New Zealand Trucking April 2019

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CONTENTS

A CONTEN TR

A U C K IN G D I G I T

20 Mixing business with pleasure Boxing clever

also…

06 08 38

Editorial

42 Pouring your heart and soul Cementing a family’s future

Road Noise

Industry news

Southern to the core

The perfect brand

50

Top Truck

Bulking up beautifully

54

Just Truckin’ Around

56

Trucks of New Zealand Post Bedlam

58

Official Sponsor

International Truck Stop

INTERNATIONAL TRUCK OF THE YEAR

Renault ‘refurb’

68

Business Profile

Haddock Spray Painters

46 Quality by the truck load

Associate Member

The Lions’ secret

New Zealand Trucking

April 2019

3

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CONTENTS EDITOR

Dave McCoid ADVERTISING ENQUIRIES NZ Trucking – North Island

Ph: 027 492 5601 Email: editor@nztrucking.co.nz

Matt Smith

Ph: 021 510 701 Email: matt@nztrucking.co.nz

Chris Merlini

Ph: 021 371 302 Email: chris@nztrucking.co.nz

Truck Trader Pav Warren

– Business Development Manager

Ph: 021 152 2320 Email: pav@nztrucking.co.nz

NZ Trucking – South Island Truck Trader – South Island Heavyn Parsons Ph: 027 660 6608 Email: heavyn@nztrucking.co.nz SUB EDITOR

OFFICE ADMINISTRATION

CONTRIBUTORS

PUBLISHER

Faye Lougher Craig Andrews Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Niels Jansen (Europe) Howard Shanks (Australia) Will Shiers (UK) Paul O’Callaghan PRODUCTION MANAGER

Ricky Harris

Georgi George

Long Haul Publications Ltd OFFICE

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ART DIRECTOR

John Berkley DIGITAL IMAGING

Willie Coyle

DIGITAL MANGER/CONTENT

Louise Stowell

62 LTL 9000 – 2019 Vintage New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved.

This magazine is subject to the New Zealand Press Council.

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ABC Audited circulation 7092 as at September 2017 Nielsen audited readership 95,000 as at 01–2016

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What’s on/ Cartoon

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The Last Mile

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EDITORIAL

On deaf ears?

The owners and staff of Long Haul Publications extend their heartfelt sympathies and condolences to the families and loved ones of New Zealanders (and those visiting New Zealand) who lost their lives in the brutal attacks in Christchurch on Friday 15 March. To the injured, we wish you a speedy recovery and a fulfilled life.

W

hen the new Kopu bridge and approach work near Thames was in the design phase some years back, engineers representing Land Transport NZ visited the company where I worked at the time, and asked us if there was anything that might be included in the development that may be beneficial to us. We were responsible for about 200-odd truck movements in the area per day, and the premise was that smoothing movements for us would have an effect on general traffic flows.

We suggested a small slip lane, from the bridge to the road our depot was located on, deflecting large amounts of our traffic coming in from Auckland and the Waikato away from what was going to be a busy roundabout. Initially they said this wasn’t doable, as the design rules for such a slip lane would mean it needed to start on the bridge itself, the cost of which was unacceptable. Our MD suggested moving the slip lane 100m further east so it could start off the bridge, and a warm glow embraced everyone in the room.

I thought it was a great example of true consultation with tangible real-world benefits for all users, including those driving the economy through the movement of goods.

In the design and consultative process for state highway development in 2019 there no longer appears to be a lot of consideration given to the user group for whom the road is the most important, that group being road transport.

Looking at the NZTA PR this week on the Awakino Gorge tunnel bypass, there’s exhaustive detail on the work being undertaken to monitor, understand and protect the affected wildlife. Awesome, no issue with that at all. There’s a computer generated picture of what the development will look like, additional trees and plantings, there’s a picnic bay with a cute wee loopy access road, and walking tracks. Magnificent.

However, looking at the map, what I can’t see is a

adapted masthead.indd 1

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commercial vehicle pull-off and check bay. Here we are, going through an exhaustive and necessary consent process to carve a new swathe of road through a green and aquatic area on a state highway connecting three key economic regions. The new road has significant climbing, descending, and cornering to the immediate north and south.

Will there be art? I bet there will be, distracting as that may be while driving.

Maybe we’re lobbying badly? Did anyone from our side of the camp suggest a couple of 100m-long ‘safety’ pull-off lanes, leaving words currently shunned in the political arena right out? Words like truck or commercial vehicle. Put ‘Safety’ in the name and you’ll likely get a roadside spa and sauna to go with it. Imagine saying to someone from NZTA at this juncture in their history, “What? You’re saying there’s no money for safety?

Surely not?” In fact, put an EV charging station at the far end as well and call it a ‘Safety and EV charging bay’. It makes not a jot what they’re called as long as they are 100m long, 4.0m wide, with one southbound and one northbound.

Lobbying on words like, ‘economy’, ‘movement’, ‘freight’, ‘drivers’, ‘rest’, ‘goods’, ‘services’, ‘market’, ‘export’, ‘aging’, ‘prosperity’, ‘trucks’, ‘needs’, and ‘essential’ appears to just get you a bloody nose if you’re standing too close to the door as it slams shut in your face.

Every new state highway development should be looking at the needs of the truck drivers using it as a core tenet in its design phase. That’s not happening. When you look at the money spent on the consent phase, and facilities that accommodate every group but us, there’s just no argument citing cost as the prohibitor of providing a minor safety facility for trucks. Whether it’s NZTA who are not listening, or those lobbying on our behalf who are not animated enough, who knows. But something absolutely has to change.

All the best

Dave McCoid Editor

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ROAD NOISE NEWS

Feedback sought on proposed driver licensing changes

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he NZ Transport Agency is calling for submissions on proposed changes to New Zealand’s driver licensing system.

The proposed changes, outlined in the draft Land Transport (Driver Licensing) Amendment Rule 2019 released for consultation recently, include reducing the frequency of mandatory eyesight checks and rationalising heavy vehicle licence classes.

NZTA road safety director Harry Wilson says the proposed reduction in the frequency of eyesight testing would allow the NZTA to set up an online system that will give people a quick and simple way to renew their licences.

“Good vision is important for safe driving. However, both international and domestic research suggests that eyesight testing at every stage of the licensing process, as currently required in New Zealand, doesn’t improve road safety outcomes and adds extra time, complexity and cost to the process for drivers,” Wilson says.

“The new approach being proposed – requiring an eyesight check when a licence is first obtained, when drivers renew for the first time after age 45, and each time they renew after

age 75 – would more closely align the frequency of vision testing in New Zealand with countries with good road safety performance like Sweden, Australia, Finland, and Canada.”

The proposed changes to heavy vehicle licensing include simplifying the progression from Class 2 to Class 5 licences, while at the same time strengthening testing and supervision requirements to improve road safety.

