERY DISTRIBUTOR STEVENS GROUP HAS purchased Lincom NZ – the New Zealand subsidiary of Lincom Group.

The transaction includes all machines and parts stock, and the sales rights to the brands represented by Lincom NZ, including Powerscreen, Terex Washing Systems, Pronar, Anaconda, Rapid International, and Kiverco.

“The purchase of the Lincom NZ business fits perfectly with our aspirations to grow our already successful machinery and equipment business into the quarry, mining, and recycling sectors,” says Ken Johnston, Stevens Group General Manager.

All Lincom NZ staff will join the Stevens Group and Johnston says the transition will be seamless for customers who are familiar with Lincom NZ and its brands. All Lincom NZ employees will retain their existing contact details.

“The acquisition of Lincom NZ by the Stevens Group strengthens their market offering and will position them as the market leader for crushing, screening and materials handling equipment in New Zealand,” says Lincom Group CEO Stephen Watterson.

Stevens Group is a third-generation family-owned business founded in 1974 importing, distributing, and manufacturing world-class machinery.

20 | Truck & Driver

They have sold well-known machinery brands such as Walker and Hustler mowers for over 30 years and are a successful recycling dealer for brands such as Morbark and Doppstadt. T&D Powerscreen is one of the brands now part of the Stevens Group portfolio.

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NEWS The Orange EV e-Triever yard truck was North America’s first pure electric heavy truck.

Orange is the EV leader NORTH AMERICA’S TOP-SELLING ELECTRIC HEAVY truck isn’t a Volvo VNR Electric or a Freightliner eCascadia. And it won’t be found working on any highways.

It’s the e-Triever yard truck built by Kansas City, Missouri manufacturer Orange EV. The company was founded in 2012, deployed its first unit in 2015 and recently delivered its 500th vehicle. Cumulatively, Orange EV trucks have now surpassed 10.9 million kilometres and 2 million duty hours.

According to CALSTART, a non-profit dedicated to the growth of clean transportation technologies, Orange EV has deployed more yard trucks than all its competitors combined.

The 500th Orange EV truck was purchased by United Natural Foods, the largest publicly traded wholesale distributor of health and specialty food in the United States and Canada. The company is adding eight new Orange EV trucks and growing its US fleet to 10 units.

The Orange EV demonstrates the trucking industry’s focus on eliminating diesel fuel and emissions and the significant role yard trucks can play in the supply chain and transportation logistics.

“Orange EV’s launch in 2012 with just $50,000 in our coffers was met with a healthy dose of scepticism, but we were determined to prove that zero emission yard trucks are the real deal,” says Wayne Mathisen, co-founder and CEO, Orange EV. “With this historic milestone, Orange EV has accomplished the 22 | Truck & Driver

seemingly impossible feat of generating excitement about EV trucks within the commercial trucking space, and we did it by manufacturing trucks that are superior operationally, financially, and environmentally.”

Orange EV says its electric yard trucks deliver financial savings which are significant versus both diesel fuel and diesel truck repairs along with emissions reductions that are a key benefit for drivers and the environment.

“Our trucks are safer, more reliable, save our customers money vs. diesel, and are preferred by drivers and management alike,” Mathisen says.

Orange EV builds both new and re-powered terminal trucks and was the first manufacturer to commercially deploy and scale 100% electric Class 8 vehicles. Now in its 10th year of operations, Orange EV’s terminal trucks have been chosen by more than 140 fleets across 30 states, Canada, and the Caribbean.

“The unsung heroes of supply chain and logistics, yard trucks are typically used to move trailers and containers in distribution centres, rail intermodals, ports, and a range of other facilities where uninterrupted movement is mission critical,” says Orange EV Co-founder and CTO Kurt Neutgens.

“Orange EV zero-emission trucks do the same work as their dieselpowered counterparts while eliminating the diesel fuel and emissions that are endangering people’s health and our climate. Orange EV was the first in this space and will continue to lead the industry with more innovative offerings that build on the success of our current line of EV yard trucks.” T&D

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TIMBER

TRAIN Story Colin Smith Photos Gerald Shacklock

Monsters such as the RFH treble work away from the public eye on the Kaingaroa Forest roads.

24 | Truck & Driver

BIG TEST

Truck & Driver | 25

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TD33072

Queen St, Pahiatua Ph: 06 376 0020 Contact: Trevor: Mob 0274 437 968 Email: trevor@jacksonenterprises.co.nz

With 15 axles, 58 tyres and measuring 53-metres in length, the Kenworth C509 treble is the largest unit in the RFH fleet.

IT’S AN INTERESTING SLICE OF TRIVIA THAT New Zealand Truck & Driver started 2022 featuring the new Scania S 770 – the most powerful highway truck to appear on the magazine cover. And the year is ending with the largest truck and trailer combination the magazine has ever tested.

The weight and length of the new Rotorua Forest Haulage (RFH) Kenworth C509 logging treble are in another league compared to trucks working on the highway. At 53 metres in length and with eight packets of logs aboard, the C509 is typically working the private forest roads of Kaingaroa at 200-tonnes and more.

Three trailers behind a 6x4 tractor adds up to 15 axles and no fewer than 58 tyres on the road for this green monster of the forest.

It’s the biggest unit in the RFH fleet and believed to be the longest truck in New Zealand. And possibly the longest logging truck in the Southern Hemisphere.

Making an early start in Rotorua, we head south to the Timberlands Kaingaroa Processing Plant (KPP) – or `The Web’ as it’s known – to meet up with the C509 on its third day in service.

It’s being loaded when we arrive so it’s ideal timing to catch up with RFH Off-Highway Truck Manager Jake Rogers before climbing aboard with driver Stephen Teddy.

Logging trebles were once a more common sight on central plateau forest roads. The RFH unit doesn’t signal a comeback for trebles, but it does add a degree of flexibility to the company’s offhighway log cartage.

Jake is a highly experienced off-highway driver and was appointed as RFH’s Off Highway Trucking Manager in June 2021.

“It’s a different world out here, totally different to on-highway,” says Jake, leaving little doubt he prefers the off-highway world.

Murupara is Jake’s hometown, and he began driving off-highway

trucks as a teenager.

“On your 18th birthday you went to get your licence and you had a job straight away. I started driving the off-highway doubles and trebles at an early age.

“The trebles were only used when they were needed. Certainly not like in the older days with the Pacific’s. They had sort of phased out when the owner drivers took over in the mid-1980s.

“They carried on a little, but the doubles became the priority due to access and as the trailers started getting bigger. When they could cart what the trebles used to with a double, the trebles kind of phased out.

“Then in the mid-to-late 90s Mike Lambert had Maroa Logging.

Maroa had picked up a lot of work and when they needed extra units, they used to hook a third trailer on.

“They did the treble work when needed but there were no permanent trebles here apart from the twin-engine Marathon.

“That’s where I first drove a treble, for Maroa Logging, roughly 20 years ago,” Jake says.

“After Maroa I went to being an owner-driver in 2008 doing highway work. I had never driven the highway before, and it was the biggest headache I ever had.

“I got out of it and went to work for Holmes who had bought Lambert out. My love was always off-highway, and my thing is: `if you’re going to drive a truck, you might as well drive the biggest truck’,” Jake says.

It was Jake who prompted RFH director Tony Sargison’s interest in adding a treble to the fleet.

“I sat down with Tony one day to discuss some options with him and one of them was, `would he put a treble on the road?’

“He ummed and arrghed and said `we’ll see what we can do.’

Truck & Driver | 27

Then he rang back a few days later and said it was all sorted out.

“He had a brand new tractor unit coming and had one trailer built at the end of November 2017. By the start of April 2018, the truck went on the road as a double unit and the third trailer was completed soon after.”

Jake did the early testing of the treble before it went to work on a full-time basis.

A key factor to consider for the treble is access in and out of forest skid sites.

“For us, it’s making sure it’s not too steep. It’s a big difference pulling a third trailer and a double can get into a lot of places a treble can’t. And there’s the weather factor too, as conditions change a lot.”

There’s always a recce of any new site and a careful eye on the weather before deploying the treble to a new location.

“I jump in the ute and take a look at the access. If it looks good then we do the paperwork, and it means we can cart out of the place,” Jake says.

“At any time, there are usually three different bush crews we can cart out of as well as `the Web’.”

Jake says the treble has been a useful addition to the fleet.

“I put the idea to him [Tony Sargison] and he ran with it. I had the sense of having to make it work, otherwise it could have been a kick up the arse,” Jake says.

Jake was RFH’s sole driver of the treble until recently.

“I was on it just over three years. Safety is first and foremost and also getting your head around things like throwing more chains, unchaining more chains and stuff like that. It was challenging, but Both at a distance and in detail, the C509 is an impressive sight. you made it happen.

“In the three and half years we’ve been running we’ve only been a double twice and that was only when something was getting replaced on the trailer. Basically, we never run it as a double.”

The treble combination has a two-packet 3-axle semi ahead of 5-axle and 4-axle trailers. The basic chassis’ come from Patchell Industries and the trailer builds are completed in-house by RFH. “With the treble we run two three-packet trailers which allows us to cart a bit more product if it’s short wood,” says Jake.

“Our average payload is around 150 out of here [KPP] to Murupara rail.”

The treble is not allowed to cross public roads, but the forest road network means it can work from Kaingaroa to the northern side of the Napier-Taupo highway.

“It can’t cross the highways but the places across the NapierTaupo highway are mostly too steep to cart out of anyway,” says Jake.

“We can do four rounds out of here to Murupara and back in a day.

To put it in context, it’s anywhere from 600-700 tonnes a day

28 | Truck & Driver

carting out of here.

“When we start carting out of the bush from crews near the Napier-Taupo, that cuts our loads down. Two loads from here to one from the bush is the usual time factor, depending on where the location is.

“The treble is good when we need to cart more product. It’s basically a double unit plus a single unit with one driver. It’s carting 50% more than our doubles and the road speed and time isn’t that much different.”

There remains just one treble unit in the RFH fleet. The brand new C509 featured here replaces the original after four years of service.

“The original treble unit is being dropped back to working as a double with the option of running it as a treble. So, it’s still only one treble unit but with a few new sites there may be an opportunity to run a second unit,” Jake says.

“It’s been a good consistent unit for us that gets the wood moved and gives a bit of flexibility to the operation. It means we can use it to cart out of here [KPP] when the double units are busy in some of the tighter places. And when we have some of the bigger bush crews with more wood on the ground and we can access it, we can go in there.”

Both the new C509 and the trailers it’s working with are only slightly different to the previous treble unit.

“The difference with this unit is it’s a couple of tonnes lighter than the previous one.

“I know tare weight doesn’t mean a hell of a lot out here. The truck is about the same, but the second trailer is about a tonne lighter.”

Overall, the new treble is close to 46-tonne while the last one was 48-tonne.

Another Kenworth C509 was the obvious choice for the new treble.

“For what we are doing with the treble, the Kenworth is the truck for the job. We had no issues with the truck we have just replaced, so fingers crossed this one will be the same. It’s been bloody good,” says Jake.

“About the only difference on the new tractor unit is a few new gauges on the dash and the radio. The air tanks are mounted within the chassis on this one and they were outside on the old one.

“The back trailer is still the old one off the original treble because the new one we can’t get into paint at the moment. It’s all finished and complete just waiting for paint.”

Another role played by the treble has been to introduce new components and technology.

The first treble unit adopted the V.Orlandi 250-tonne trailer hitches supplied through T.A.T.E.S. and they have since become standard fitment on each new RFH off-highway unit.

“They are on about 90% of our trucks now. They are safer and

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7178_CANZ 210x297 W 5mm Bleed.indd 2

15/03/2022 20:47

Above: Stephen Teddy secures one of the 24 chains required on the treble.

Below: New RFH developed chain tensioning system is air-powered from the brake chambers.

Bottom: Classic Kenworth dash layout with multiple gauges and woodgain finish.

they are easy to maintain – replace the bushes and things,” Jake says.

The latest C509 treble also has a new RFH developed chain tensioning system that conforms with the Timberlands requirement that every log packet must be chained, and belly stropped.

Chains are still manually thrown over the log packets (three per packet) and then connected by the driver. After that the system is automated.

“This one has an air system that runs off the brake chambers. You just flick a switch, and it tightens the chain for you. It’s a system set up by Sam Sargison – it was his brain wave that came up with it,” says Jake.

30 | Truck & Driver

It’s part of RFH strategy to introduce new systems.

“All our new trucks are coming specced with the latest things to make it easier for the drivers,” says Jake.

“Between RFH and Timberlands they are always working to make things easier on the driver. RFH have poured a lot of research and money into making things easier for the drivers and now its showing. At the moment this is the best set-up we can have, and this is our second off-highway unit with this system.”

With Jake moving into a management role another driver had to be selected for treble work.

“Over the previous three years we just parked the truck up if I had to take a day off. No one else drove it.”

Jake says driving a treble isn’t for everyone.

“You have to have someone who isn’t in any rush. Someone who has good attention to detail, and I have to say a lot of our drivers are like that.

“We’ve got experienced drivers who can drive the truck no problem but it’s not for everyone.

“Stephen was the ideal person with his experience. He’s come from a driving background with his father Eddy Teddy driving for Kaingaroa Logging Company before transitioning to become an owner driver in the mid-1980s. Stephen started on the Pacific’s, and he was the logical choice.

“He’s cruisy. He gets the job done and the load from A to B and the truck gets looked after,” says Jake.

Perhaps the most remarkable thing about the 220-tonne certified C509 is how similar it is to on-highway Kenworth’s working at a quarter of the combined vehicle mass.

The 15.0-litre Euro 5 spec Cummins X15 develops 431kW (578hp) at 1800rpm and has 2508Nm of torque available at 1200rpm. It has an 18-speed Eaton Fuller Roadranger gearbox.

Taking into account the treble is working laden to over 200-tonnes – and still weighs 46-tonnes on return runs without a payload –

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the fuel consumption remains respectable at roughly one litre per kilometre.

“There are actually a couple of other models in the Kenworth range that could do the same job and it comes down to personal

preference,” says Adam McIntosh from Southpac Trucks Rotorua branch which supplied the C509.

“The C509 has the benefit of the slipper spring front suspension which is a bit more of a heavy duty option,” Adam says.

Above: Loading another eight packets of logs for the trip from KPP to the Murupara rail yard.

Below left: Stephen Teddy has taken over as RFH’s treble driver in the new C509.

Below right: V.Orlandi 250-tonne trailer hitches are used on new RFH double and treble units (top); At 53-metres in length and working at 200-tonne the C509 is exactly what the sign advises (bottom).

32 | Truck & Driver

“Otherwise, the truck is remarkably similar to the modern Kenworth’s you see every day on the Auckland motorway. The biggest differences are the SISU hub reduction rear axles with 5.56:1 final drive ratio and the 13R tyres.”

The tyre choice is Bridgestone M840 13R 225 steerers and Bridgestone L317 13R 225 drive tyres.

The typical run to from KPP to Murupara is completed in just under an hour. Loaded speeds are mostly under 60km/h and never

TRANS-TEX 220

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Another trip though the under highway tunnel at Kaingaroa.

much above. Jake says the run is about 60% downhill as Murupara is at a lower altitude than the KPP. But it’s undulating terrain with a few moderate climbs.