Other changes proposed in the rule change include removing the need for licence endorsements for specialist vehicles like forklifts, and improving the NZTA’s oversight of approved driver licensing course providers.

Further details on the proposed changes, and information on how to make a submission are available on the Transport Agency’s website at: https://www.nzta.govt.nz/about-us/ consultations/land-transport-rule-driver-licensingamendment-2019 Closing date for submissions is Friday 3rd May 2019 at 5.00pm

RTF say driver licensing changes are “merely tinkering”

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he Road Transport Forum is disappointed at the proposed driver licensing changes announced by the NZ Transport Agency.

“At best the proposed changes are merely tinkering with what is an outdated system that doesn’t fit New Zealand’s needs,” said RTF chief executive Nick Leggett.

“They do not address the fundamental issue that the scheme is far too onerous and expensive for licensees.

“We are disappointed that Cabinet did not see the value in what RTF proposed, which was a simplified and fast-tracked regime where there are three licence classes – class 1, 2 and 5 – gained through appropriate testing and assessment.”

Leggett said the RTF recommended the Class 2 theory and practical skill tests needed to be significantly enhanced as part of this streamlined approach and be more closely aligned to New Zealand’s difficult driving conditions.

The RTF also wanted the mass thresholds related to the licence levels to be widened in scope to make them more applicable to the real world and operator’s needs.

Leggett said the RTF strongly rejected the officials’ opinion that their proposal would be costlier and less safe.

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New Zealand Trucking

April 2019

“We cannot see how a streamlined system would be more costly than the protracted system we have or that officials are favouring,” said Leggett. “We also consider our proposal would actually improve safety by separating the incestuous situation where those doing the training also undertake the assessments.

“There are some worthwhile aspects of the changes, such as allowing those with lower class licences to drive in the next class up if supervised, and removing the minimum three months wait time before moving to the next learner licence class for drivers over 25 years of age. However, the 25-year-old threshold is far too high and should be brought down to 19 as RTF proposed.”

Leggett said overall this was a missed opportunity and would not make the fundamental changes required to make the driver licensing scheme responsive to the demands of the 21st century transport environment and the needs of young people starting out in a career.

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ROAD NOISE NEWS

Council calls a halt in the meantime

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elays in funding from the NZ Transport Agency have forced the Tauranga City Council to stop awarding any new transportation contracts without confirmed partnership funding from the

NZTA. The decision follows a report to the council’s urban form and transport development committee that confirmed NZTA’s co-funding share for a number of transport projects programmed for the current financial year (2018/19) had not yet been received.

Tauranga mayor Greg Brownless said he understood this was a national issue and that other local authorities were experiencing the same frustrations.

“We have been forced to stop awarding contracts, otherwise we would put the ratepayer at risk of incurring

Easter model truck nationals in Napier ready to go!

P

lanning a trip to the Hawke’s Bay over the Easter weekend and looking for an activity the entire family can enjoy? A serious recommendation is to pop along to the hall at Tamatea Intermediate School to view the annual national show for the New Zealand Model Truck Association.

A different town or city hosts the show each year, and this year is Hawke’s Bay’s turn.

For the best part of 40 years the show has been the pinnacle for model truck builders New Zealand-wide to meet, hold their annual competition, and display their labours of love to the public.

Competition organiser Sue Beesley said the weekend is an ideal opportunity for the public to see the hobby firsthand, and inspire new members to become involved and enjoy their passion for the transport industry at 1/25 scale.

“We will have a display of the real thing outside too. It’s shaping up to be another great event.”

Turn to our What’s On section P 96 for event details.

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New Zealand Trucking

April 2019

costs for projects that should rightfully be co-funded by the Government.”

Brownless said he recognised this would result in muchneeded transportation projects being deferred and the council was looking to NZTA to take urgent steps to address the situation.

The projects in question were predominantly upgrades and safety improvements over $1 million in value. Maintenance of the network in its current form will continue.

New standards for oral fluid drug testing

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he Drug Detection Agency (TDDA) has welcomed the new standards for oral fluid testing processes and technologies.

The AS/NZS 4760:2019 (CH-039 Detection of Drugs in Oral Fluids) oral fluid testing standard by Standards Australia and Standards New Zealand dictates consistency around testing methodology, the quality of devices required, and how labs manage test samples.

TDDA is on track to be the first to achieve crossTasman accreditation and provide independent and reliable externally audited oral fluid drug testing collection service to International Standards Organisation standards. TDDA Omega laboratories is also seeking accreditation to AS/NZS 4760: 2019 for the provision of laboratory confirmation services.

In developing the standard, Rod Dale, group technical manager TDDA, and Armin Kiani, chief toxicologist TDDA Omega Laboratories, were part of the New Zealand and Australian standards committee that updated AS/NZS 4760-2006 to the new 2019 version.

The pair worked with other committee members to create a standard that has been approved by Standards New Zealand and Standards Australia as a published standard.

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ROAD NOISE NEWS

Kane Patena to lead regulatory compliance at NZTA

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he NZ Transport Agency has appointed Kane Patena to its newly created role, general manager of regulatory.

Announcing the appointment, NZTA chairman Michael Stiassny said Patena was the outstanding candidate in a strong field.

“Mr Patena has extensive regulatory compliance experience in both the public and private sector. He has a proven track record of improving the compliance teams that he has led and in 2016 he was awarded New Zealand Compliance

Practitioner of the Year,” Stiassny said.

“His contribution will be critically important to the Transport Agency as it transitions towards a best practice regulatory compliance model.”

Patena joins the NZTA following three years with the Wellington City Council where he most recently held the position director of strategy and governance.

He was previously a partner at law firm Meredith Connell and served as a crown prosecutor. He will begin work with the NZTA in Wellington in April.

Kane Patena NZTA general manager of regulatory.

Raised profile for Mitsubishi forklift trucks

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significant sale recently completed by Centra Forklifts for 25 new Mitsubishi forklift trucks into a major nationwide trade and retail building construction supply chain will have a substantial impact on reducing loading and unloading times for many transport operators.

Centra Forklifts general manager marketing and sales Chris Green said the team’s focus and commitment, alongside the long-term relationship with Mitsubishi as the exclusive New Zealand distributor, netted the desired result.

The client had developed a strong history with Mitsubishi’s forklift truck product, however Green said the RFP was weighted towards affordability and whole of life cost, areas where Centra excel. He said Centra Forklifts was competitive on pricing, but by no means the cheapest.

“Mitsubishi is middle of the market in terms of pricing, but it provides great value and that’s what got us over the line in the end, the added value offering.”