There are three different routes the treble can take to reach Murupara. We keep the C509 clean by taking the tarmac route for the first load and then try the gravel in search of more interesting photography for the second run.

There’s no surprise the treble starts in bottom gear and that speed builds slowly. The impression of weight and size is immediately apparent, and when it’s loaded getting the C509 up to speed requires splitting every gear.

Stephen has to stop and turn left at a T-junction just after leaving the KPP. It’s a late turn and a wide swing. I count 10 gearchanges before the speedometer is showing 30km/h and although we are headed straight, I check the passenger side mirror and the third trailer has only just finished making the turn.

Stephen says driving the treble is a mixture of patience, planning ahead and being in the right gear.

He’s unhurried and very smooth with the gear shifts and with the tachometer rarely dropping below 1500rpm there is the impression the C509 is working reasonably hard with its big load, but never seemingly to struggle.

“As soon as the revs drop to 1500rpm you think about another gear. If you know the climb is levelling out, you can let it lug a bit.

“But you wouldn’t want to have to start off on any sort of hill,” he says.

Climbing a very gradual incline, the treble is at 40km/h using 1500rpm in sixth-high.

On a longer and steeper downhill run using the engine brake and fan the C509 is held at 18km/h in fourth-low with the engine holding 1500rpm until Stephen makes another shift to third-high and the tachometer nudges toward 1800rpm.

“This is where the patience side of it comes into play,” Stephen says.

“You let the engine do most of the braking and maybe give the brake pedal a quick push if you need to.”

At the weighbridge there are three dockets to collect. Our first load is 144t which Stephen says makes all up weight of 190-tonne.

“That’s actually a bit of a light one,” he says.

“Normally we’re in the 150 to 160 tonne range – about 50 tonnes per trailer. It depends on how fresh the logs are. When they sit out in the sun, they dry out real quick.”

Stephen says he’s driven trucks for 33 years, mostly off-highway.

He has no need for maps or navigation in his home area.

“We hunted up here when we were younger. I know most of the forest roads,” he says.

The occasional deer or wild pig can still be seen alongside the forest roads, but Stephen says it’s not as common now.

Truck & Driver | 35

Above: Jake Rogers is RFH’s Off Highway Truck Manager and loves working with the biggest trucks in the fleet.

Below: The C509 has twin 420-litre fuel tanks. The Cummins X15 is same 578hp unit used in many Kenworth on-highway trucks.

For the most part Stephen says driving the treble isn’t a great deal different to driving an off-highway double. But there is more work to do.

“Generally, its four loads a day but you might get five on the odd day. Each run is 24 chains, so it’s almost 100 a day if I do four loads.”

He likes the new automated chain tensioning system.

“So far, it’s taking a bit longer than the old twitches but it’s easier on the body than swinging on a twitch pipe. And if the load moves it will re-tension itself.”

He says the treble trailer combination tracks quite well.

“On the slow 90-degree corners the back trailer cuts in about twofeet more than a double would do,” he says.

In slippery conditions the SISU diff cross locks make a big

36 | Truck & Driver

difference but occasionally getting stuck is an inevitability out in the logging skids.

“It’s no different to a double. It loses traction unless there is weight on the drive tyres. You can’t drive these things and not get stuck from time to time – it’s going to happen. Most times it’s just a nudge from a loader to get going again.

“The best way to load these is a serious load of five-nines [5.9m logs] on the front so it’s got plenty of weight on the drive axles.”

Stephen says his first impression of the new C509 is that it’s a little quieter than the original unit and the engine picks up revs a little quicker. He says the screen for the audio unit is a new design and that’s about it for change compared to the four-year-old C509.

Freed of its 144-tonne burden, the unladen – and uphill – return run offers a marked contrast. The C509 cruises comfortably in top

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Features including slipper spring front suspension and SISU hub reduction rear axles with 5.56:1 final drive ratio are key components of the C509 for off-highway work.

‘If you’re going to drive a truck, you might as well drive the biggest truck.’ gear, but you are aware of the shorter gearing and the longer climbs are a reminder the treble still weighs not much less than a fully laden truck on the highway.

Early on the second run Stephen suggests the load feels lighter than our first. There’s a gradual climb at just under 40kph where sixth-high is a gear above what he normally uses.

He’s proven spot-on at the weighbridge where the dockets add up to 141.6-tonne payload.

While we are on the wide but high crowned gravel roads Stephen points out the importance of staying close to the centre of the road while watching for – and listening on the bush radio – for any oncoming traffic.

The further left he moves the more chance the rear trailer will begin to slip down the camber of the road, making a gradual move

toward the water table that is tricky to counteract.

Stephen says he enjoys off-highway work and even when making multiple runs a day between KPP and Murupara, no two trips are ever the same.

That’s no surprise when you are working with a truck more than 50 metres long and weighing almost four times as much as large highway units.

“Each load is different and every time the bumps feel a bit different.

You have to be 100% on all the time so you never get behind what the truck is going to do,” Stephen says.

“I’ve been on this a year and a half [driving the RFH trebles], and it still surprises me sometimes. But I enjoy it and it’s definitely a privilege to be given the opportunity to drive it.” T&D Truck & Driver | 39

T

HE OFF-HIGHWAY FOREST ROADS IN KAINGAROA ARE A special place for me.

I remember the first time I got the chance to visit this amazing place, which is almost shrouded in secrecy. That was back in the days when my father was doing the truck testing…. And maybe I even had a little more hair back then.

I vividly remember the extra-long stem units and doubles at work and thinking `wow, just wow, what the hell are these things doing here? I had never seen them before, and I remember watching my father test doubles and thinking `how the hell did he get in there and just drive that?’

I’ve visited Kaingaroa many times and ever since I took over the NZ T&D test driving it’s been my goal – or maybe a dream of mine – to drive an off-highway unit. And when I heard about RFH’s new Kenworth C509 treble I took my chance with a phone call to Southpac’s Adam MacIntosh. Adam then spoke to Tony Sargison who put me onto Jake Rogers.

Suddenly, what had seemed in my mind to be a major undertaking was becoming a reality. Jake set a date and I was about to make my dream come true.

A dream, but also a challenge. So, I decided to spend a few days with

40 | Truck & Driver

Hayden Woolston the treble and driver Stephen Teddy so I could build up the confidence to give it a go myself.

After two full days riding shotgun with Stephen, it was my turn to take over the gear stick. Even after watching and learning from Stephen the thought of driving this monster and splitting every gear was enough to put doubt in my mind. Could I actually do it? Or even worse, would I break the bloody thing?

With strict requirements on who is allowed to drive this truck I was well aware of the huge privilege I was being given. With this in mind Jake jumped in the passenger seat to coach me through everything.

This is not a truck you can just jump in and drive. You need to know the terrain - every hill small and large and even the camber changes of

• SPECIFICATIONS • the road. Having Jake coach me through was a must.

The climb into the C509 cab isn’t too difficult for a high, bonneted truck. It’s three steps, two on the diesel tank and another just below the door.

Once in the cab it’s a comfortable feel with the ISRI seat. The cab layout is what you would expect for an off-highway truck - more practical than flashy and giving you that classic Kenworth feel.

Moving off from low gear the weight is immediately felt, and the truck gives a little lurch as it gets all 15 axles moving. Once up into 1st low it’s one full gear change to second low and then the splits begin.

Pulling out of `The Web’ is a wide 90-degree bend and then a short straight run to another 90-degree left from a Stop sign. At both turns it seems like the third trailer is never going to come around the corner. But it does in good time and it’s quickly apparent to me how well these trailers track.

Stephen told me on my first day that you are never going to win any races in this truck, so patience is key. It’s a lot of gear changes just to get up to 30km/h and you need to remember what gear you are in at all times.

Luckily, I had Jake alongside to essentially tell

me what gears to be in and when, otherwise I would never have been able to do this.

As we head through the tunnel that takes the forest road under the public highway there is a dip down and then a gradual climb out to a sweeping left-hand bend. It’s about careful road positioning, precise gear selection and the right amount of speed.

Under Jake’s instructions we clear the tunnel and carry on. On my short drive I must have changed more gears than in three truck tests combined!

With the next part of the route including undulating climbs and descents it is very important to be in the right gear at the right time and to use the engine brake at all times on the downhill. The service brake is very rarely used, and the trailer brake is dabbed once near the bottom of a hill that has a slight bend at the bottom.

I have to admit not every gear change was perfect and I did make some noise. I had to adjust the way I am used to driving the 18-speed as I usually keep it in gear when doing the splits. But Jake and Stephen take it out of gear, a way of reducing load on the drivetrain.

Doing this put me off a bit but Jake helped me through it. With the treble weighing more than 200t in total it’s all about being as gentle as you can with the drivetrain. You can’t be crashing and banging it or loading it up because it just won’t last.

I think the previous C509 is a testament to how well-suited the truck is to this work. Jake and Stephen covered 300,000km in four years with very little issues.

Once my drive is complete, I hand the truck back to Jake and the weight comes off my shoulders. It’s fair to say I was coming down from an adrenaline high and the experience was everything I hoped it would be.

I’d like to thank everyone involved in making this test happen. Firstly, Tony for giving me permission to drive, to Jake for making everything seem to easy and Stephen for letting me ride along for a few days.

I loved seeing a totally professional operation at work and sharing these special roads with some of the best drivers in the country. It’s like a family out there in the off-highway world with the bush radio offering feedback about what’s happening ahead as everyone looks out for each other.

And there is also plenty of humour thrown around too. There is nothing worse than going to work and not having a laugh. T&D

Kenworth C509 6x4 Day Cab Engine: Cummins X15 six-cylinder in-line, Euro 5 Capacity: 15.0 litres Maximum Power: 431kW (578hp) at 1800rpm Maximum Torque: 2508Nm (1850 lb-ft) at 1200rpm Fuel capacity: Diesel 2 x 420 litres, AdBlue 170 litres Transmission: Eaton Fuller RTLO20918B 18-speed manual Ratios: 1st – 14.40 2nd – 12.29 3rd – 8.51 4th – 7.26 5th – 6.05 6th – 5.16 7th – 4.38 8th – 3.74 9th – 3.20 10th – 2.73 11th – 1.00 12th – 2.28 13th – 1.62 14th – 1.38 15th – 1.17 16th – 1.00 17th – 0.86 18th – 0.73 Reverse – 14.4:1 Final Drive ratio: 5.56:1 Front axle: Meritor FL941LA rated at 9.1t Rear axles: SISU FR2P-32 (with diff locks to both drive axles Brakes: Front Meritor 16.5 x 6 LA (Q+) drums; Rear SISU S-cam tandem drums Auxiliary brakes: Cummins Engine Brake Front suspension: Kenworth Slipper Spring, Rear suspension: Kenworth KW6-60A 25.0t six rod suspension.

GVM: 32,200kg GCM: 220,000kg

Truck & Driver | 41

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Driving the economy

Ia Ara Aotearoa Transporting New Zealand Chairman Warwick Wilshier delivers his address to members at the Road Ahead Conference.

T

by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand

HE ROAD AHEAD CONFERENCE HELD at the end of September was not only the first conference for our members since 2019 but also marked the one-year anniversary of the merger of RTANZ into the Road Transport Forum to form Ia Ara Aotearoa Transporting New Zealand.

Unfortunately, National Road Carriers and the NZ Trucking Association (OCANZ) decided that the desire to form one management structure to advocate on behalf of the industry was not for them and went in their own direction. Despite this there has been considerable progress in the past year to rationalise and make better use of our resources and provide better advocacy and support for our members.

The old truism, the whole being greater than the sum of its parts has certainly proved to be the case at Transporting New Zealand. As Chairman Warwick Wilshier told delegates at the Conference, “change is not yet over for the road transport industry. The ultimate aim is for us to have one strong and powerful organisation.”

This may seem to some as if we are flogging a dead horse but ever since the Road Transport Forum was formed this has been the goal and if you look at the sectors around the country that are best represented, they are represented by one organisation speaking with the unified voice of the entire industry behind it.

One of the initiatives we have introduced to our advocacy over the last couple of years has been a greater reliance on industry

One voice must remain the aim for industry advocacy

data to make our case. Some of this has come by way of the surveys that many transport businesses have contributed to, and I want to thank everyone who has done that. I understand that these things can take time to fill out but the insights they give us and the information they provide is invaluable in the work we do with ministers and government officials.

A lot of people think government relations (lobbying, as it is so often termed) is easy. Well, I have been doing it for a long time and, believe me, it is not. To provide government with a convincing case to support your cause you need to deliver very credible evidence. Anecdotal stories and unsubstantiated claims just do not cut it.

In this context I was very disappointed to see recent media stories of a transport industry shortfall of as many as 9,000 drivers and warnings of dire consequences unless the Government massively increases immigration to let more drivers come in.

Not only was the 9,000-driver figure not backed up by evidence but the demand for the Government to let more drivers in only prompted Michael Wood, who is conveniently Minister for Transport, Immigration and Workplace Relations, to give our industry a big flick over wages and working conditions.

Now, we know that wages and working conditions have massively improved in our industry over recent years but when you back a minister into a corner like that then they will bite back and as his comments were also reported publicly, this does Truck & Driver | 43

Driving the economy

Transporting New Zealand endeavours to work alongside government to help address industry issues.

damage to our industry’s reputation. The whole episode also increases the risk that our industry could be near the front of the queue for a Fair Pay Agreement, which is a prospect that Transporting New Zealand and every operator is very keen to avoid.

At Conference, Jonathan Caseley, executive director of PERFORM-X Aotearoa, explained how his company’s tool that provides accurate information about employment in our industry shows there is a shortage of about 2,400 drivers across the country. This is a far cry from 9,000 and is the scale of the shortage that initiatives like Te ara ki tua Road to success help to address.

Road to success is a classic case of working with ministers and officials to provide solutions that are industry-led but government supported. At the end of the day the driver shortage is fundamentally our problem to

sort out; it is unrealistic to expect any government can and would be able to do this for us. Cooperation, however, is the key, and to establish a good cooperative relationship with decision-makers over a complex issue like our driver shortage is how Transporting New Zealand will continue to go about our advocacy work.

Finally, let me wish all New Zealand Truck & Driver readers a great Christmas and New Year. For all of those that will work through this period keeping New Zealand moving, good on you and thank you. For too long what the transport and logistics sector does for our country has been taken for granted but if the pandemic had one silver lining it was that at least now there is a wee bit more appreciation for just how important transport operators, professional drivers and freight handlers are. I, for one, will be raising a glass to you all. T&D

Ia Ara Aotearoa Transporting New Zealand’s Regional and Sector Advisors are available to assist members right around New Zealand.

Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz

Nick Leggett, Chief Executive 04 472 3877 • 021 248 2175 nick@transporting.nz Mike McRandle, Regional & Sector Manager 027 556 6099

www.transporting.nz 44 | Truck & Driver

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A recent addition to the Mainstream fleet is this Scania R 650 with curtainsiders in the colours of Harraways.

SUDDENLY NOTICING JUST HOW MANY TRUCKS on the nation’s highways now wear the distinctive black Mainstream livery has given many people the impression the firm has come from nowhere.

However, says founder and managing director Greg Haliday, the firm is celebrating its 30th anniversary this year and it has been there all along, just ‘in hiding’.

It has been steadily expanding its network by acquiring other trucking firms, bringing them into the fold to extend its reach and to provide the service standards Mainstream demands for its customers.

“We just didn’t bother to rebrand everything that was there because the cost would be millions — I think it was going to be two and half million dollars to rebrand — so we decided just to let the existing fleets time out and as we replace them, we’ll bring in Mainstream units, and it took us a fair while to do that,” says Greg.

“That probably took us four or five years to rotate them out, so people have probably become very aware of us over the last two or three years as that exercise has essentially been completed.

Now everybody’s going ‘God, you guys have suddenly expanded!’ Well, yeah, we’ve been at it for a while — just not spending on our branding.”

Now, with the national network all but complete and the firm offering the full gamut of freight and logistics services, Mainstream is keen to raise its profile and to attract the attention of the biggest customers, both nationally and internationally — hence the sponsorship of the national rugby league sides — both men and women.

Mainstream’s black and yellow branding on seven of its trucks has been joined by the black and white livery of the Kiwis national rugby league teams. Mainstream is a co-sponsor of the

men’s team. Its name, in yellow, is on the jersey’s sleeves. It is also the main sponsor of the women’s team, getting the prime spot on the front of the jersey. Greg says former Olympic rower, Olympic chef de mission, and sports promoter Rob Waddell approached the firm with the idea.

“We were looking for an opportunity to basically increase our profile, so this was an ideal opportunity. It was a demographic that worked quite well for us, and it worked nationally and internationally — because we do internal freight and we’re seen offshore and in Australia which is important to us. The NRL didn’t have a major sponsor for the women’s team and seeing as the profile of women’s sport is beginning to increase it was negotiated as a package deal.

“It’s all just about making people aware of our brand, about giving our business credibility — particularly to multinationals.

Let’s be honest, we’re supporting a national team. People know that doesn’t come cheaply so we must be significant and it’s time for us to show that we have actually built to a size where we can provide almost any service — and nothing is too big.”

Mainstream has been the subject of an NZ Truck & Driver Fleet Focus before, in 2013 when its expansion was gathering pace and not long after it had moved into its new premises in Kiwi St, Otahuhu, Auckland — a prescient move for the Kiwi rugby league sponsors. Greg and Diane Haliday started the company in 1992 as a freight forwarding business focused on the shifting freight from Auckland to Australia and Lyttleton. Mainstream routes at the time, hence the name.

Mainstream soon decided it needed more control over its performance and acquired National Express which had branches in Tauranga, Wellington, Christchurch and linehaul services to Wellington. It set a pattern for further expansion.

“We wanted to basically complete our infrastructure around Truck & Driver | 49

the country because we weren’t domiciled anywhere south of Christchurch and we still outsourced a number of line haul routes,” says Greg.

“Today we have 15 branches, and we line haul to everywhere in the country except the west coast of the South Island. That has dramatically improved not just our profile but our control and that’s been the critical thing; we have the network, and we deliver in the 90 percentile of our own freight, and we have that control over it so anything we implement in terms of systems and IT progression we can do really quite quickly.”

This is the real key to Mainstream’s success. It is focused on providing a seamless logistics solution to customers and it has a built-in advantage few of their competitors can match. Diane Haliday had a strong background in IT. Diane remains the company’s IT director and is in charge of all development of the system she built for the business. She has two other programmers working with her and three more staff providing technical support to staff and customers.

At the time of the last Fleet Focus, Mainstream had just taken over a third-party logistics business. It implemented a new

50 | Truck & Driver

off-the-shelf warehousing system, but it didn’t have the level of sophistication they needed. Diane had started designing her own system before the decision was made to buy off the shelf.

She picked that up again and within a matter of weeks it was up and running. The core of that system is still operating today, and it remains an integral part of the Mainstream freight system which is still being continually refined.

“The overall system is now world class,” says Greg.

“You’ve got to have not just operational excellence but the IT smarts to support that. Both are absolutely critical. One thing with our business is that when we go into a new aspect of logistics, we bring in experts in that field. I don’t want any weaknesses in any service offering we provide, so everything has to be world class in its own right. You often find some businesses are strong in their core aspect and weak in others. We are not like that. Our international freight is run by international people; our logistics is run by 3PL specialists; our container business is run

by experts in this field.”

All three of the Halidays’ children have worked at the business at some time. Kathleen is keen to make her own way in the world, so she is currently working in recruitment for the transport industry, second son James has gone back to his books — Greg says he’s a perpetual student — but eldest son Cameron has been in the firm for the last decade after completing a commerce degree. He emphasises how significant Diane’s and Greg’s, and latterly his own, knowledge of freight forwarding has been in developing the IT system.

“It’s very rare that you’ll get a professional programmer who will understand the intricacies of what’s going on. She [Diane] just naturally will come up against a challenge and will know

what’s happening on the floor and how it all goes together.

“We can be really agile. We can respond to what our customers are after because we have that whole network tool, it’s all Mainstream and we’re not trying to T into a whole lot of different systems and cobble it together like a lot of competitors these days. It’s a complete bespoke system that is rolled out across the whole branch network,” says Cameron.

“We’ve continued to invest heavily into our IT system,” says Greg. “As Cam says, it’s all bespoke and it’s extremely practical

Truck & Driver | 51

The Mainstream Auckland metro fleet include new UD Quon Euro 6 units. and it’s extremely sophisticated but it’s written by people that understand freight.

“The system is built from the ground up and it’s meant for storemen or drivers to be able to very quickly learn it and master it. Most companies chose a system based on its accounting and reporting because the decision is often made by a CIO or a CFO and that’s what they want. We wanted something that operationally worked very well for our staff and our customers.

“We have never scrapped it and started again like everybody else has. We have just enhanced and enhanced it. We are on a

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Another change that convinced Mainstream it is time to promote itself has been the number of bigger customers actively seeking them out, often through word of mouth in their networks.

Greg says for many years the sales team had been knocking on doors, now they are getting calls asking if they’d like to have a chat over a coffee. Cameron says the sales team’s main focus when onboarding customers is on delivering process improvements for them. That has been really smooth, and the

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Above: Greg Haliday says Mainstream’s presence has grown rapidly as new trucks carrying the company’s black and gold branding have been introduced.

Below: Arrivals at the Kiwi St, Otahuhu headquarters of Mainstream. growth has been “huge”.

Cameron highlighted another aspect of how the bespoke Mainstream IT system streamlines operations. “We constantly get feedback not only from what our customers want but our staff. ‘Here’s the pinch points, here’s the hurdles we are facing’ and we can remove those within a day a lot of the time. With an off-the shelf solution you’re tackling different external programmers all day long — it could take months to get anywhere. We make a decision, we implement it, we run with it, and it happens very quickly.”

“A lot of time they [new staff] see that we take away the different challenges they have always had by the use of technology. Very rarely do you get any pushback on it because they can see the improvement, that it is making life easier for

them.”

Greg says they have had resistance from a very small number of drivers — generally of a more senior generation.

“I do sympathise with them as I’m a technosaur myself that’s why I leave it all to Di and Cam. “We’ve only had one case we had to give up on. That gentleman was 82 years old. Eventually he decided he was going to hang up his boots. He just couldn’t get his head around it — refused to. The crazy thing about it was his son was in our IT department, but he couldn’t get him across the line either.”

Cam explains the IT system also plays a key role in creating a consistent company culture of being open and dealing with any issues honestly. Because it has been built to give customers visibility of where their consignments are it means there’s

Truck & Driver | 53

to the presence of someone else in their exclusion zone. It can even slow down the at-risk machines. It also has reporting functions that captures the near misses, reported or unreported, allowing operations to be refined to improve safety.

Mainstream will be the first freight company to implement it starting in January after extensive independent trials in Kiwirail and other warehouse operations. Greg invested in the company three years ago and has seen it overcome the technical challenges of its first five years. It is now attracting attention from overseas, says Greg.

“I was so impressed with it and desperate to get a solution for fork hoist incidents that can happen in freight companies, so I jumped on board with it. Our number one hazardous place is in depots because there are so many moving pieces.”

To get to Mainstream’s current position from where it was in 2013, Greg says the company focused on expanding its network, setting up operations that would live up to its promise of delivery virtually anywhere in country within 48 hours.

“We bought out the freight business of McDowell’s (May 2014) and that allowed us to open up further south than Christchurch, so that gave us Dunedin and Invercargill. We didn’t take over their rural divisions; we took over their freight business and they were in Nelson The Mainstream commissioning tradition: Shivika Sharma “launches” the latest Scania and Christchurch, and we rolled those R650 to the Mainstream Fleet and named the truck “On The Dot”. up into us. And then we moved into their Dunedin and Invercargill operations. nowhere to hide.

“Then we bought Transworld (April “As soon as a driver captures an electronic proof of delivery 2016); that allowed us to move into Central Otago. I think six it’s straight onto the system, so it allows us to push out real weeks after we took over McDowells the phone went and shortly time notification of delivery to customers who want that level afterwards we ended up acquiring most of Retko Haulage of visibility and traceability, and it ties everything in together.

(October 2014). We didn’t actually buy their shares, we ended up When they do get a proof of delivery, we get a GPS snapshot of buying the majority of the business of Retko in Wellington and where they are at that point of time so it’s bulletproof.” a couple of years after that we acquired the entire business of Greg says safety is another big part of the company’s culture, Retko and rolled that into Mainstream. That really strengthened which led to another key message. Greg says they pay a lot of us in the lower North Island — Palmerston and Wellington — attention to looking after staff with cash and prizes and personal so both of those acquisitions were really to complement our and branch awards, lots of company gear, which includes a infrastructure. recent distribution of rugby league jerseys. He says part of being “And this year Di and I acquired the majority shareholding authentic is encouraging people to take personal responsibility in TDL Haulage — a big swinglift operation. That business has for safety and for the safety of each other. doubled in the last six months. And we have just taken over the “Everybody knows ‘zero harm’ everywhere is not achievable.

Rotorua operations of Combined Logistics, again filling in one of You’ve got to give people attainable results, practical results, the last holes of our network.” so that’s where we came up with ‘Yeah, NAH’ — Nah being No When NZ T&D visited in 2013, Mainstream had just moved Avoidable Harm”. into its new 4000m2 freight hub in Otahuhu and was building One of those practical solutions has been the implementation a 6000m2 warehouse for its new 3PL business. It had 1000m2 of SonaSafe, a sonar-based proximity warning system which will of covered unloading area and 650m2 of office space. It is now be applied to the fork hoists that buzz around depots like bees bursting at the seams. around a hive.

“We’ve built onto this building twice adding 7000m2 and the People in the depot will wear devices that alert drivers only thing we can’t keep adding is carparks and now space is at 54 | Truck & Driver

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Above: The Mainstream facility has its own rail siding (left) and a large covered loading area.

Below left: Cameron Haliday at work with Mainstream’s in-house IT technology.

Below right: Bold green livery for FMI Building Innovation is another element of the Mainstream operation. a premium. We’ve basically maxxed out. We can’t do much more with it, so that’ll be our next great challenge, what do with our Auckland operation,” says Greg.

“Our 3PL is at capacity, our freight operation is almost at capacity so now we have to look at further premises or doing business smarter.”

In 2013, Greg was optimistic about moving more freight by rail as Kiwirail was upgrading rolling stock and it didn’t have the same requirement for backloading — but that changed when Kiwirail added a premium for one-way loads. Rail now only accounts for about 5% of Mainstream’s line haul operations.

While some argue the emphasis has changed from just in time delivery to security making options like rail and sea freight

56 | Truck & Driver

more attractive, Greg says much of merchandising is still geared around refilling stock on shelves. That means the speed road transport offers will remain critical. The question is how to do that most efficiently.

That brings up the question of emissions. Mainstream employs a firm to monitor its carbon footprint and advise on strategies.

“In the interim we maintain a very current fleet. We like to think that our line haul fleet particularly is one of the most modern in the country. We are almost entirely Euro 6, only a very small number of Euro 5.

“You will see three different brands in the line haul fleet: Mercedes, Volvo, and Scania. They all represent different times in our company when we acquired them. The Mercedes were first

when we got out of Freightliners. The same dealer represented both, so we managed to trade them in against Mercedes.

Then we bought Volvos because Volvo I-shift technology was attractive to us at the time and since then we’ve moved to Scania.

“The Scania has been a mixture of the efficiency of the vehicle, driver satisfaction with their safety aspects, and serviceability, which has been massive for us. The reason that we changed to Scania was that Scania in Sweden became involved in the New Zealand market and that for us was a game changer because they made commitments on servicing and they have honoured those commitments, in fairness.”

Continuing its practice from 2013, Mainstream runs three

drivers per truck driving from Auckland to Christchurch. Eightwheel Scania 650s with Fruehauf 5-axle trailers are preferred because they have greater cubic carrying capacity than B-trains.

“These things are worked hard so they are doing big kilometres and servicing is critical to us because we only have small windows. We need reliability from our service partners.

Especially if we do have a breakdown. We need to get rolling again,” says Greg.

“One of the things, too, with not just staying with the same brand but the same model of truck, our drivers will regularly jump from one unit to another and go again. And if that’s in the middle of the night you don’t want somebody who’s suddenly got an emergency situation immediately in front of them suddenly

Truck & Driver | 57

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having to take a moment to think ‘I’m now in a different type of truck’ so they can just react — and the guys do really love that.

“We do try and keep the Volvos to specific runs where it is the same drivers. That can sometimes get out of whack if we’ve had a breakdown and we need to cover and whatever else, but we do try and keep them from the long haul.”

The fleet currently comprises 55 Scanias with more coming next year. There are five Volvos left and six Mercedes Actros.

There are five Kenworths. The recently acquired TDL fleet has a mixture of Dafs and Kenworths.

“We only have two B-trains in the entire fleet, both Scanias.

They only have one tractor and two sets of trailers so one does Christchurch–Wellington with a trailer swap on Picton wharf.

Only the trailer goes across, the tractor stays in the South Island.

The other one runs from Christchurch to Central Otago. Drops one and picks up the other trailer which is preloaded and goes back. It allows us to do big kilometres with these things.

“That one does about 900k a day with one driver. That one has long range fuel tanks, so it doesn’t have to stop for fuel, just the half hour breaks and on again.”

In the metro areas there are 20 Hinos, 10 Mitsubishi Fighters and the rest, about 26, are UD Nissans — including new acquisitions, just shy of 200 trucks, all up.

“We insist on Euro 6 even on the Japanese trucks and one of the reasons we like Nissan is that they share Volvo Euro 6 technology,” Greg says.

“We are very staunch in our replacement programmes. Again, it comes down to our theme of reliability not just image but its reliability and driver satisfaction. To attract the better drivers, you have to have the better gear.”