A directive of this particular fleet upgrade was to find an option that provided reduced fuel flow and emissions, as well as strength and reliability, two sets of values the Mitsubishi GRENDiA range of

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April 2019

Centra Forklifts’ Auckland team with part of the new fleet heading into the building supply marketplace following a successful tender process.

forklifts were conceptually designed and built around. Green said the name GRENDiA is a contraction of ‘green diamond’, and Mitsubishi looked to this for their guiding principles. The green colour depicts environmental protection, and the diamond structure portrays strength, reliability and sound investment. These elements have been realised, with the GRENDiA range offering some of the industry’s lowest fuel flow rates while maintaining power and performance, alongside extremely low NOx and particulate levels.

The new fleet consists of 12 5-ton machines, 12 3.5-ton machines, and one 2.5-ton electric multi-way reach truck that is the first Mitsubishi of its kind

commissioned in New Zealand. The multi-way reach truck was prescribed for one particular application for which it is ideally suited, with its ability to turn its load wheels through 360˚ in either direction, allowing it to crab.

“This is a product line we see fitting many applications within the tight operational confines of the warehousing sector,” said Green.

The contract required a close collaboration of resources and closely listening to the client’s detailed requirements to achieve a successful end result. Green said the sale represented a significant lift to the brand’s presence within the New Zealand marketplace.

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ROAD NOISE NEWS

Combilift appoints NZ distributor – Aisle-Master

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ombilift Ireland has appointed an exclusive New Zealand distributor for their Aisle-Master range of articulated forklifts.

Under the terms of the agreement, Aisle Master NZ takes on the exclusive distribution to both current resellers and also end-users without an existing supply relationship with a reseller.

Combilift Ireland’s New Zealand representative, David Edmonds, will handle all enquiries about Aisle-Master products and services.

Aisle Master NZ also takes on responsibility for product support and warranty. A comprehensive parts holding in New Zealand will help reduce downtime.

Aisle Master NZ is a joint venture company formed by Auckland’s Northern Forklifts Ltd and The Independent Forklift Company from Christchurch. Aisle Master NZ will import and distribute the range, and Northern Forklifts will conduct predelivery checks for North Island orders and The Independent Forklift Company for machines landing in Christchurch.

NFL and TIFL will also provide after-sales service for machines sold direct by Aisle Master NZ from their own branches and through a service agent network. Servicing for machines purchased from other resellers will continue as normal, with the additional benefit of overall product support from Aisle Master NZ.

Aisle Master NZ plans to keep the supply chain humming.

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ROAD NOISE NEWS

Real crash survivors are faces of the NZ Transport Agency’s latest seatbelt campaign

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very year, about 90 Kiwis die in motor-vehicle crashes around New Zealand where they weren’t wearing a seatbelt.

Faced with an audience that doesn’t see the point of wearing them, the NZ Transport Agency had to shift the perception of seatbelts from an optional accessory to a life-saving necessity.

Kiwi men needed proof that was credible and authentic, and there’s no better proof than those who wouldn’t be here without a seatbelt.

The campaign started with a public call to find real Kiwi men with their own stories of survival, thanks to a seatbelt. Hundreds responded, and 10 were chosen to step in front of the camera to have their real injuries recreated and their stories shared.

Their injuries vary, but all 10 are united by the mark of their seatbelt: a short-term physical bruise, or sometimes scar, that has had a long-lasting impact on their lives. A physical reminder they

made the right call to wear a seatbelt and survived because of it.

To ensure their injuries were recreated as accurately as possible, the survivors provided personal photos taken in the days after their crashes to use as a reference. The special effects makeup team also worked closely with Dr Natasha McKay, an emergency medicine specialist, who lent her expertise to the campaign.

“A seatbelt really does leave a mark like this,” says McKay. “They will save your life, but they will leave a mark to show how they’ve done it.”

The images are displayed on billboards near car parks of bars and pubs in towns around New Zealand, in particular in the areas where the featured survivors live. Content recreating the injuries can also be found across social media, and in cinemas.

NZTA aims to share more real stories of survival. If a seatbelt has helped you survive and you want to share your story, head to https://beltedsurvivors.nz.

Liam Bethell, survived on 8th Aug 2017.

Liam was T-boned by a truck 200m from home, he broke most of his ribs, three discs in his back, and had a brain bleed that put him in a coma for 10 days. He woke up the day before his daughter was born. His seatbelt saved his life.

Port Marlborough takes over Picton truck park

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n 1 April Port Marlborough took over the operation of Picton’s Waitohi Domain truck park.

The facility was constructed last year in an effort to ease congestion created by heavy vehicles parking in Picton’s streets, due to the closure of State Highway 1 following the Kaikoura earthquake.

Council assets and services manager Richard Coningham said now SH1 was back up and running again, the requirement for a truck park had lessened.

Port Marlborough property and business development manager Ryan Lock said the facility would continue to operate as a truck park, as long as there was a demand for it.

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April 2019

A rotational fee structure will be implemented, where users pay for the time they occupy the park. Customers will register and be provided with a swipe card or RFID tag, linked to a billing system.

The council is also planning to upgrade some of the park’s facilities, installing an access control/barrier arm and security cameras, and possibly a toilet and shower facility. Lock said the council hoped to keep the park fully operational during the upgrades.

WWW.GOCLEAR.CO.NZ ROAD NOISE NEWS – overseas

Fatal truck crashes in Australia fell dramatically in 2018

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atest crash statistics showed a dramatic fall in fatal truck crashes in 2018, Australian Trucking Association chair Geoff Crouch said.

Representing the 50,000 businesses and 211,500 people in the Australian trucking industry, the ATA welcomed the latest Bureau of Infrastructure, Transport and Regional Economics (BITRE) heavy vehicle fatal crash statistics. “The data from BITRE shows a dramatic decrease in the number of fatal truck crashes,� Crouch said.

Compared with 2017, there was a 20.5% decrease in fatal crashes involving heavy trucks, a 15.2% decrease in fatal crashes involving articulated trucks and a 26.1% decrease in fatal crashes involving heavy rigid trucks.

A recent multi-agency operation led

by WA Main Roads in partnership with

the NHVR, South Australian Police and Department of Transport WA, had shown a high level of legal compliance by operators. “The operation on the SA-WA border found 91 percent of trucking operators travelling interstate to be compliant with the Heavy Vehicle National Law,�

Crouch said. “The results of this operation, and the crash statistics, highlight the industry’s improving safety and compliance record.�

Crouch said there was still a lot of work to be done, and that until a point was reached where there were zero fatalities and injuries on the roads, the ATA would continue to advocate for practical safety solutions.

The practical safety measures called for by the ATA include: • enabling the Australian Transport Safety Bureau to provide

independent, no-blame safety investigations for road crashes involving heavy vehicles • increasing the quantity and quality of truck driver rest areas • mandating autonomous emergency braking for all new trucks, and • improving truck driver training and licensing systems. “The ATA is continuing to work hard to reach our goal of zero fatal and serious injury crashes,â€? Crouch said.