One of the exceptions to Mainstream’s firm policy of owning all of its assets, apart from the land it leases from Kiwirail for

its railside position in Wellington, is its fleet of owner drivers in Auckland. While it runs company trucks in other centres, the proportion of its metro fleet operated by owner drivers in Auckland has risen to 80%.

Greg says the 22 ODs just know their areas so well and they have much better productivity. Mainstream helps with training, expanding their areas and annual reviews, which Greg says they appreciate. “It works really well for them, and us,” says Greg.

During lockdown, Mainstream parked up its own trucks in Auckland and turned all of the business over to the owner drivers. The total number of staff including contractors and owner drivers is just over 300.

Despite the emphasis on Mainstream’s brand, the company has gone the other way with a couple of customers, painting new trucks in their livery.

“Harraways, the Dunedin rolled oats business, is a very old and respected company and a very large account,” says Greg.

“We were fortunate in winning their trust to give us a shot at doing all their distribution and we came up with a solution to do their freight which sees virtually all their deliveries to the North Island happen within 48 hours from Dunedin — and that happens every day of the working week.

“Harraways has made a long-term commitment to us, and this is our way of giving back.

We have a tradition here that we get a lady to crack a bottle across the bows … well now it’s across the step because we have a few damages — some women can really swing a bottle — and we’ve completed one of our brand new Scanias in Harraways imagery and invited one of their staff to commission it. It’s a tradition that our staff really enjoy.”

Mainstream did the same thing for a firm it has had a very long association with, supplying five Scania trucks and trailers Truck & Driver | 59

Left: Diane Haliday working on Mainstream’s IT developments with technician Michael Scarlett.

Above: Nafiz Ali is Mainstream’s Chief Implementation Officer and is already planning ahead for the introduction of electric and hydrogen vehicles.

to FMI Building Innovation designed specifically to their product dimensions.

“Our drivers really now believe strongly in commissioning, or blessing them, if you like. We had an incident where we put five brand new line haul units on and they were in their livery and the customer, unbeknownst to us, forgot to do commissioning for two of them. Both vehicles were in significant accidents in the first few weeks.

“It’s weird alright but since then our drivers have been adamant that trucks must be commissioned before they will drive them.”

“Everyone loves it,” says Greg. “Is it sexist? I just think it’s traditional. If there’s a guy that feels that strongly about it, he’s more than welcome to crack a bottle”.

The appointed women also get to choose the name of the trucks they commission. “The Harraways one, it’s got a brilliant name. It’s called ‘The Rolling Oat’ — because, you know, they specialise in rolled oats.”

Looking to the future, Greg hopes next year will be the last year Mainstream places orders for diesel trucks. “We’ll build ourselves to a spot where for a year or two we won’t have to do replacements and during that time we’re hoping there will be advances made in electric and hydrogen. That’s part of our commitment to reduce our carbon footprint.”

Chief implementation officer Nafiz Ali says the replacement programme has slots for electric and hydrogen vehicles.

“Next year is where we will start off with four-wheelers — electric trucks in the metros — but we are looking at options on the big gear around hydrogen and electric, so we are talking to Scania about their battery electric trucks.

“What is the payback and what is payload? Payload is a lot of it. If you lose three or four tonne, by the time you put that across ten trucks then you’ve got another truck in the mix, so that’s not achieving a lot.

“We are not jumping ahead to be the leaders in the industry,” says Nafiz. “We are moving forwards, but we are doing our 60 | Truck & Driver

research to make wise investment decisions — not just to showcase we are clean and green.”

Meanwhile Mainstream is building for the future investing in new purpose-built depots, having completed two in Palmerston North and Whangarei.

Says Greg: “We’re about to build in Te Rapa, Tauranga, Nelson, and Cromwell. We already own the land. There will be others after that. It’s part of a big refresh.

“All the new depots we’re building are having heavy cabling put in to carry the type of current you’ll need to charge all the different types of vehicles at night so that goes along with the green building that we are doing. We are looking at solar panels on roofs of buildings and storing that power during the day to supplement the charging at night. And we’re looking at the roofs of trucks. Can they be solar panels without too much of a weight penalty?”

So where does this growth stop? “I keep asking myself that,” says Greg. “One day I’d like to go out fishing more often. I think if I’m making money where it’s all going and then I see something large with the Mainstream name on it roll past me and I think, okay.”

The Halidays have made some time for themselves. There’s a picture of Greg on the cover of a fishing magazine in his office, along with others of his and Diane’s cars on the cover of hot rod magazines. Greg has built up a collection of 24 cars but now plans to slim it down to 14 or so.

In the previous article, Greg pointed out that Mainstream, from its position as a second-tier operator, was capable of doing some of the things the ‘big guys’ did. So, is the company now one of the big guys?

“Are we one of those guys?” Greg ponders. “I had somebody ring me recently and say to us we are a ‘tier one company’. I never thought about us being tier one. Are we tier one? Yeah, we are still considerably smaller than a couple of our competitors, but we are tier one as far as our abilities go absolutely — and the market now knows that.” T&D

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LEGENDS

I

Growth and Learning – Alan Forbes

F YOU’VE SPENT ANY TIME AROUND THE TOKOROA REGION and the forestry industry, Alan Forbes is a name you’ll be familiar with.

Not only did this Southpac Legend grow a large and successful log transport business from humble beginnings, but he was also there when the LTSC (Log Transport Safety Council) was formed and continues to ‘learn’ with the TOL (Tour of Learning) group.

As with many transport operators Alan developed a keen interest in trucks through his father. As a young fella, he used to go to work with his dad, going out with the trucks and helping with the material handling.

“I just liked machinery and trucks so I used to go work with him on a Saturday, and that kindled the interest,” says Alan.

Alan’s father was transferred from Whakatane to Kinleith Mill and was managing the workshops, so Alan got an apprenticeship at the

62 | Truck & Driver

mill and did his time there. But it was the work with their trucks that really piqued his interest.

“I served my time at NZ Forest Products in Kinleith, in the Tokoroa workshops. They had a fleet of logging trucks there, and that sort of got me going.”

Finishing his apprenticeship, Alan got a job at what was then known as Alexander Grain and worked for John Alexander for the subsequent 12 months in the workshop. He also ended up doing quite a bit of driving there too.

“That’s what started me off,” he says.

From there he went back to Tokoroa and started driving for Forest Products, in a company truck.

“After 12 months they offered me a position as a contractor on a self-loading truck. It had a crane on the back and I had to load myself and away we went. That was 1979.”

Alan’s first truck was a K124 cabover Kenworth. It was only a sixwheeler, but Alan says it was all off highway work that he was doing.

The K124 was brand new too, which in many ways was a big punt, and its purchase is something that Alan recalls vividly.

“I remember my accountant having an argument with one of the forestry distribution managers at Kinleith. The distribution manager wanted me to buy a TM Bedford but my accountant told him ‘if this young fella [me] goes broke, I want a truck that he can sell’.”

Alan says this was back in the days when you couldn’t cart against the rail, so he had to apply for an area licence, and go to court to show it was financially viable.

“I hadn’t been going that long when they opened everything up.

So it’s a bit of a breeze nowadays.”

As it turned out, Alan had only been in business a few months when in 1980 there was a big strike at Kinleith. He says it was a tough time and when it was over he essentially had to start again.

“But there’s always been something like that, you think you’re getting on top of things and something out of the blue happens and the money all goes. But that’s trucking I guess,” he reflects.

Alan ran as a contractor at Kinleith from 1979 to 2021 and it was almost 42 years to the day when he sold his business.

“I saw a lot of owners and a lot of managers, we had some good ones and we had some bad ones. But quite often with the bad ones we still made quite a bit of money out of them. It was crazy times some years and tough times too. But we survived.”

Alan also survived the time that Kinleith went from around 40 contractors down to nine or 10, saying that he was one of the lucky ones that was picked.

“Then a few of the owner drivers came and worked for me and I slowly bought them out when they wanted to exit the industry. It worked for both of us, otherwise I would have had to spend a whole lot of money on trucks and it used to keep them in a job. I expanded and never looked back,” he says.

He adds that all the owner drivers he had were “bloody excellent” and he still had one owner driver (Steve Livingstone) when he sold.

Aside from owner operators, Alan started a fair amount of people off into the industry too. He took on a number of drivers that only had a Class 4 and got them up to speed. He says, “you’ve just got to have the patience and the time, and be prepared to absorb that unproductive time.”

He believes most of his new drivers turned out to be good.

Overall, it seems like Alan has been fairly content with the drivers he’s worked with, and despite their ebbs and flows, has managed to create a very loyal workforce.

“We had quite a few guys leave and come back, one came back twice and another came back three times. When I left we had three guys with over 20 years with us, and a number with well over 10 years.”

Alan stepped out of full time driving around 1997, but still used to drive “when needed.”

He moved into the office to focus more on the operations.

“As we grew, it got too big for Mark Barrett running the workshop and the office, so he took over the workshop and Brent Hamley came off the trucks to manage the dispatching. He’s still there today, managing Gilmour Transport.

“Karen along with Shar and Michelle covered the administration, health and safety and always had our back.”

It was around this time that Alan helped form the LTSC. He says that the government was threatening to take log trailers away due to rollovers.

“If we didn’t self-regulate they were going to regulate for us and I don’t think we would have liked the outcome [hence the LTSC formation]. But now we’re up to 5-axle trailers, lower and longer the logging industry has done itself pretty proud.”

Truck & Driver | 63

At the height of his business, Forbes had a total staff count including the workshop and office of about 25. When he sold the fleet comprised about 20 trucks, all Kenworths.

“When I took these owner drivers on I inherited a whole lot of bits and pieces - Macks and things. I even bought a couple of DAFs but they didn’t quite work out so I went back to being 100% Kenworth.

The guys in the workshop know where they are, all the filters are the same, and the gearboxes, diffs, it just worked out better.”

Gilmour Transport [50% Warwick Wilshier/ 50% Campbell Gilmour] took over the business on June 1 2021 and most of the staff have stayed on. Gilmour Transport has just built a new workshop in Tokoroa that they’re about to move into.

“I’m happy they’ve gone to such a good outfit.”

It’s not all been plain sailing though, and aside from the financial challenges, Alan also had a fatality in his team.

“We lost a driver in an incident while loading in Napier. This was by far the hardest thing we have ever faced in business. He was not only an employee but also a family friend.”

Conversely some of Alan’s best moments he’s had within the industry are around the guys he’s met, from fellow contractors to sales people. “We’ve got some good relationships, we catch up and have a chat,” he says.

In fact he does much more than that. He says there’s a group of contractors and associated guys that call themselves ‘The Tour of Learning’ or TOL. They go on trips both in NZ and across the ditch to look at machinery and businesses.

“The TOL started back around 2010. We have a look at different gear, go to truck shows - we’re going to Wheels in Wanaka next year.

“Among the group there’s Goose Haddock from Haddock Spray Painters and Willie Malcolm of Malcolm Cab Solutions. There’s a lot of learning and there’s a bit of drinking involved too. Warwick Wilshier often says other sectors of the industry can’t believe we get on so well and yet we’re competitors.”

64 | Truck & Driver

Alan says that TOL began as an offshoot from a Melbourne Truck Show trip they all attended and it carried on from there.

“Nowadays one of our old distribution managers Bruce Nairn organises it all while Peter Withington handles the finances.

“We have so much fun together, it’s great. We’ll be doing it until we die. I just love trucking, trying different things and where the industry has led.”

When Alan turned 66, the offer came along to buy his business and he accepted.

“I thought I could do another few years but Karen, my wife, was keen to sell and pointed out it was too good an opportunity to pass up. I’ve had no regrets to be honest.

“I do miss the contact with the guys, but whenever we’re around the yard we’re always calling in to say good day. And they still ring me occasionally to ask for history on different things.”

As far as the future goes, Alan feels like the industry is in pretty good shape the way it is.

“The way everything is set up now it accommodates most log lengths. It’s just the price of everything now is getting out of hand.

The trucks, the trailers and availability. I don’t miss any of that. It is a tough industry but I guess you always seem to find a way to make it happen.”

Alan may be ‘retired’ but he’s still doing a bit of quarry work for Swaps – “just something to do,” he says. “It was going to be three days a week but now it’s five some weeks.”

And aside from evidently still working, Alan has plenty of toys to keep him busy including four classic cars (a ‘67 Chevy pickup, ‘60 Impala coupe, a ‘67 coupe and an old Torana) and a boat “that doesn’t get used enough.”

“I’ve also got an old V8 Kenworth that used to belong to Gordon Richards in Tokoroa. We’ve tidied it up and painted it. And I’ve recently bought one of my old trucks back - a ‘98 T900. So, now I’m in the process of building a new shed.” T&D

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FEATURE

Big trucks. Big crowd.

And a big milestone.

By Colin Smith Photos: David Kinch, Mack Trucks and Colin Smith

THE 50 YEARS OF MACK TRUCKS IN NEW ZEALAND CELEBRATION proved to be a very popular Labour weekend holiday attraction in the Manawatu.

With 172 trucks and about 1000 registered guests in attendance, the event also filled the car parking at Manfeild Park with venue officials reporting the attendance as their being largest in 20 years.

The milestone in question was 50 years since the first Mack truck was assembled in New Zealand by Motor Truck Distributors.

The Manawatu region is the New Zealand home of the bulldog 66 | Truck & Driver

marque with assembly starting at its Malden St, Palmerston North facility in 1972.

The facility still serves as the New Zealand HQ for the brand, although trucks are now imported from the Wacol plant in Queensland.

Mack gathered on a cool and clear Saturday morning to form a convoy from Malden St to Feilding’s Manfeild Park with plenty of waving locals and keen photographers along the route.

The Manfeild display was an indoor-outdoor event with trucks from as far north as Kaitaia and from throughout the South Island.

A convoy of 120 Mack trucks on the Manfeild race circuit.

Truck & Driver | 67

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Top: An early morning aerial shot of the outdoor display area at Manfeild.

Above left: The Mack convoy making an early start from Malden St on its way to Manfeild.

Above right: Standing guard – the Bulldogs were out in force to celebrate 50 years.

The line-up of loggers, heavy salvage and haulage trucks, tippers and fire appliances provided a sample representation of the 1000-plus trucks that have followed the original FR785RST built at Malden St in 1972 and on show as restored by Mack staff.

“I’d like to say a big thank you to everyone who attended, whether they brought trucks along or were just there for a family day out. It couldn’t have gone any better,” says Stu Wynd, National Sales Manager for Mack Trucks.

“It was neat to see the older trucks and some of the older generation. One of the comments we got from people was `please don’t wait another 50 years to do this again’.”

Of the 172 trucks on show about 120 took part in a Manfeild circuit parade at the conclusion of the Saturday’s OctoberFAST

race programme which also featured the opening round of the NAPA Auto Parts New Zealand Super truck Championship.

“We started planning about 18 months ago, but we weren’t sure of the timing at that stage,” says Stu. “We didn’t want to do it in winter and earlier in the year was still looking a bit doubtful with Covid. So, we settled on Labour weekend with the benefit of daylight saving and a long weekend that meant people had to spend one less day away from running their businesses.