Recently the ATA received $400,000 from the Australian Government for the refurbishment of the Volvo ATA Safety Truck, a road safety initiative that educates young drivers and vulnerable road users about how to share the road safely with trucks.

TM

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April 2019

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Over the next 12 to 18 months, Queensland-based company Southern Oil will be trying out renewable diesel from its Advanced Biofuels Pilot Plant in the test engine. The aim is to demonstrate that this renewable fuel can perform identically to petroleum-based diesel.

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MAIN TEST

Mixing business with pleasure Words by Dave McCoid Photos and video by Dave McCoid and Carl Kirkbeck

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If you are going to talk trucking Kiwiana, it doesn’t come any more connected to all that’s Aotearoa than Uhlenberg green. The latest addition to the famous fleet

sticks with a brand whose roots in the company echo all the way back to the beginning of the 70s, and like any Bridge Street beast, it’s a beautiful work/life mix.

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I

n September last year we took a look at Kenworth’s new T610 working in a business that was engaging with the famous bug for the first time. Waiau Pa Bulk Haulage work in the aggregate supply chain, mostly in the wider Auckland area, and their new unit in 6x4 and 4-axle trailer bulk tipper configuration will spend its life on short lead, quick turnaround, high productivity permitted work.

Looking for a truck that could handle the HPMV work over an extended life cycle, they’d turned to Kenworth based on a great run from the DAFs in the fleet and the support for that product from Southpac Trucks. What was interesting was that they’d chosen a brand new Kenworth model based on the reputation its predecessors had worked to establish.

When we set out to sample the other variant in the T610 family, the SAR, we wanted to go for the opposite, a tried and true Kenworth enclave that was sampling the new offering for the first time, a truck that was going to work on much longer leads, but probably one still working in the HPMV world. So, the next question became, who?

Some time passed and one day the phone rang. It was Daryl Uhlenberg, from Uhlenberg Haulage Ltd in Eltham, and in the course of the conversation he said words that were truly music to our ears: “Oh, and we’ve got a 610 SAR coming in the next month or so if that’s of any interest. It’ll be working Taranaki to the Mount, mainly on boxes with a 6-axle skele B-train.”

Aside from the fact that we couldn’t wish for a better counter test to the WPBH truck, everyone knows that when Uhlenbergs buy a truck, asking whether it’ll be of interest is like asking ‘should I put chips with this fish?’

“Yes,” we said. “That’ll do nicely.”

With the SAR having external cleaners and all that, the propeller heads will be fizzing already, saying it should be the other way around given the dust of quarries and tip-heads versus the clean, slick running the Taranaki machine will see.

But here’s the thing, aside from the fact we learnt back in September that the air cleaning capability of the 610 in nonSAR guise is more than adequate for site work, there’s more to consider.

If you want to see a mass exodus to the toilet and coffee urn,

attend a conference when some poor bugger presents his address on aerodynamic considerations. For many of us, a truck is not just a tool, it’s an expression of who we are, our attitude, our approach, our personal standards, our brand, our life’s work – our truck is a blank canvas for us to tell the world who we are. One of the best examples of executing the union between commercial success and personal expression is Uhlenberg Haulage Ltd. For the Uhlenberg family, buying a truck goes well beyond any negligible aero-benefit. For them the truck is …

…not just a number

Many years ago there was an article written that said the reason some humans feel such an attachment to their vehicles was because vehicles fell short on only one requirement qualifying them as living. Using the famous MRS GREN acronym for

The T610SAR’s extra width is a godsend for sure, but she’s still a

‘Say aghhh.’ Morning checks done. 2.00 am

snug cab in day-cab configuration. No hoarders please.

and we’re away.

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defining a living thing, a vehicle qualified under movement, respiration, sensitivity, growth, excretion, and nutrition, falling down only on reproduction. Interesting, slightly tongue in cheek for sure, but everyone reading this knows the validity of the sentiment. Sometimes it goes well beyond just one truck and pervades an entire company.

In the June 1987 New Zealand Trucking magazine test of one of the company’s Mack Super Liners, Mike Uhlenberg said: “The only thing we have to offer is good service, so the image of our trucks on the road is important. They have to be seen as good, reliable trucks that are well presented.”

Just like their dad, Mike, spend any amount of time with Daryl, Chris, or Tony, and you’re in truck heaven. Sure, there are the frustrations that come with running any business, but underlying the daily ‘noise’ is a love of trucking that permeates

Chucking the back can on in Waitara.

every nook and cranny of the entire entity.

And it’s not just a reflection of passion; the Uhlenbergs are savvy businesspeople and they know full well the fleet itself is the best marketing and recruitment tool – bar none. If trucks are your gig, then Bridge Street Eltham, is one of this country’s pilgrimage points.

Green for go

Irrevocable laws of the universe: the earth orbits the sun, the solar system orbits the centre of the galaxy, and the Uhlenbergs buy ‘speccy’ trucks. Boom! Fleet No 1 is no different. A stunning piece of kit, purpose-built to execute a task, meaning no sleeper this time, but that detracts not a jot. In season the daily ‘to do’ is a couple of export meat boxes ex Taranaki to Mount Maunganui, and empties home. Taranaki to the Mount; now that’s a classic piece of Kiwiana truck track if ever there was one. Messenger, Awakino, Mangaotaki, King Country, Kaimais, and back. State Highway 3 north is one of the corridors that Mike Uhlenberg built his haulage business on, and what a road to test a man and the resolve in his ambition. Interestingly that is literally the case, as Mike’s first owner-driver contract in 1966 was to the Ministry of Works maintaining the metal sections on State Highway 3.

It’s just as well they had the more docile run out through Taranaki and into the Manawatu as a Yin to the Yang.

Mike Uhlenberg’s strategy for sorting out the northbound topography was displacement and horses…and plenty of both.

And it worked. Hills are not such a pain in the arse when your truck has that much tow you need to slow down for corners on the ascent. It’s a philosophy the brothers were ingrained with as they grew up, and if your dream as a salesman is to turn up at Bridge Street and convince them of the benefits of an 11-litre motor pulling higher weights north, then you’d better make Ray Croc look like Frankenstein.

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Although Uhlenbergs spec mainly AMTs in the fleet nowadays to protect aftersales and operator breadth, a large chunk of the drivers still drive them in manual.

Welcome home

The T610 SAR’s wrangler is one Craig Kelly. A Stratford lad originally, with a wonderful and rich history in and around the world’s greatest industry. Craig’s spent the past two decades in Australia, returning home with his family just prior to Christmas. Although he knew of the Uhlenberg boys years ago through the stockcar scene, he’d never driven for them before.

“Yeah, I made an enquiry, there was a position going, and here I am. Incredible really. It’s a great company to come home and work for. The induction took two weeks and man, you go through everything. Even though you’re itchin’ to get goin’, when you are solo you actually feel like you know where everything is and what to do.”