“Probably the biggest surprise to me was the weather. This is Palmerston North we’re talking about,” laughs Stu. “But it couldn’t have been better. At this time of year when you get the colder mornings you usually get a nice day, and that was Truck & Driver | 69

Above: The big crowd was Manfeild’s best one day attendance for 20 years.

Facing page, top left: The Allingham family celebrates `Best in Show’ success.

Facing page, lower left (clockwise) Western Logging Contractors’ Mack Junior... HWR Group participated with Allied Petroleum and Southern Transport brands... Generations apart, the stunning R Model `Vera Lynn’ restored by the late Bryan Menefy and Gerard Daldry’s 100 Year Super Liner... Glenn Allingham’s CH Model ready to convoy to Manfeild.

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Truck & Driver | 71

Top: The original FR785RST built at Malden St in 1972 and restored by Mack staff.

Above: Bulldogs and polished chrome... Britton’s House Movers and Heavy Haulage was well represented with both the old and the new. how it turned out.

“You always worry a bit when you plan something like this whether it’s, `is everyone going to turn up? Are they going to have a good time?’

“We promoted it as a family event and with admission at $10 there were a lot of locals. We saw heaps of kids and families, and everyone was having a great time.

“I was also impressed by the way people queued to get the trucks into Manfeild. Everybody was very respectful in a situation that could have been a bit chaotic,” says Stu. Special Mack 50th merchandise proved to be a hot seller while a raffle and auction held during the Saturday evening celebration dinner raised over $13,500 for the mental health charity, I Am Hope.

72 | Truck & Driver

A number of local Manawatu businesses including Total Truck Spray, Gary Douglas Engineering and Metalfold Industries all contributed to the event. Metalfold created and donated a Mack 50 brazier which raised $2200 at auction.

The line-up of trucks arrived from throughout the country.

“There were five trucks from Northland including four from Ian Newey at Ruakaka and Wayne Frost’s Super Liner from Kaitaia,” Stu says.

The South Island was very well represented with 47 trucks, including some making the trip from the West Coast and Southland.

Best in Show honours - decided by a public vote - was awarded to Riverhead’s Glen Allingham with `ONHEET’, his immaculate deep red 1998 Mack CL 722. T&D

The late afternoon track parade filled the Manfeild race circuit….Clive Taylor Haulage arrived with a big Mack lineup….. Perfect spring weather bought a big crowd to Manfeild…Mack’s from the South Island were well represented including two iconic firms Tuapeka Transport and Hilton Haulage.

Truck & Driver | 73

Still earning after all these years

The ex-Army Mercedes-Benz 2228/41 has become Lee McLean’s versatile low loader unit.

Sergeant Schultz

By Colin Smith

IT WAS SUPPOSED TO BE STRIPPED AND SACRIFICED AS A parts donor for another restoration project.

But Tauranga’s Lee McLean decided the ex-NZ Army 1984 Mercedes-Benz 2228/41 he bought in a trademe auction was too good to pull apart. He decided to put it to work instead.

A builder by trade but with trucking very much in the family tree, Lee had long wanted to own a Mercedes similar to the trucks his father Ron and great uncle Max had driven when he was younger.

Now Lee, his French bulldog Pierre and the 6x4 Mercedes christened Sergeant Schultz are on the road doing a variety work, mainly moving small to medium sized machinery around the Bay of Plenty and sometimes further afield.

“I found one in Auckland, the same model, that I was trying to buy.

I talked the guy into selling it to me, but he needed it for another six months,” says Lee. “Then I found this one that I was going to use as a donor truck.

There were about 10 in an auction earlier this year, and I bought this one specifically for that sun visor, because I was trying to do the restoration as close as possible to my dad’s truck.

“So, it’s a bit of joke that this is a $7500 sun visor.

“I bought it in a dollar auction on trademe. Then I flew to Christchurch and met Nigel Hope, an awesome guy who towed it from the [Burnham] army base to his workshop.

“It had been parked for six years at Burnham doing nothing. I bought two batteries on the way to Nigel’s yard, and it fired up right away. Nigel and I worked on it the whole day to get the fuel system Truck & Driver | 75

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clean but here wasn’t that much else to do.

“Kim Harris, who’s a Mercedes-Benz guy down there with Cableprice came and did a once over for me. Then I flew home.

“One of my good mates Dave and I flew down again a bit later and we drove it back on a dealer plate to Tauranga. It didn’t miss a beat.”

Lee soon realised the 2228/41 offered the chance to not only own the restored classic he wanted, but also to start a trucking business.

“I was planning to swap the bits I needed onto the other one. But this is way too good of a truck and I couldn’t bring myself to pull it apart.

“It’s only just ticked over 300,000 kays and it’s 37 years old. We kind of fell in love with it and it’s morphed into being a working truck. It’s such low kays and it will do over a million no worries.”

The 6x4 Mercedes-Benz 2228/41s were part of the NZ Defence Force fleet for roughly 30 years - from the mid-80s till retirement in 2016. Along with smaller Mercedes-Benz Unimogs, they had replaced the army’s RL Bedfords.

The 2228/41 is NATO specification powered by the 14.6-litre Mercedes-Benz OM422 V8 diesel. There’s no turbocharger and the engine develops 280hp paired with a 16-speed manual gearbox.

The Mercedes Benz 2228/41 series was introduced to the NZ Army fleet from 1982. In total 68 were introduced through the 1980s with more than half being the soft-skinned cargo variant. Tanker (for both potable and construction water delivery), dump and tractor versions were also part of the fleet while a number were converted to the swing thru container system.

A smaller fleet of MB2228/41s is still in operation at NZ Army and RNZAF camps and bases around the country.

Lee’s constant companion in the Mercedes is Pierre, his French Bulldog.

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email. office@tes.co.nz Truck & Driver | 77

Merry Christmas.

Wishing Wishing all all our our customers, customers, key key supply supply partners, partners, and and all all of of the the Transport Transport Industry Industry the the very very best best for for Christmas Christmas and and for for the the New New Year.

Year.

Our great worked hard to come back than and everfor after Covid has industry made it ahas tough and challenging year forstronger the industry all aNew tough few years.

We wish you well going into 2023.

Take care and we look Zealanders. We wish you well going into 2022. Take care and we look forward forward to to seeing seeing you you all all again again next next year! year!

Mike Stevenson Mike Stevenson

MANAGING DIRECTOR MANAGING DIRECTOR

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Routine army maintenance is reason the truck remains in such good order.

“I’ve only had a few issues with some crap the fuel tank, which is what you’d expect for a truck that had sat for quite a while. But that’s all resolved now.

“I took it for a COF to see what was wrong with it. The original deck had the load certificate missing so it failed on that and on one headlight.

“The fact it went through the testing station with pretty much a clean sheet is a credit to how well Mercedes made this model. When the army have so many of them, there’s a good reason behind that.

“The army look after them really well. They are serviced every six months regardless of what they do. The engine oil was clean. The gearbox oil was clean, and all the diff oils were like brand new when Kim checked it all.”

Lee’s restoration goal was to keep the truck close to original but with the key features of the family trucks he’d loved as a kid.

“The sun visor wasn’t on many models. Apparently, they used to crack, and they were superseded with a more rounded one. I like the look of this one and it’s cool to have the same look.

“This one was like new and if it ever cracked, we could repair it if we had to. I’ve also put some spotlights on that were the same as dad’s ones.”

The first trip to the testing station and the missing certification for the deck led to the biggest change to the Mercedes before going to work.

“A friend of mine, Derek Haywood owns Koromiko Engineering, and I took it in there. He said `you’ve got to get rid of that deck. I’ll build you a proper one, a low loader.’

“There wasn’t really much wrong with the old deck except for the missing paperwork. But it was about 300mm higher than this one, so it wasn’t as good as a low loader.”

“Another person who has been a big help with parts and advice is “Mr Mercedes” Stuart Howard.

Next came the tidy up.

“Another friend of mine Sammy works at Linkup Paints in Tauranga. She came out and we rubbed the cab down and sprayed it to match the army colours.

“That’s it really. There was a little bit of rust in the cab that was really nothing. It was all prepped and painted in a weekend.

“I got the Alcoa alloy wheels from Cavanagh Truck Spares off a wrecked Actros and I put bigger front tyres on it for safety. I’ve replaced the tie rod ends and I’ve done an alternator.

“That’s it so far but it’s still a work in progress. Just like any hot rod there’s a few things to touch up.”

Another of Lee’s friends, Stephen, who works at Rutherford Signs helped with the stencil style McLean Trucking logo and the Sergeant Schultz graphic.

“I’ve had a few people suggest I should paint it the same colours as my dad’s old trucks but it’s kind of my own identity. It was easy to paint it the army colours because it was half done, and it stands out.”

“The truck is one year older than the first truck my dad bought so it’s kind of cool. “ Part of the restoration process was keeping the truck a secret from his father.

“It was a surprise to my dad. We kept it all a secret,” says Lee. “Another funny thing is how we named this one Sergeant Schultz [after the Hogan’s Heroes character].

“When I was a kid, I named all of dad’s trucks and when he saw this one, he said, ‘you’re going to have to call it Sergeant Schultz’. It was a sort of a role reversal.”

On the day NZ Truck & Driver caught up with Lee he had a busy

Top: Basic military cab has no radio or air conditioning but Lee doesn’t miss them.

Above: Alcoa alloys are from a wrecked Mercedes-Benz Actros.

Below: The Mercedes delivering a load of bagged fertiliser.

schedule of local jobs. The machine pictured on the truck and a follow up delivery of a digger were destined to do some work on a motocross training track for former world champ Ben Townley.

“I’ve got a roller to move and then another job at Omokoroa. Last week I did about 1500km. I did Wellington, Masterton, Auckland and then home. I had a tractor to Whanganui, a forklift to Wellington and then back-loaded a new Ford Ranger from Masterton up to Auckland and then some skip bins from Auckland back to Cambridge.

“It’s all go. I want to get out of the everyday building stuff and would love to be driving the truck full time.

“It’s really versatile. It can take all sorts of machines, cars, trucks or timber. I’ve got some house frames to take to Auckland and I’ve been carting some bagged fertiliser for Kiwi Fertiliser, my dad’s company.

“I can go to 11.5 tonnes on the back and the deck height is about Truck & Driver | 79

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1180mm. You can only go to 4.3 metres overall height, so the new deck makes a big difference.”

The look of the truck is important to Lee. “I’m not into shining everything up. I water blasted it today and I’ve got the aluminium wheels but that’s as shiny as they’ll ever be. It’s a working truck and I’ll keep it immaculate but it’s never going to be polished up or anything. We did matt paint because it’s easy to clean.

“The Alcoa’s are only really on it to help the tare weight. There’s a quarter of a tonne saved going to aluminium instead of steel and it sets the truck off nicely.”

Lee reckons there a niche in the transport market that suits the attributes of the Mercedes.

“With the Mercedes you’ve got so much manoeuvrability and traction and it can take a good-sized machine. It’s got full cross locks and they are renowned for getting in and out of the slippery places.

“And there’s a good market with moving machinery around.

There’s something going on in every town. A lot of people buy a machine, but they’ll always need someone to shift it because buying a transporter isn’t cheap.”

Lee also says he is enjoying the back-to-basics, military-spec driving experience.

“There’s no radio and there’s no aircon. You’ve got the windows down and it’s just you and the truck. It’s just really cool - I don’t think you need the new gear to be happy.

“It’s got a big old motor with 280 horsepower, and it gets along good. It’s pretty tapped out at 90 kays, but it goes up the hills the same as any loaded truck.

“I don’t have a draw beam and it always going to be truck only.

It’s quite fuel efficient and I’m happy with the economy.”

The truck brings back a lot of childhood memories.

“I like it because my great uncle Max drove the Mercedes for my dad that was my favourite. Their one did over a million kays. It’s cool to drive this thinking about how they did it.

“I felt like I got in and already knew a lot about it because I had been around them forever. There lots of memories and you recognise the sounds they make and the rattles.”

Lee sees himself doing more driving and less building.

“It has sorted of morphed into a business. I’m builder and I do renovations and container conversions. But I’ve been mad on trucks my whole life, so it was always going to go that way.

“It’s a good first business model because it’s not overcapitalised. The deck is worth way more than the truck on paper, but the truck has good value with a COF. Another classic Mercedes is a possibility for McLean Trucking.

“There is supposed to be another auction coming up. I’d like another one, but I have to get that past the girlfriend,” Lee says.

“That’s why it’s number two. She asked me `why is it number two? I said because the next one will be number four.’

“I’d like a tractor unit so I could tow a low loader trailer and also a tipping semi. My goal is to cart some bigger machinery.”

After the first truck has dodged the dismantling process and found a second life, who knows where Lee’s goals will lead.

“When I got it, I never intended to do this with it,” says Lee. “It was always to do up and restore. But now it’s the best of both worlds. I’ve got my hot rod project that I love driving and I can also earn money with it.” T&D Truck & Driver | 81

e f a S a d n a s a m t s i r h C y err M l A Very a oy L ur O o t ar e Y w e N s ou er p s o at f f a t and Pr S d n a t n e em g a n a M e h T om Customers Fr

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FEATURE

Story and photos: Wayne Munro

At just 66, Spud Bonner has clocked-up 50 years with the same company...while it’s gone through four different sets of owners (himself included)

Spud: Strictly no BS TARANAKI TRUCKIE PETER (SPUD) BONNER’S CAREER BEHIND the wheel is remarkable. You might even say it borders on the incredible.

He has, after all, driven fulltime for over 50 years….for the same trucking operation, in the same tiny township (Toko) where he grew up.

Not only that: Before he started at Aitken Brothers (now Aitken Transport), at 16, he’d already put in four or five years with the company, working after school and on weekends!

Amazing alright – but just don’t expect him to talk about it in those terms: Getting all excited and raving on about all that he’s seen and done as a truck driver is not the kind of bloke he is. He’s strictly no BS. And so, instead, the 66-year-old Spud says simply: “It’s been good.”

Yeah but mate….seriously. It clearly IS pretty bloody outthere – staying in the same job, in the same town, for five decades! How come he’s been such a constant in Toko’s modest transport company – even while it’s had four different sets of

owners (him included).

He reflects for a moment, then reckons: “Never thought about it really.” Then he does offer this: “Yeah well – didn’t really want to move on.

“It’s a passion I ‘spose eh. You don’t give it up, do you.”

The passion was sparked by a couple of things: “Always wanted to be a truck driver. Dad (Alan Bonner) always had bulldozers, trucks….”

And the Bonner family home was, conveniently, straight across the road from the Aitken yard.

Says Spud: “I remember in primary school deciding that driving trucks was what I wanted to do. I think working with livestock was an attraction too.”

When Pete was a kid, given to hanging around the yard, Russell Aitken was running the company (which he’d started in 1952, with brother Errol), with Russell’s sons – Rod, Chum and Barry – doing the driving.

Spud remembers “just goin’ in after school, jumpin’ in the trucks.”

Truck & Driver | 83

Above left: Four-wheeler J Bedford runabout truck was Spud’s first drive. Above right: A couple of years after he started with Aitkens he got his dream job - carting livestock all around the North Island in this Commer and its two-axle trailer By the time he was a teenager, he could be gone for hours in one of the stock trucks: Sometimes “you didn’t get home till two or three in the morning. Go to Longburn, or Palmerston North, Patea, Hawera.”

The Aitkens didn’t mind him tagging along. It may have helped, he suggests, that “the old sheep crates in those days, they didn’t have lift-up floors. You had to crawl underneath.” The perfect job for an enthusiastic schoolboy.

Back in those days the Aitken fleet, which numbered around seven trucks, was a completely Commer line-up, if he remembers right. It’s always been around that size.

When the Stratford High School headmaster asked what Spud wanted to do when he left school, “I said I wanted to be a truck

driver. He told me there was too much heavy lifting – I wouldn’t be able to handle it.

“Because, in the old days, they were big sacks and that eh.

There was a lot of manual work.”

Regardless, heavy lifting was exactly what he was soon doing – and lots of it.

Bulk railway wagons full of coal would be parked up in the old railways shed at Toko: “We’d bag it up – three of ya. One shovelling, one lifting the bags and one wheeling them away.

“Big sacks. Oh, they were quite heavy! I ‘spose they’d be 50kgs.

We used to bag it and deliver it around the town.”

Even before he joined Aitkens fulltime “I used to cart the coal up from the station to the factory – about a K. Started that at 15 or 16…”

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So how was it – getting his dream job straight out of school?

In typically understated Spud fashion, he says simply: “Felt good.”

And what did he get paid? “Aw Christ – bugger-all!” But enough to keep a young bloke happy, it seems. After all, he points out, “half a dozen big bottles of beer would be $2.70.”

Toko back in those days was a buzzy little place, with the trucking company, a sawmill and a dairy factory all going strong. On a hot day, the Toko pub was heaving.

“In summertime there’d be metal trucks, stock trucks, tar trucks, logging trucks….parked both sides of the road all the way down to the hall.

“By four o’clock on a Friday they’d all be jammed in the pub.

Two pool tables going…. And there’d be a fight. Yeah, I suppose we did drink quite a bit!”

The company got a dispensation for Pete to officially get behind the wheel before he was 18. He started out on a fourwheeler J Bedford with a 16-foot deck and a petrol engine – working locally: “Yeah, wasn’t a bad little truck. You could put a crate on it. Did a lot of haymaking too.”

After a year or so on that, he moved on to driving “an old Commer bulk truck, with a Perkins motor. Just carting [fertiliser] to airstrips mainly. That was alright.

“You’d go out to Te Wera and cart fert off the rail there.

They’d want 100 tons for the Lands & Survey Makahu block, 100 tons for Lands & Survey Pohokura Block. That was all clamshelled off. Then you had to get in there and shovel (the rest of ) it out of the wagons.”

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The day after Spud and co-owner Ron Wheeler sold the business, he was back at work driving the company’s Volvo FH 700....as usual. He’s in it still...and reckons he probably will be till he quits - maybe in three or four years’ time

They weren’t long trips: “It’d be about 10k up the road and you’d tip it off.

“If you weren’t doing that, you’d be doing hay…or you had your crate on.”

But what Spud really wanted was “to be on the stock trucks.”

By that, he means Aitkens’ truck and trailer units that worked widely around the North Island. Getting into them wasn’t a gimme: “It was hard to get jobs on the stock trucks then.”

But, of course, he had the advantage of already knowing the runs: “Well, I had been there since I was 10 or 11,” he points out.

And so, about two years after starting work, he moved fulltime onto his dream job – carting livestock all over the place.

He loved it: “You started early in the morning and you wouldn’t get home till four the next morning. Then you might have two hours’ sleep – four if you were lucky. Two hours was a struggle – if you got four you weren’t too bad!”

How did you survive? “Oh, you just did. And still played rugby as well!” You did, he adds (as if it explains everything), “get Fridays and Saturdays off.”

He initially drove a near-new Commer with a two-axle trailer behind it: “You’d go to Gear Meat in Wellington, Southdown in Auckland. When the freezers were full at (the) Waitara and Patea (freezing works) you went to Hastings, Wellington or Auckland.”

He ‘specially loved these long trips, which “used to take a while – 14 hours, something like that I think. Oh yeah, Awakino (Gorge) was about that wide (he gestures, hands close together)….You had to stop for (oncoming) trucks – or at night-time you would.

“Going over The Hill (Mount Messenger) – ah it wasn’t too bad.

Had about 195 horsepower…big horsepower in those days. Had up to 350 lambs on there probably….oh, you weren’t very heavy – 25 ton all-up.”

Although the company’s stock trucks ranged far and wide,

carting to meat works, its clients were concentrated in the immediate Toko area, says Spud.

Aitkens worked closely with other carriers like Scotty Matthews at Whangamomona – 55kms northwest, up State Highway 43 – and Jack Matthews at Tahora (70k away).

“We used to go and help them cart into the Kohuratahi sale (between Whanga and Tahora).”

These big sales “out the back” delivered “huge work” for the company: “Before logbooks, it was crazy hours: You’d cart away for two days (after a one-day sale).

“Taylor Bros of Cambridge used to come down and buy a thousand ewes at Kohuratahi and you’d have to take them up to Cambridge…come back and get another load. By then it’d be daylight…you’d sleep on the side of the road somewhere.”

At times, “back in the day, you’d leave at midnight to take a load of ewes to Hastings. Come back, take a load to Waitara… then go back out to the Kohuratahi sale and get a load of steers…

“I think the best I did was 10 loads in a row (on successive days) to Hastings. Each day you were getting later and later.”

Ask Spud how many Ks he’s clocked up over his driving career and he just shrugs: “Never thought about it. I wouldn’t have a clue really.” In the good old (no logbook) days, he explains, “never looked at a speedo.”

He does know he’s only ever had one accident: “I rolled a trailer once.” That wasn’t down to a lack of sleep, but a bout of flu, he reckons: A couple of the cattle he was carting to a sale were killed – but there was no time for trauma counselling.

First he had to round up all the cattle that had run down the road, get them back into the crates and delivered. Then, even with the damaged crate, he had to “do a load to Hastings.

“Then I had to go up the Napier-Taupo, go across to Mooloo Welders up Te Kauwhata, and get them to straighten it up. Then I Truck & Driver | 87

went to Whakamaru and brought some cattle back.”

Looking back over his half-century of driving, Spud says one of the highlights was buying his first truck at the age of 24, and becoming an owner/driver with Aitkens.

It was a new FUSO 315: “I think it was worth $75,000. I put 10 grand down on it” – his savings from eight years of work. The Aitkens went guarantors for the balance.

In 1994 came an even bigger opportunity: He and fellow company O/D Ron Wheeler bought the business from Chum and Rod Aitken.

At that stage Spud had a Mack Ultra-Liner and Ron had a Volvo.

Pete thinks they got the yard, the workshop and maybe four more trucks as part of the deal.

The manager of the Westpac Bank in Stratford “said ‘I’ll give you a go.’ We owed 50 grand each.”

The new owners were promised all of the Waitotara Meat Company’s cartage. It was big: How Spud explains it is that “as an OD you worked most of the time.” As the company owner, you worked ALL the time!

“Yeah, I think for three months we didn’t have a day off! We had good guys with us though.”

Some of the Volvos bought with the company “were getting on,” so newer second-hand Volvos were bought – along with new trailers and new Fairfax fibreglass crates.

“Ron ran the business – I drove most of the time.” It worked out “good,” he says: “Yeah we had a good partnership. Enjoyed it.

“Nah it was a good life. You make a lot of friends out there – with the farmers and that.”

Any bad moments? “Not really. We always had good clients… gave good service.”

But six years ago, after 22 years of ownership, Spud and Ron Top to bottom: Spud and daughter Nicole in front of his 1988 Mack UltraLiner..... 1980 Mitsubishi FUSO 315 was the first truck he owned....the Aitken Bros fleet back in the days when schoolboy Pete used to hang out in the yard and go for rides whenever he could

88 | Truck & Driver

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Spud checks the mirrors as he backs the Volvo up, with dachshund Louis happy to leave him to it

sold the business: “Ron was keen to get out. I thought it’d be good just to go on wages then.

“Well, you got paid out some money: You couldn’t take money out when you owned it.”

The money aside, for Spud life continued on pretty much the same – even the day after the sale went through: “I just kept driving.” In the Volvo FH 700 he still steers now.

Earlier, he’d said he’s not really a truck lover. Now he feels the need to reconsider: “I guess I do love trucks.”

But then, he modifies that too: What he really likes is “probably….carting livestock. Sheep mainly.”

Former business partner Ron Wheeler told The Stratford Press recently that driving a livestock truck is “the toughest job” – so for Spud to have done it for so long, “and have the respect of everyone he works with….that makes him a real legend.”

New company owners Alistair and Debbie Stewart were farmers at Makahu – were, in fact, Aitken Transport customers.

They reckon Pete’s knowledge and dedication to the job were invaluable when they took over.

So Spud, what is the secret to being a good stock truck driver?

“Umm, know how to handle stock I ‘spose. Know by looking at a steer if it’s gonna charge you or not…or a bull.”

Not that he always got it right with the steers: “Yeah I went for a ride on one’s head one day! I walked up to him and he was one of those ones who just put their heads down and charge ya! He didn’t look wild, but…

“Threw me on the concrete…in the race. Nothing broken.

Grazed all my arse and all my arms…”

Mention the truck driver shortage and Spud says he doesn’t

think “young people realise how good driving could be.” Although he does add that the long hours are “hard on marriages and stuff.”

Spud started out manhandling coal and freezing in unheated cabs in the winter, and says with feeling: “The gear’s come a long way. There was no air conditioning in those old Commers and that. In the summer, you had the windows down all day.”

He’s no traditionalist: He appreciates all the high-tech electronic driver aids that come with the likes of his Volvo FH. The I-Shift, he says, is “a pretty good gearbox. I’d never go back to a manual. Power, torque? It’s unreal.”

When Spud notched up his 50 years of working for Aitkens this year, Ia Ara Aotearoa Transporting New Zealand, National Road Carriers and a group of local farmers each presented him with awards for his milestone achievement – for his contribution to the profession, the industry….and the farming community.

There was a party – and then, once again, he just kept driving.

So, how long is Spud going to continue? “Ahhhhh,” he groans, as he weighs-up his answer: “About three years I ‘spose. My legs are getting pretty had it.”

That, he quickly adds, is more to do with playing rugby till he was in his late 30s, rather than getting in and out of trucks.

What, by the way, is the worst truck he’s driven? “Oh, the Japanese ones….” Then he revises that: “The Commers I ‘spose.”

Fact is, he says, the place he feels most at home in the world is…“yeah, in a truck I suppose.”

Ask him what he’s going to do when he does retire and Spud shakes his head, trying (unsuccessfully) to come up with an answer: “Well, that’s it, isn’t it?” T&D Truck & Driver | 91

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FEATURE

The 1984 International T2670 of Palmer’s Transport was one of the immaculately restored trucks on the Dave Carr Memorial run.

Canterbury cruising Story and Photos: David Kinch

BACK IN 2015 A GROUP OF CHRISTCHURCH TRUCK DRIVERS decided to organise a truck run that would loop into North Canterbury and back to the Highway Inn Truck Stop for an evening “bullshit session”.

I was there that day, along with an enthusiast by the name of Dave Carr. Dave and I shared a love of photography, particularly trucks, so before the run began we discussed where the best spots were for photos. We shared a laugh at the time as neither of us was willing to divulge our spot.

Later that evening Dave put his photos on the big screen at the truck stop and enjoyed the evening. Sadly however, Dave passed away just a short time after the original event and as a tribute the run has since been named The Dave Carr Memorial Truck Run.

Now in its seventh year, the run has grown from strength to strength with the numbers of trucks participating increasing each year. The event has visited a number of interesting locations and collections throughout the Canterbury area while raising thousands of dollars for charity.

This year, like every other, the drivers met at the newly refurbished Highway Inn Truck Stop and were given a briefing of the day’s programme by co-organisers Cam Lill and Dave Skoda Ching.

A mixture of old and new trucks (and one very cool bus) then started their engines, filling the air with the sound and smell that would delight any truck fanatic.

The scenic route to Rakaia took the trucks to their first stop. This was filled with heavy machinery and trucks that had been collected

Driver’s are briefed before the runs gets underway.

Truck & Driver | 93

Above: Modern and classic trucks lined up during a break.

Below: The first appearance for a newly restored Ford D Series in Mt Cook Line colours.

Bottom: The first stop on the Dave Carr Memorial run provided a look at some rusting relics.

over the years. It was an amazing sight, but you couldn’t help thinking some of the treasures should be restored instead of being reclaimed by mother nature.

Once we’d all picked our jaws up off the ground, the vehicles headed inland towards Methven to the second location at Anthony Hampton’s farm. After Mr Hampton had welcomed everybody the portable barbeque was fired up and everyone had lunch and viewed an impressive collection of tractors.

Later that evening a charity auction was held at The Highway Inn Truck Stop. Kenworth and Mack merchandise packs were among the popular items and the auction raised an impressive $7,730 for Gumboot Friday, the organisation that provides free counselling for young people under 25. T&D

94 | Truck & Driver

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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 and ACT parties offer their views on the transport industry. T&D

DRIVER SHORTAGES MUST BE ADDRESSED

By Simon Court, ACT Party spokesperson on transport

FULL RUBBISH BAGS AND WHEELIE bins lined my street when I returned to West Auckland in late October after a week in Parliament. I was trying to remember if Monday had been another surprise public holiday which would have delayed collection by a day, but no.

The following day the bins and bags were still there. It was early Saturday evening when I heard the comforting sound of a rubbish truck lifting bins, averting a potential public health emergency.

According to the Waste Management Industry Forum, we should prepare for more late collections – there is a shortfall of 400 drivers for waste collection vehicles.

The forum, along with the Bus and Coach Association and National Road Carriers wrote to Immigration Minister Michael Wood asking that drivers be added to the green list of skilled workers who can help fill shortages.

The letter stated: “The sectors we represent are facing a shortfall of over 9,000 drivers. At least 8,000 for freight vehicles of all sizes and classes; up to 600 bus drivers; and around 400 drivers of waste collection vehicles.”

They go on in their letter to say: “We cannot overstate the degree of strain this is placing on the businesses we represent. It is resulting in unsustainable increases in cost, uncertainty and stress, and businesses

are being stretched to breaking point in order to uphold commitments to clients and customers, and to the New Zealand public.

We are receiving reports of burnout on an unprecedented scale.”

If the shortages aren’t addressed, the country was likely to experience a “significant and sustained decline in economic activity and in living standards”, they said.

“Increasingly, it will become impossible for businesses to get goods and services to and from market in the way that, until recently, they have been able to. Public transport and waste collection services, which are taken for granted in a modern, developed economy like New Zealand, will inevitably be pared back.”

The transport operators agreed that developing the local workforce is part of the solution, but that takes years to produce qualified drivers based on current licensing requirements. And at the current development rate there will not be enough trained to fill the gap.

The request made by these groups was simple. Sort out the immigration settings so workers can actually get into the country.

Drivers provide an essential service to New Zealand and are working massive and unsustainable hours to keep things going.