We used the term wrangler for good reason. The term means someone in charge of horses or other livestock on a ranch.

If the 610 SAR is Craig Kelly’s ‘ranch,’ then yes, he’s most definitely in charge. When you jump in a truck you know within seconds if both you and the driver are along for the ride, or if they have its number dialled. If Craig Kelly was a farmer – and he almost was – you know that when he yelled at the heading dog to heel it’d be at his side in a half a heartbeat.

Trucking starts when trucking starts

We met Craig at 2am on a clear Taranaki morning in the Bridge Street yard. It got infinitely better for us when Craig said his wife Dee was a chef by trade and had made extra gourmet sandwiches for us, and it got infinitely better for him when we told him the team he had supported years ago, the Canterbury Glen Eagles, had finally broken their hoodoo and won the superstock teams champs national title in Palmerston North that weekend. It was going to be a great couple of days.

The prestart done, a quick wash of the windscreen, and Craig slipped the Cobra shift into D. We had lift-off. Instantly we were reacquainted with all we’d liked about the 610 in the WPBH truck. The relaxed position, the physical relationship between the driver and their place of work – ergonomics, the visibility both out front and left/right courtesy of car-like A pillars and low unobtrusive mirrors, and the noise – not too much, not too quiet. And most of all, the outstanding job Kenworth have done in retaining the ‘Kenworthness’ in the sleek 610 shed. What we also noticed in this machine though, was the liveliness. The X15 had a real sharp note, and bolted away whenever progress was halted. On the back was one box so we were only 36-odd tonne all up at that point, but you sensed straight away that this motor was a good ‘un. And it

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wasn’t just us; Craig thought it went well, and Daryl told us that other drivers who’d taken it on a run had thought it pulled really well also.

The other ‘can’ was at ANZCO in Waitara, so it was into there to swing it on. An experienced side-loader operative, Craig had no problems and made it look easy. We were in and out in a jiffy.

With the hamlet’s residents snuggled into their teddies, Craig motored quietly out through the streets, rolled up to the intersection with State Highway 3, wound the wheel around counter-clockwise, and like so many other magnificent green bonnets of the past, the SAR’s hood swung through ninety degrees, faced north, and then he let her have it.

With 53 tonne in tow the Cummins X15 seemed to get into it like a pig dog eating a bowl of Tux biscuits. Although the containers tried to resist their date with destiny, the tachometer rose and fell in a perfect rhythm and the odometer steadily climbed through the numbers.

To shift or not to shift?

The other big difference between the two 610s is the transmission. The WPBH truck sported a gear lever, whereas the Uhlenberg machine has the Eaton UltraShift PLUS 18-speed AMT. That means there are all the ADEPT smarts available; the trouble is, SH3 north isn’t a rolling ‘coasty’ sort of road, and Craig prefers to drive it in manual.

Digressing for just a moment, that’s not an uncommon trend at Uhlenbergs. The 30-truck fleet is a 50/50 split between automated manual and fully manual gearboxes.

“With one recent exception, the transmission choice nowadays is AMT. It’s the great thing about having three brothers voting at the table, you never get a hung jury,” laughed Daryl. “I can be a traditionalist but it’s a case of future-proofing the fleet in terms of post-life value and driver pool. Autos are more expensive to buy and maintain, but most of the guys like them; although when you ask, probably half drive them in manual. So I question my logic really; the newest K200 added to the fleet recently is driven by a traditional stick-man, so a stick is what he got.”

“I just like the control at these weights and the bloody things can get too busy wanting to change too many gears,” said Craig.

Swinging through the flat corners at Uruti there was no doubt the SAR had a plenty in tow, and before we knew it the SAR was at the foot of Mt Messenger. Now Big Red was

WWW.GOCLEAR.CO.NZ really working for its keep and it was immediately apparent where Craig wanted the X15 to do that work, keeping the big Cummins in the top half of the performance curve.

“At these weights on this hill you just can’t let it lose revs,” said Craig, as the Kenworth approached the notorious ‘sisters’.

As the truck wound its way up the hill, the beautiful LED headlight beams looked like WWII searchlights, veering left then right, and approaching the hardest climbing left-hander of the three corners he dropped a couple of gears, holding the revs at 1800 and peak power. When the Kenworth found one box at 45 degrees to the line of the tractor and the other at 90, you’d have thought for a split second someone had thrown

a mooring chain on the back as the tachometer plummeted and speed washed off. But the motor quickly said enough was enough, and as torque joined in, the inertia was overcome and around the bend we all went. Why would you want to sleep when you can have a front row seat for this performance!

Brute strength and intelligence

Creating something this modern without ‘over-sterilising’ the situation is a colossal feather in Kenworth’s cap. Retaining the aspects of the encounter that actually appeal to a human is critical. Put us somewhere where we lose interest and we get bored, and that inevitably leads to inattention.

Unless you’re a true Kenworth propellerhead, the name Dave Gilder probably means nothing. To aficionados of Australian truck manufacturing history, Kenworth in particular, Dave Gilder was the young draftsman who in 1974 drew the first plans of what would be the SAR Kenworth.

Through the 60s and early 70s Kenworth was one of a generation of US truck brands resetting the bar for what a truck was able to deliver its Australasian owners in terms of power, durability, and majesty. Although a CKD assembly operation had been run in Australia in the second half of the 60s, it was March 1971 that the first fully Australian manufactured Kenworth rolled off the line of the new component assembly plant in Bayswater, Victoria. When the W900AR (Australian right-hand drive) was released that same year, it’s hard to believe it sported any form of Achilles heel. However, although manufactured in Australia, its design was based on a different jurisdiction on the other side of the Pacific, and as such the W900AR’s bumper to back of cab measurement (BBC) of 2959mm (116.5 inches), prevented it from meeting the National Australian Association of State Road Authorities’ (NAASRA) 14.3m (47ft) overall length when towing the optimum 10.98m (36ft) semi. And it was costing sales.

The initial fix was to deploy the short bonnet S2 variant of the W900, but this truck wasn’t able to take the big motors the W900AR could, and customers didn’t see it as a viable solution.

Customer liaison engineer Charles Adams told Dave Gilder to draw something up and what materialised was an elevated A series cab and shortened sloping wide bonnet truck, coined the SAR, short for short bonnet A series cab righthand drive.

To Kenworth’s credit, Australia’s need for such a truck was recognised on the other side of the Pacific also, and the ratification process in Seattle was amazingly fast considering detailed redesign work that was needed on mudguard supports, steering, driveline, electrical systems, exhaust, air intakes, throttle, and gear shifters, each area containing anything from 20 to 200 components.