Instead of taking the request seriously, Immigration and Transport Minister Wood

Simon Court

responded with a political retort, blaming the industry for not providing good enough working conditions.

The Government loves a scapegoat for the labour shortages caused by its immigration policy. The go-to response is usually to blame the industry for the shortages it is experiencing.

The barriers to recruiting staff from overseas are not the wages – truck drivers are typically paid well over the median wage, and much more to drive the bigger rigs.

The problem remains stifling red tape and anti-immigration ideology from the Labour government. The steps that have to be completed to employ from overseas might have made sense when we didn’t have enough jobs to go around, but when employers are begging for workers, they are ridiculous.

The months it takes to work through each stage are incredibly stressful for transport operators already under pressure.

ACT would let skilled workers like heavy truck drivers come into the country to help solve the chronic labour shortage, while the industry works on local driver training.

Immigration policy should be simple to navigate and welcoming so that the New Zealand economy can grow. Once we have achieved that then more locals can be employed through job creation and investment. T&D Truck & Driver | 97

It’s political...

GOVT TO SLASH STATE HIGHWAY SPEED LIMITS

By Simeon Brown, National Party Spokesman for Transport and Public Service.

Simeon Brown

THE LABOUR GOVERNMENT WANTS TO SLOW KIWIS DOWN AND IS planning to slash speed limits on State Highways across New Zealand.

Maps provided to me through written questions have revealed that the Government has marked almost the entire state highway network in red as not having a ‘safe and appropriate speed’. This is bad news for most Kiwis who use our state highways because the speed limits are potentially going to be slashed under Labour’s grand plans to slow New Zealanders down.

We have already seen this approach with the lowering of the speed limit from 100km/h to 80km/h on SH5 between Napier and Taupo, despite strong opposition from the community.

There is even a goal in the Government’s budget to reduce the speed limits on the state highway network by 500km or more every year.

Labour needs to be upfront with Kiwis about what their intentions are for each of our State Highway speed limits.

Getting around New Zealand in a safe and efficient way is critically important to all New Zealanders, and in particular our rural communities and truckies who transport freight around New Zealand.

Blanket speed limits will simply mean it will take longer to get around New Zealand, make our rural communities more isolated, and will do nothing to address the poor state of our State Highways which have become peppered with potholes.

Many of the green areas on the maps that are considered safe are the highways which National upgraded or built under the Roads of National Significance programme, such as the Waikato Expressway and Transmission Gully. But instead of continuing with this important programme of upgrading state highways to four lanes like Whangarei to Port Marsden and Cambridge to Piarere, Labour scrapped these projects.

Slashing speed limits across the board is a short-sighted, quickfix attempt to address the problem of road safety which is overly simplistic and doesn’t deal with the underlying issues.

Kiwis need a Government which will invest in our highways, not simply reduce on the speed limit on roads across New Zealand.

National opposes blanket speed limit reductions. The Government’s priority should be to maintain our highways to a safe standard and to ensure that the road rules are being appropriately enforced. T&D

State Highway Posted Speed Limits Compared to Safe and Appropriate Speeds (North Island)

State Highway Posted Speed Limits Compared to Safe and Appropriate Speeds (South Island)

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No data for Auckland Region

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98 | Truck & Driver

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Posted Speed < SAAS

CASTROL’S NEW SUSTAINABILITY STRATEGY Castrol is helping to drive a more sustainable future with its recently announced PATH360 strategy The strategy sets out aims for 2030 to save waste, reduce carbon and improve lives, not just in Australia and New Zealand, but on a global basis.

Castrol became Australia’s pioneer in carbon neutral lubricants in 2016, when the premium Castrol VECTON range of diesel engine oils became the first to be certified as carbon neutral.

In 2021, all Castrol products we sell in Australia and New Zealand will be committed to carbon neutrality in accordance with PAS 2060.

CASTROL’S 120 YEAR FIGHT AGAINST FRICTION, CORROSION AND WEAR Close to a quarter of the world’s energy is believed to be lost to friction, corrosion, and wear as per study by Kenneth Holmberg and Ali Erdemir.

“From Castrol’s earliest days, we have delivered products that help save energy by fighting exactly these problems,” says Jotika Prasad, Castrol Marketing Director, Australia and New Zealand.

Castrol is also supporting new and growing sectors, like renewable energy and e-mobility with products and services.

For example, Castrol is the first lubricant supplier in the world to offer PAS 2060-certified carbon neutral lubricants for the wind turbine industry.

REDUCING PRODUCT LIFE-CYCLE CARBON EMISSIONS As well as significantly increasing its carbon neutral offers to Australian customers, Castrol is aiming to halve its own global use of virgin plastic packaging from its 2019 baseline. The PATH360 strategy is based on circular thinking, which means the company is looking at the life-cycle of its existing and new products, to see how they can be improved, extended, reused, or recycled.

“Customers in the mining and CVO sectors are especially committed to reducing their carbon emissions,” said Jane Carland, General Manager Castrol Australia and New Zealand, “and we plan to be an important partner in helping them achieve their goals and our target is to halve the net carbon intensity of our products by 2030.”

For example, three of Castrol’s plants globally moved to renewable electricity in 2020.

At the same time, the company has developed new light-weight bottle designs which use less plastic, saving on a global basis 7,000 tonnes per year by 2023.

7178_CANZ 210x297 W 5mm Bleed.indd 1

CARBON NEUTRAL PROJECTS To help fulfil its carbon neutral programme, Castrol works with bp Target Neutral who purchase carbon carbon credits that support a portfolio of carbon reduction, avoidance, and removal projects around the world.

These include support for projects such as the Zhaoyuan Zhangxing wind energy scheme in China, which mitigates more than 180,000 tonnes of carbon dioxide are each year by replacing fossil fuel power.

Another such project has supported investment in solar energy in India, through a large-scale project that helps provide reliable and cost-effective off-grid electricity for families and business.

To date, 60,000 solar units have been distributed.

BUILDING ON ACHIEVEMENTS Castrol’s Senior Vice President, Mandhir Singh, said: “PATH360 builds upon work we’ve been doing for years, pulling it all together into one integrated sustainability programme. We know that many of our customers are looking for more sustainable offers and help with their sustainability goals, and this is what this programme is designed to deliver.”

15/03/2022 20:47

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National Road Carriers

SPARE A THOUGHT FOR THE ROAD CREWS OVER THE SILLY SEASON

By Justin Tighe-Umbers, CEO, National Road Carriers Association

A

Justin Tighe-Umbers

S 2022 COMES TO A CLOSE IT’S BECOME CLEAR WE HAVE moved on from the worst of the pandemic crisis. But we are now squarely facing up to an infrastructure and investment crisis. Our health service is splitting at the seams, rural communities are crying foul over the agriculture emissions taxes, and potholes have multiplied like mushrooms on our roads nationwide.

Tesla drivers, it seems are the only economic winners this year, capitalizing on a $8,625 windfall while noiselessly gliding around the roads paying… nothing … towards road maintenance or future investment. EV users will be paying road user charges from March 2024, but by then how big will the pothole of underinvestment be?

We need to grow up as a country, and start long-term planning for infrastructure, and ring-fencing funding. Roading is a strategic asset, it is above politics and needs to be removed as a temptation for newly elected politicians to play political football with. We can’t delay getting our road funding model correct. Government and authorities need to give roading, and transport, the critical planning and investment it deserves. Our collective livelihood depends on our ability to move our export, import and domestic goods efficiently – and that depends on a safe and reliable road network.

The good news is some relief is on the way. Over summer we will see Waka Kotahi’s planned programme of road works kick off. The road crews will be trialing new techniques designed to get more kilometres of road fixed quicker. The catch – road closures will be needed to help them make this happen. As road users we need to bring our Christmas spirit out on the roads this year, we’ve been

asking for the roads to be fixed, now it’s our turn to do our bit to make it happen. Plan ahead, keep your speed down and be patient with the crews.

The more settled weather of summer is the best time to carry out maintenance so if you spot a pothole or hazard remember to use Snap Send Solve to alert your local council to the issue.

As we head towards Christmas, I want to say thank you to our members for their ongoing support of NRC. The transport industry is the backbone of the modern New Zealand economy. Efficient, safe, and timely delivery of goods helps ensure New Zealanders maintain the standard of living, and lifestyle we all enjoy. Every day, every delivery, helps makes this happen. NRC exists to help those making a living out of the road transport industry thrive – and your support helps us make that happen. So, thank you.

To the NRC team, who put in many hours behind the scenes assisting members and working with authorities to keep goods flowing through the network – thank you. Your ability to connect with the right people at the right time has delivered quiet adjustments of road closures, diversions and road works, all of which have allowed members to keep trucking.

And lastly, to our commercial and industry partners, and stakeholders across Government and the authorities, we appreciate our strong relationships. We look forward to continuing to deliver solutions that will shape a stronger more sustainable industry and we look forward to working together on solving the issues, big and small in the new year. T&D Truck & Driver | 101

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Dunedin’s Jamie and Shelley Bennett of J&S Haulage have recently added this Kenworth T909 36-inch mid-roof 6x4 built to factory fuel spec to their fleet.

A 615hp Cummins X15 with 2050 ft lb of torque drives through an Eaton RTLO22918B transmission, RT21165GP diffs and Airglide 460 rear suspension. The T909 has a Kentweld front bumper and stainless work by Southpac Engineering in Auckland. The tractor set up was completed by HDPS Engineering and the signwriting is the work of Andrew at Timaru Signs.

Market leaders in control THE 2022 TRUCK AND TRAILER MARKET LEADERS continue to solidify their positions by achieving strong October registrations.

Overall, the October figures see a drop in new truck registrations compared to September, but the monthly total of 563 is still well ahead of the 477 units achieved in October 2021.

Year-to-date for 10 months the 4973 new truck registrations are well ahead of the 4036 registrations in the same period last year and also the best previous Jan-Oct result of 4566 units from 2019.

The new trailer market YTD total now stands at 1180 – slightly behind last year’s October YTD result of 1187 registrations but still a considerable distance behind 2018’s all-time best of 1458 units.

In the overall truck market (4.5t-maximum GVM), FUSO (1050 YTD/128 October) is extending its YTD lead. Following its strong September result (159 units) second-placed Isuzu (909/72) had a much quieter month in October. FUSO now sits comfortably in the number one spot holding 21.1% market share.

Hino (790/95) reports the second highest number of registrations for October and retains third position YTD, ahead of Scania (425/44), Iveco (266/44), and UD (239/27). Mercedes-Benz (235/39) moves into seventh position at the expense of Foton (223/23) being the only ranking change month-on-month. Kenworth (206/27) and Volvo (160/12) are holding position to round out the top-10.

In the 3.5-4.5t GVM crossover segment, clear leader Fiat (361/65) is extending its dominance, ahead of Mercedes-Benz (85/15) and Volkswagen (60/6).

Registrations in the 4.5-7.5t category sees FUSO (511/80) increase its lead on Isuzu (299/25), with Iveco (162/33) moving into third ahead

of Hino (154/4). Mercedes-Benz (146/23) also moves ahead of Foton (139/18).

In the 7.5-15t class, Isuzu (351/22) is holding its lead over Hino (253/45), while FUSO (207/22) stays third, with Foton (84/5) and Iveco (35/4) well behind the leading trio.

In the 15-20.5t GVM category, Hino (103/10) continues to lead, well ahead of FUSO (56/6) and UD (49/6), in second and third. Isuzu (23/2) retains fourth ahead of Scania (26/2) and Iveco (21/2).

Sinotruk (3/1) provides October’s sole registration in the tiny 20.5-23t GVM segment. Hino (13/0) retains the category lead ahead of Fuso (8/0).

In the premium 23t-maximum GVM category, Scania (399/42) continues to push further ahead, registering 42 units for the month and boosting its YTD total to 399. Scania’s market share is up from 8.2% in 2019 to 15.1% in 2020 and now to 18.7% YTD in 2022.

FUSO (268/20) continues to hold second YTD, also showing an increase in market share from 8.8% in 2020 to 12.5% in 2022. Hino (267/36) maintains third ahead of Isuzu (234/23). The rest of the market top 10 also remains unchanged month-on- month with Kenworth (206/27) ranking fifth ahead of UD (180/20), Volvo (143/17), DAF (128/17) and Mercedes-Benz (74/13).

Market leader Patchell remains comfortably ahead in YTD trailer sales, with 126 registrations YTD. Its 20 new regos in October were the highest for the month.

The rest of the top-10 rankings were unchanged for the month.

Fruehauf (112/13) retains second ahead of Roadmaster (93/8), Domett (88/6), MTE (73/4), Transport Trailers (69/9), TMC (64/4), Transfleet (41/5), Freighter (33/3) and Fairfax (31/2). T&D Truck & Driver | 103

4501kg-max GVM Brand FUSO ISUZU HINO SCANIA IVECO UD MERCEDES-BENZ FOTON KENWORTH VOLVO DAF MAN HYUNDAI VOLKSWAGEN SINOTRUK MACK FREIGHTLINER INTERNATIONAL SHACMAN FIAT WESTERN STAR RAM PEUGEOT JAC DENNIS EAGLE Total

Vol 1050 909 790 425 266 239 235 223 206 150 134 80 61 46 43 21 20 19 18 15 11 6 2 2 2 4973

2022

% 21.1 18.3 15.9 8.5 5.3 4.8 4.7 4.5 4.1 3.0 2.7 1.6 1.2 0.9 0.9 0.4 0.4 0.4 0.4 0.3 0.2 0.1 0.0 0.0 0.0 100

3501-4500kg GVM Brand MERCEDES-BENZ VOLKSWAGEN CHEVROLET FORD RAM IVECO RENAULT LDV PEUGEOT TOYOTA Total

Vol 85 60 59 48 48 26 24 14 12 1 738

2022

% 11.5 8.1 8.0 6.5 6.5 3.5 3.3 1.9 1.6 0.1 100

4501-7500kg GVM Brand FUSO ISUZU IVECO HINO MERCEDES-BENZ FOTON HYUNDAI VOLKSWAGEN FIAT RAM PEUGEOT JAC Total 104 | Truck & Driver

Vol 511 299 162 154 146 139 49 46 15 6 2 2 1531

2022

% 33.4 19.5 10.6 10.1 9.5 9.1 3.2 3.0 1.0 0.4 0.1 0.1 100.0

Oct 22 Vol % 128 22.7 72 12.8 95 16.9 44 7.8 44 7.8 27 4.8 39 6.9 23 4.1 4.8 27 18 3.2 19 3.4 6 1.1 7 1.2 2 0.4 2 0.4 1 0.2 3 0.5 1 0.2 0 0.0 2 0.4 2 0.4 1 0.2 0 0.0 0.0 0 0 0.0 563 100

Oct 22 Vol % 15 10.5 6 4.2 4 2.8 15 10.5 15 10.5 14 9.8 2 1.4 4 2.8 3 2.1 0 0.0 143 100

Oct 22 Vol % 80 41.0 25 12.8 33 16.9 4 2.1 23 11.8 18 9.2 7 3.6 2 1.0 2 1.0 1 0.5 0 0.0 0 0.0 195 100

23,001kg-max GVM

Collin Mortlock of Mortrans at Mt Maunganui has a new Mercedes-Benz Arocs 3263K carting logs around the Bay of Plenty and Waikato. The 630hp Arocs 8x4 has the G330 12-speed AMT, 4.143:1 final drive ratio and is equipped with Bigfoot CTI, Alcoa Dura-bright alloys and roof lamps. Patchell logging gear and 5-axle billet trailer complete the new unit.