Fewer than six months after Gilder had put his pencil against the set square, the first SAR rolled off the line with its rather cumbersome model designate, abridged to a simpler short Australian right-hand drive. In colloquial tucking garb it was tagged ‘suits Australian roads’.

The new machine sported the S2’s BBC of 102 inches (2591mm), could house a big bore banger, and certainly retained the majesty of the W900’s famous grille.

The SAR was an instant success with operators, and has since taken its place as a legendary Kenworth model suffix in most bonneted releases.

As Uhlenberg Haulage are probably the only New Zealand transport operation who can sport three iterations of the famous model, all in full working trim, it makes their hosting of our first T610 SAR test all the more appropriate and special.

The Uhlenberg fleet has in its keep a chronology of SAR history.

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Short bonnet Australian right-hand drive

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The SAR is certainly not shy on smarts. Having the Eaton UltraShift PLUS sitting in behind the X15 means the truck carries the ADEPT technology, short for Advanced Dynamic Efficient Powertrain Technology, meaning a suite of techy bits allowing the gearbox and engine to natter constantly about the situation and make decisions on optimising performance and economy based on load, speed, and grade. It’s the ADEPT software that differentiates the e5 Cummins and the X15, and it is able to be retrofitted.

Looking at what’s involved, SmartTorque is essentially a load-sensing functionality that delivers torque pursuant to load, and so empty for example, the engine delivers lower torque than when the truck’s loaded. Constant evaluation means the adjustment is always happening and torque delivery is a fluid thing.

SmartCoast is a roll function that works around whether

the truck is on a five percent gradient or less, and the upper and lower droop settings on the motor. The later are the configurable parameters on the motor where fuelling starts and stops. Off the shelf droop settings are 2 and 0, meaning on a downhill the engine will coast up to 2km/h over the maximum speed setting and then everything hooks up and the engine brake comes on. The zero means that when a hill is encountered the engine is into it straight away, whereas if you had an upper droop of 2 you’d coast in and the engine wouldn’t fuel until the hill had washed off 2km/h. Now, before you throw your good old Kiwi arms in the air and bellow ‘Ya what?

No fuel into the start of a hill?’, remember this rolling country we’re talking about, so in the right conditions you’d get a nice roll on over the crests and in the dips with just the occasional rattle of the ‘jakes’ and ‘brmm’ of the motor, blissfully happy as you felt your wallet getting fatter with all the coin not pouring

Homeward bound at Kihikihi.

The SAR bores into the Kaimais.

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WWW.GOCLEAR.CO.NZ The man from Snowy Mountain!

If geneticists ever decided to make a true Australasian they should spend some quality time with Craig Kelly, write down the traits, and then find the genes that deliver the result. His early years in Aotearoa and two decades by the billabong have resulted in someone with the wisdom of a tuatara and a sense of humour as dry as the sole of a goanna’s foot. Raise issues like the driver shortage and you’ll receive a gem from the driving compartment along the lines of, “Yeah, well, we could tie ropes before we could ever change a gear.”

If someone told you to sum up the entire problem in a sentence of 15 words or fewer, could you do any better?

Then there’s the real rib-cracking laughter when Australasian hybrid meets ‘as Kiwi as it gets’ Daryl Uhlenberg.

“Geez, you jokers. We don’t do it like that back ‘ome.”

“You are bloody home.”

Laughter erupts.

Craig hails from the Taranaki town of Stratford where his dad Maurice (‘Moe’) was a professional firefighter, although there was transport in the blood as his grandfather, Stan, ran a small transport operation in Taranaki that comprised a few tippers and a rural mail run.

The family moved to New Plymouth when Craig was about five and his first real truck memories hark back to Guthrey Transport in New Plymouth, riding around in trucks and doing odd jobs.

He attended New Plymouth Boys’ High, but couldn’t wait to cut out on his own, and when Maurice was transferred to Wellington Craig stayed behind, signing on at the local polytech for a farming degree course.

There was a huge work experience component in the course, and as ironic as seems looking back now, he found the early starts farming demanded to be somewhat challenging. As one farmer said to him, “You’re the only cadet I’ve ever had who can get the tractor unstuck after I’ve got it stuck. It’s normally the other way around. Maybe you should consider a new career?”

They were wise words as it turned out, and he had actually started a diesel engineering course, and spent time driving a J1 Bedford and Massey Ferguson 135 tractor for his uncles and aunts on their farms.

“They’d load the bloody J1 to the gunnels with hay and you had to get

Craig Kelly typifies the ‘Australasian’ trucker at their best.

it to the barn without losing any… well, you could, but you picked it up. That’s where you learnt control and balance.”

Not being one to ignore good advice, he headed for the capital and started driving a Mitsubishi Canter in the tough world of furniture removals at Mana Transport. Craig worked his way up, eventually driving the Sleepyheadliveried Mitsubishi semi-trailer unit. The sea was his only boundary on this job.

From there he progressed to Mana International, before moving on and taking a job in Christchurch with Wilders subbie, Graeme Boyce. After that there was a turn at Road Freighters.

It was 1998 when the adventurous Craig headed for Sydney. He secured a job on arrival, but when he got lost and couldn’t find his way back to his flat, he thought, “bugger this place”, and boarded a bus for Melbourne.

On the first job attempt there he was told that because he’d never rolled a truck he’d obviously not done enough kilometres or he lacked experience.

“I have to say I was a bit bamboozled.

Funny thing is, I was helping a towie mate some time later and we had to attend one of their trucks that had come to grief. The driver had learned that cruise control and automatic pilot weren’t the same thing after setting the cruise and then climbing into the sleeper. Says it all really.”

But the move to Melbourne was in fact a good one, with Craig finding work at Marsden Freightlines after passing the boss’s pre-employment interview, which consisted of backing a B-train into a finger dock and getting the back trailer as close to the glass of beer at the end without knocking it over.

“After driving the Kiwi B-doubles with their short back trailers, the Aussie ones with long back trailers were a cinch.”

Suffice to say, Craig was Sydney-bound

the next day, map book in hand.

With five and half years at Marsden’s under his belt, he took up a position at Thorpe’s Interstate Transport Services, also home to the famous Thorpe Custom Trucks.

“That was a great job. Great trucks.

The work included transporting the big tours like Pink and that sort of thing.”

In the six and a half years he was with the company, the job took him as far west as Perth and as far north as Cairns, and all points in between.

Eventually the warmth and lifestyle that Queensland offered was too alluring and he headed north, taking a job with CJ’s Bulk Handling in Rocklea, hauling mainly scrap. CJ’s are renowned for themed livery on their trucks, and Craig drove a Western Star 4800 series in the theme of the movie Cars.

The final five years in Australia up until late 2018 would be spent at South East Queensland Hauliers (SEQH), both on the road and in operations.

The firm specialised in the cartage of containerised grain and solar farm componentry, and Craig regularly headed for outback Queensland. Just prior to departing for home he got a brand new MP10 powered Mack Super Liner, a truck he rates highly.

And so now he’s back home, more than likely to stay, with wife Dee and truck-mad son Jack (11). Like so many in the industry he laments the insanity that’s seen parents disconnected from their kids, unable to hand on the driving craft that was handed to them.

He is determined that if Jack wants to learn, he’ll learn the old way.

“It does no good for the industry or family life. It breeds resentment, prevents bonding time. When Dad is home he’s asleep. The kids end up hating trucks.”

Amen to that Mr Kelly. Amen to that.

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Aside from the run into Mokau between Tongaporutu and Mohakatino, northbound SH3 isn’t that conducive to ADEPT’s gifts, and if you want to get two heavy boxes to the Mount on the same calendar day, you’ll need performance.

Having said that, there’s probably a bit to be gained if Craig aims the SAR southeast toward Wanganui and beyond. It would be an interesting experiment.

Looking at vitals for a moment, the X15 in the Uhlenberg machine is an SCR Euro 5 unit producing 459kW (615hp) at 1800rpm and 2780Nm (2050lb/ft) of torque at 1200rpm.

Although there’s 15 litres capacity, the cup does not runneth

over, and it’s a diminishing return vessel if you’re a rev-head, meaning once you’re over 1800rpm the power tails off, so it’s best that’s your top number. Torque, on the other hand, is flat through until 1600rpm, and when the lines meet power is still sitting at 433kW (580hp) so there are no guesses for where the bulk of the action needs to occur.

As we’ve said, behind the Cummins is an Eaton AutoShift PLUS 18-speed. Up front there is a Meritor MFS73 front axle rated at 7300kg, and out back are Meritor RT46-160GP axles with diff-lock on the front and cross-locks on the rear rated at 20,900kg at 4.10:1.

Front suspension is taper leaf springs and shocks, and rear

Your outlook becomes you Chris Uhlenberg walks into the boardroom, falls back in the chair, throws his head back, and wipes the sweat from his eyes. He’s dressed in a company work shirt, work shorts, and boots.

“Shit it’s hot out there. G’day Dave.”

He’s just got out of the Peterbilt 357 he’s been driving for nigh-on two decades, a truck that identifies him almost as much as his birth certificate.

Brother Daryl and I have been chatting and Daryl looks at Chris and says something in Uhlenberg ‘code’.

I laugh, Chris rolls his eyes, and then Daryl looks across at me and says, “You haven’t written much?”

My first thought is that it’s hard to write when you’re laughing.

Tony Uhlenberg hasn’t been seen; he’ll be out looking down a green bonnet, making it happen no doubt.

You think about the scene you’re immersed in and wonder what father Mike’s greatest legacy to the business will be. Will it be work ethic? Practical skills? Courage? Commercial nous?

Probably not. It will be philosophy. It will be outlook. It will be attitude.

The greatest gift Mike Uhlenberg will have left his boys when his time is done is to love what they do. To understand that success in trucking is about putting stuff on the backs of trucks and delivering it, where the customer wants it, when the customer wants it, being paid, and enjoying the whole journey you’re on while doing it.

Aside from the fact you DO need an alarm clock to start work at 2.00am,

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(From Left) Daryl, Tony, and Chris Uhlenberg. Their father Mike’s greatest legacy will be instilling a love for what they do.

the Uhlenbergs exemplify the adage of ‘if you love what you’re doing you shouldn’t need an alarm clock to wake you on Monday morning…or any other morning’.

The entire business reflects the family’s love of trucks and pride in the brand, traceable back to their grandfather’s foray into buses. There’s wood finish on the office walls, but it’s behind the countless beautiful images of green Taranaki icons getting stuff done.

But the Uhlenbergs are no different from anyone else. The sun hasn’t always risen gloriously, bathing them in rays of good fortune. It’s been a battle and some days have certainly been darker than many reading this article will ever have to endure. What there’s always been though, is a love for what they do and an undying belief in the value proposition their brand creates; not to mention the rare ability nowadays to

lead the charge from the front, whether that’s in the boardroom or from behind the wheel.

Discounting what’s at the front momentarily, hauling gas is what the green machines are probably best known for, although the ebb and flow of commerce along with a desire to spread the eggs has seen the gas tankers go from two-thirds of the fleet make-up in 1997 to one-third of the 30-strong line-up today. It’s a mixed bag, with transporters, tippers, skeletals, reefers, and side-loaders.

On the Kenworth front the story starts in a typically Uhlenberg courageous entrepreneurial way with a K model imported from the UK in 1971 through Murray Goodall at Pokeno Machinery in Mangatawhiri, just south of Auckland.

The truck was a trailer delivery unit for York Trailers in England, chosen by them for reasons of impartiality by

WWW.GOCLEAR.CO.NZ is Airglide 400. Brakes are drum interestingly, with EBSS and ABS obviously. There’s also Hill Start Assist, Traction Control, and DTC (Drag Torque Control).

No rest

There’s little rest for man and machine on this road. The Awakino straight is a house of candy moment considering the beasts that wait just around the corner. It’s always good to let a fresh set of eyes look at your world and Craig says he is appalled at the quality of road signage since coming back.

“That corner down around past the Awakino pub, that’s just shocking. No speed advisory at all. Imagine being up here for

the first time with two decks of cattle on? You’d be in the river.

And marker peg placement. Someone needs to tell you jokers there’s actually a system to putting them in.”

Into the gorge and the sure-footedness of the Kenworth’s handling is evident. There’s plenty of feet on the ground, although it never ceases to amaze us how such a small footprint up front determines directional change for so much mass.

It’s going to be more incredible this winter given the surface melt apparent on the network. The Kenworth sits flat though corners and the ride is reassuring. There’s no dip and roll that hallmarked the last two tests, just firm and comfortable, with the bug flat through the corners. If you were blooded in US

Left: The original Uhlenberg Kenworth. Imported from the UK. Above: The first new W Model. An influential truck in the company’s history.

NB ER G PH OT O: UH LE

CO LL EC TIO N

all account. It ran a 216kW (290hp) naturally aspirated Cummins motor, 13-speed Roadranger and was single drive, although a bogie drive rear end from an International was transplanted into it prior to commissioning. Mike used the truck on a native timber contract in Taranaki.

The first brand new Kenworth arrived in 1974, a W Model with a 350hp Cummins and a 13-speed Roadranger.

Interestingly, every truck sale and purchase at Uhlenberg Haulage Ltd is logged in the famous ‘Blue book’.

“Now that’s the definition of a good truck,” Daryl laughs. “Bought in 1974 for $44,000 and sold in 1985 for $55,000.”