Brand SCANIA FUSO HINO ISUZU KENWORTH UD VOLVO DAF MERCEDES-BENZ MAN IVECO SINOTRUK MACK FREIGHTLINER INTERNATIONAL SHACMAN WESTERN STAR DENNIS EAGLE Total

Vol 399 268 267 234 206 180 143 128 74 65 47 39 21 20 19 14 11 2 2137

2022

% 18.7 12.5 12.5 10.9 9.6 8.4 6.7 6.0 3.5 3.0 2.2 1.8 1.0 0.9 0.9 0.7 0.5 0.1 100

Trailers 7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON IVECO UD HYUNDAI VOLVO MERCEDES-BENZ MAN DAF Total

Vol 351 253 207 84 35 10 12 5 4 3 1 965

2022

Oct 22 % Vol % 36.4 22 21.6 26.2 45 44.1 21.5 22 21.6 8.7 5 4.9 3.6 4 3.9 11.0 1 1.0 0 1.2 0.0 1 0.5 1.0 0.4 1 1.0 0.3 0.0 0.1 1 1.0 100 102 100

15,001-20,500kg GVM Brand HINO FUSO UD ISUZU SCANIA IVECO MAN MERCEDES-BENZ SHACMAN DAF SINOTRUK Total

Vol 103 56 49 23 26 21 12 11 2 5 1 309

2022

% 33.3 18.1 15.9 7.4 8.4 6.8 3.9 3.6 0.6 1.6 0.3 100

Oct 22 Vol % 10 31.3 6 18.8 6 18.8 2 6.3 2 6.3 2 6.3 1 3.1 2 6.3 0 0.0 1 3.1 0 0.0 32 100

20,501-23,000kg GVM Brand HINO FUSO SINOTRUK ISUZU IVECO VOLVO Total

Vol 13 8 3 2 1 2 29

2022

% 44.8 27.6 10.3 6.9 3.4 6.9 100

Oct 22 Vol % 0 0.0 0 0.0 1 100.0 0 0.0 0 0.0 0 0.0 1 100

Vol Brand PATCHELL 126 FRUEHAUF 112 ROADMASTER 93 88 DOMETT M.T.E. 73 TRANSPORT TRAILERS 69 TMC 64 TRANSFLEET 41 33 FREIGHTER 31 FAIRFAX JACKSON 26 TES 26 26 CWS MTC EQUIPMENT 23 HAMMAR 22 MAXICUBE 17 TANKER ENGINEERING 16 KRAFT 15 14 LUSK EVANS 13 12 MD ENGINEERING MILLS-TUI 11 TIDD 10 MAKARANUI 9 SEC 8 LOWES 8 PTE 8 6 STEELBRO WARREN 6 SDC 6 6 LOHR WHITE 5 LILLEY 5 KOROMIKO 5 TEO 5 5 ADAMS & CURRIE 5 MJ CUSTOMS 5 COX ENGINEERING MODERN TRANSPORT 3 3 COWAN OTHER 121 Total 1180

2022

% 10.7 9.5 7.9 7.5 6.2 5.8 5.4 3.5 2.8 2.6 2.2 2.2 2.2 1.9 1.9 1.4 1.4 1.3 1.2 1.1 1.0 0.9 0.8 0.8 0.7 0.7 0.7 0.5 0.5 0.5 0.5 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.3 0.3 10.3 100

Oct 22 Vol % 42 18.0 20 8.6 36 15.5 23 9.9 27 11.6 20 8.6 17 7.3 17 7.3 13 5.6 5 2.1 5 2.1 1 0.4 1 0.4 3 1.3 0.4 1 0 0.0 2 0.9 0 0.0 233 100

Oct 22 Vol % 20 15.9 13 10.3 8 6.3 4.8 6 4 3.2 9 7.1 4 3.2 5 4.0 2.4 3 1.6 2 3 2.4 4 3.2 3.2 4 7 5.6 2 1.6 1 0.8 0 0.0 1 0.8 1 0.8 2 1.6 3 2.4 0 0.0 0 0.0 0.0 0 0 0.0 0 0.0 0 0.0 1 0.8 1 0.8 2 1.6 6 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 1 0.8 0 0.0 0 0.0 13 10.3 126 100

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CAL Isuzu Wiri have delivered a new Isuzu Giga 8x4 which is carting steel for Steel Fabrication Solutions from its West Auckland depot. The CYG460 Giga develops 460hp and has a 16-speed automated manual transmission and RT210 rear axles. The HMF 4020 Hydraulic Crane and 6.5m steel deck were fitted by Crane Sales NZ in Matamata.

Christchurch Ready Mix Concrete has added a new Hino 700 Series FY3248 8x4 bulk tipper to its fleet. The 480hp Euro 6 unit with 16-speed TraXon AMT has air suspension, Engine Retarder Brake and transmission intarder along with inter-axle differential cross locks. It works with a new 5-axle trailer built by Transport Trailers in Hamilton.

Todd, Dean and Marc Black of TDM Construction have added another new Kenworth to their Pukekohe fleet. The T410 SAR 6x4 tractor unit has a 510hp Paccar MX-13, Eaton RTLO20918B transmission, RT46-160GP diffs and Airglide 400 rear suspension. The truck set-up was completed by the Southpac Engineering team.

Truck & Driver | 107

The Southroads division of HWR Group have recently put two new DAF CF 530 6x4 tractor units to work with bottom dumpers based out of the Invercargill and Balclutha depots. Paccar MX-13 Euro 6 engines with 530hp are paired with TraXon 16-speed AMT transmission, DAF SR1360T rear axles with full lock up, disc brakes all round and the full DAF safety package.

Burnell & Son Transport of Christchurch have recently added two K200s 2.3 Aerodyne tippers to its fleet. The specification includes Cummins X15 with 615Hp and 1850ftlb, RTLO20918B transmission and RT21-165GP diffs and Airglide 460 rear suspension. Custom work was carried out

by Southpac Engineering in Auckland and MD Engineering Built lift outside tipper bodies and new 5-axle trailers. Features include fridge and microwave. Sign writing by Andrew at Timaru Signs.

108 | Truck & Driver

A new Hino 700 Series 3248 8x4 has gone to work for Te Awamutu’s Empire Concrete Pumping equipped with a Putzmeister 33.4 pump unit. The 480hp unit is Euro 5 spec paired with an Eaton RTLO 18918B 18-speed transmission, Jake Brake and THD18 tandem axle, dual drive with inter axle differential lock and full floating single reduction.

MEDIUM-DUTY TIPPER WITH SLIDING TRAY 2-IN-1 SOLUTION Tipper and equipment transporter combined in one truck.

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mers o t s u c l a y o l r u We wish all o Very a s r e m o t s u c and future fe and a S a d n a s a Merry Christm w Year e N s u o r e p os Pr Slide Movement With a push of “REAR” button, (1) Body tips up approx. 14 degrees, then (2) Body automatically slides down to the rear.

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Ben Hutching from Kaitoa Logging has put a new Scania R 730 B8x4NA and Evans Engineering 5-axle multitrailer on the road for log cartage around the central plateau and King Country regions. Steve “Shag” Miles is driving the Highline sleeper cab unit powered by a Euro 6 DC16 16-litre producing 730hp with the Opticruise GRSO926R 12-speed AMT and 4100D retarder. The R 730 is equipped with a RB735 hub reduction rear end, spring front suspension and Scania rear air suspension. The safety package includes ABS/EBS disc brakes, adaptive cruise control and AEB emergency braking.

Extras include a microwave, overnight AC, scales, CTI, V8 leather trim, fridge, offset steerers, Bragan LED light bar, Dura-bright alloys, stainless bullbar and drop visor. The finish is factory cab and chassis paint with sign writing by Caulfield Signs Rotorua.

Gavin McWatt’s Pokeno-based McWatt Roadhaul fleet has a new Kenworth T410 SAR with a Transfleet ROCTUFF 5m steel bin and 5-axle trailer for earthmoving work around Auckland and Waikato. The Euro 5 Paccar MX13 with 1850lbft is paired with an Eaton 20918B 18 speed transmission and Meritor RT46-160GP differentials.

Truck & Driver | 111

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A new Mercedes-Benz Atego 1630 4x2 has joined Te Kuiti-based Sorenson’s Freight. The 300hp Atego is a curtainsider unit on general freight work around the King Country region. The G140 8-speed AMT drives to a Mercedes 3.583:1 rear axle and features include Alcoa Dura-bright alloy wheels and the Mercedes-Benz safety package.

Dave Hoskin Carriers of Whanganui has new Volvo FH 16 on the road carting bulk products. The 8x4 Sleeper with the 600hp version of the 16-litre D16 engine has the I-Shift ATO3112 automated transmission. The truck works with a 5-axle Transport Trailers tipper trailer that features a sealed tailgate.

Matt Thorpe from Thorpe Reinforcing at Mt Maunganui is carting reinforcing steel with his new FUSO Shogun FS3164V. The 8x4 with front mounted Fassi Crane works in the Bay of Plenty region. The 460hp Shogun has the 12-speed ShiftPilot Gen 3 AMT and FUSO D10 hypoid tandem drive. Extras include a stone guard and external sun visor and the crane install and deck build was completed by Trucks Works Engineering at Mt Maunganui.

Truck & Driver | 113

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NEW ZEALANDS ONLY LICENSED DISTRIBUTOR LOOKING FOR THE SAFEST AND BEST SEAT FOR YOUR TRUCK? MAKE SURE THAT IT’S AN ISRI FROM GEEMAC TRADING. Geemac Trading (NZ) Limitedhas been the only official Isringhausen (ISRI) distributor in New Zealand since 1995. ISRI are renowned as the best drivers seat in the world and are OEM in the majority of vehicles out of Europe, America and Asia. Including but not limited to - Kenworth, DAF/Foden, Isuzu, Mercedes, Mack, MAN, Hino, Freightliner and a large portion of off highway machinery brands.

We carry the full range of ISRI seats for all vehicles, including OEM replacements, as well as any ISRI spare parts needed to get your vehicle back on the road safely.

GET IN TOUCH TODAY! BUYER CHECKLIST HAS THIS ISRI SEAT COME FROM GEEMAC TRADING?

6860/880 NTS

6860/875 NTS PRO

IF CONVERTING, IS THERE AN ISRI BRACKET CERTIFIED FOR YOUR SPECIFIC VEHICLE? IF SEAT IS A DIRECT OEM REPLACEMENT, WHAT IS THE SEATS’ PART NUMBER? DOES IT MATCH THE ORIGINAL OEM SPEC SHEET. AFTER THE DRIVER, THE SEAT IS THE MOST IMPORTANT PIECE OF EQUIPMENT IN THE VEHICLE... BUY QUALITY AND LONG LASTING, RATHER THAN CHEAP ALTERNATIVES.

OFFICIAL ISRINGHAUSEN DISTRIBUTOR

Office: + 64 9 630 1856 Mobile: +64 21 577 542 Sales: callum@geemac.co.nz www.geemac.co.nz I www.isringhausen.co.nz

Heavy Duty Fifth Wheels JSK38 - Semi & Fully Oscillating 2” or 3½” • • • •

Interchangeable between 2” or 3½” options Pedestals with shock-absorbing rubber cushion D value = 170kN (2”) and 260 kN (3½”) Imposed load 36t

JSK50 - Semi Oscillating 3½” • • • •

Heavy duty fifth wheel coupling for extreme applications For 3½” king pins D value = 300kN Imposed load 50t

JSK52 - Semi Oscillating 3½” • • • •

Super heavy duty fifth wheel coupling for extreme applications For 3½” king pins D value = 400kN Imposed load 74t

For the toughest tasks ...

JOST New Zealand Ltd | www.jostnz.co.nz | Ph 0800 567 869 | sales@jostnz.co.nz Member of JOST World

CLASSIFIED TRUCK & DRIVER

Delivering quality custom crates fOR over 40 years

PHONE 07 572 8009

EG33048

WWW.NATIONWIDECRATES.CO.NZ EMAIL OFFICE@NATIONWIDECRATES.CO.NZ

We’ve expanded our support network, providing all of our regular services now at 55 Waione St in Petone, Lower Hutt.

Get hold of our team today to see what we can do to help you out.

Offering: ❏ Heavy Commercial Vehicle Collision Repairs ❏ Sandblasting ❏ Fiberglass Repairs ❏ Plastic Welding ❏ Automotive Refinishing ❏ Industrial Painting & Protective Coatings ❏ Rust Repairs for COF ❏ Windscreen Replacement

Waitara • Rotorua • Tauranga (2 sites) • Wellington

www.brokersunited.co.nz

TD33024

Email: estimates@brokersnz.co.nz | Ph: 0800 45 88 45

Truck & Driver | 119

CLASSIFIED TRUCK & DRIVER

GOT SURPLUS

EG31450

EQUIPMENT?

LET OUR PROVEN, FULL SERVICE SOLUTION TURN YOUR IDLE INVENTORY INTO CASH....

Fast

Talk to our team today WHEN YOU NEED A REPLACEMENT HOIST it pays to ring Hoist Hydraulics

TRUDY WOOLSTON – M: 027 233 0090 – E: TRUDY@TRUCKER.CO.NZ

0800 856 700 (09) 8186 287

HAYDEN WOOLSTON – M: 027 448 8768 – E: HAYDEN@TRUCKER.CO.NZ

Grabasub

EG30643

sales@hoisthydraulics.net

AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND

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NZ TRUCK & DRIVER 1 year (11 issues) for $95 incl. GST

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$1,100

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Meritor Rear Brake Drums (89996B) x 2 Meritor Rear Brake Linings Kits (4707) x 2 Rear Hub Seal x 2 Meritor Rear Hub Gaskets x 2 VALID FROM 01/11/2022 – 31/01/2023 OR WHILE STOCKS LAST

MERITOR REAR BRAKE KITS

Ave

Ree Crescent

Barry

14 Ree Crescent St Rogers

AUTHORISED SERVICE DEALER NOW IN CROMWELL

McNulty Rd

Contact Transport Repairs for more details and to order your kits: www.transportrepairs.co.nz

TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS

mills-tui.co.nz

INNOVATIVE

BUILT TO LAST MAXIMISE Your

BOTTOM LINE

If you’re moving wood, Mills-Tui are the experts for innovative design to maximise your productivity. With 5 axle tare weight from 5,680kg and a class leading 5yr/1,000,000km chassis warranty, you know Mills-Tui has got your back.

Mills-Tui Limited 16–38 Pururu Street, Managakakahi, Rotorua 3015 P 07 348 8039 T 0800 MILLS -TUI (645 578) SALES Garth Paton 027 289 0300

Mills-Tui A4 Advert 2022-09.indd 1

17/11/22 10:36 AM