It was that truck that taught Mike the pulling power of an impressive wellpresented truck, not mechanical pull, but commercial, and it’s a philosophy the family has retained. Since that machine, showpiece Kenworths

sourced from both sides of the Pacific have featured in the fleet, as have Kenworth’s famous stablemate, Peterbilt.

The company was the first to order the T600A (Anteater) when they slipped into the catalogue in the 80s, although Nupin Distributors put the first one into service. Through the firm’s history W, K, and T models have all been adorned with the famous green pigment, and now it’s the turn of the T610 SAR. “It’s funny, Dad is such an innovator, he’s never been afraid to be bold and try new things, never fearful. He was the first to try air bag suspension in a Kenworth in 1986. Ran the first 60 Series Detroit in a T600 around 1988 [New Zealand Trucking magazine – April 1989]. I’ve not inherited that so much,” laughs Daryl. “It’s angels and devils for me. An angel on this shoulder saying ‘be brave and try something new’, and a devil saying ‘nah, stick with what you know’. Why branch out? I initially asked Adam [McIntosh – Southpac Trucks] to spec up and order another 409 SAR for this task, but they weren’t available

in day cab any more, so I had to try something new. Bugger! Adam convinced me this was the way to go so we went with the 610. Adam’s great, he’s got the passion, he gets it. He fits right in.

“Skippy from TMC is a valued supplier also. He put a lot of effort into sorting the gen-set placement and other subtle features on the B-train. We got the desired result with a bit of debating among both suppliers and the Uhlenberg team.”

Daryl also comments that he is well pleased with the entire unit, saying there’s nothing he would change if they went through the build process again.

“The angel on my shoulder was correct, the devil was off the mark,” he laughs. “The drivers who’ve driven it love it. They reckon it’s much quieter, roomier, and it goes really well. Oh, and the old man passed it when it was a few days old and said, ‘The new Kenworth. I passed that today. It looks good on the road’. So, I guess that’s the ultimate test passed!”

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Like last month’s Scania, modern fruit in a traditional looking tree.

gear, then this is home. The Uhlenberg truck wasn’t as smooth as the WPBH 610 but that’s due to application more than wheelbase or anything like that. Because the standard 610 has a set-back front axle and the SAR a set-forward one (1235mm against 850mm), the wheelbases weren’t as far apart as you’d think, with only 250mm separating them. So it comes down to the old tractor versus truck. It’s the difference between carrying a pig out of the bush on your back compared with pulling

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one out on a trolley (if you had to). Suffice to say the boxes certainly let you know they’re there.

“The back half moves around more than the ones back home,” said Craig. “Those long, heavy back halves in Aussie just sit there, eh. Not like these things.”

Bearing the weight burden is a spectacular TMC 6-axle skeletal B-train set. TMC are the Uhlenberg’s go-to supplier for the skeletals, and this unit complements the front end

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A very outback ‘there’s still a thousand to do before smoko’ style. The Man from Snowy Mountain is most definitely this SAR’s master.

Fonzy nestled between the front trailer’s rails doing what he does best – keeping things cool.

beautifully in both looks and finish.

The unit is built to cart two 20’ laden containers under a 54 tonne HPMV permit, with the versatility to bring home combinations of empty 40s and 20s, (three TEUs (twentyfoot equivalent units)). There’s a gen set for the reefers nestled between the rails on the front unit and the whole gig runs on ROR disc braked axles and CS9 air suspension, with WABCO EBS and SmartBoard as well. Tare on the unit with the gen set in place is 8920kg.

TMC’s Paul (Skippy) Goodman said, “Working with Daryl and Al Dobson [operations manager] was easy. They respected everything we tabled and relied on our expertise.”

“Because the weight in the boxes varies, it’s not as economically viable running more than 54 tonne,” said Daryl.

“We work on a rough rule of thumb of 18, 18 and 18, meaning tare and the two boxes. It works out bang on.”

Cruising in the Kenworth is a low 70dB affair, higher obviously than the Baillie Volvo and APL Direct Scania, but certainly comfortable. Some might say it’s just right, or on the higher side of just right. The 610s are certainly a throatier affair than the K200, but that’s because of ole ‘Horse’ out front, obviously. The Uhlenberg drivers who have had a wheel of the new gig have been impressed with the noise levels, so there you go.

Powering up the Mangaotaki Gorge hill the Kenworth hung in at 1600rpm in 13th and 43km/h, and further up the line Te Kuiti was despatched digging in at 1500rpm in 11th and 29km/h. The Kaimais’ steepest pinch saw Craig grab 10th at 1600rpm and 25km/h, so it’s easy to see that once it’s in the sweet power/torque crossover point it takes a powerful lot of hill to knock this steed off its stride.

Likewise, downhill, the engine brake delivered great holdback. It has no retarder, but the latest Jacob’s incarnation in the X15 has greatly improved mid-rpm performance at 335kw

The TMC B-train’s striking looks is the perfect accompaniment to the truck, and Daryl Uhlenberg says there is nothing they’d change given the need to copy and paste.

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A famous hole in the wall that’s likely to see its last truck sometime in the next decade.

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(450hp) and it’s certainly apparent even at these weights. In the high numbers, holdback of up to 447kW (600hp) is achieved.

Having nine axles there are brakes galore when they are needed, although pendulum brake pedals…yeah nah. We’ll get there, be patient.

The cruising cradle

We won’t go into exhaustive detail on the cab this round as it’s the same shed as the WPBH essentially. The cab’s a stamped, riveted, and glued unit, good for a 20-year-plus service life by all accounts. Its big tricks are space and vision. That extra 300mm width at the B-pillar is epic, and Craig’s got 30% more footwell room over previous incarnations. Like we said, there’s a superb view regardless of where you look, either out front, or side to side. The mirror positioning is a work of art.

The space is good for Craig in particular, because Mr K’s driving stance is pure outback, with a reclined, easy driving demeanour, one that suits thousands of kilometres clicking away under the tyres as you work your way through an eclectic playlist.

The dash is old meets new, with gauges and data screens, the front and centre ones monitoring telemetry and giving driver feedback scores. Craig was a dab hand at getting five big ticks and a ‘well done’ message every time the truck descended.

Being a Kenworth there’s a beautiful wrap in the dash, with the navigation/coms/ audio screen, and of course the big new toggle switches and air conditioning/ heater dials built for the flattest, pudgiest, outback fingers.

Finished in garnet red with diamond pleating, Craig relaxes in an ISRI 6860/870 Pro seat. It’s a day cab bonneted Kenworth so don’t put a hoarder on it.

Externally, as we said above, the SAR has the front axle further forward, there are the external air cleaner barrels and more traditional grille that doesn’t look like a kissing cousin to the T680 setting its looks apart. Overall it’s more staunch and traditional.

Interestingly, Uhlenbergs have taken the top step – the one mounted on the lower door sill – off, the reason being Craig and couple of others have had some stumbles and trips on it.

She’s just one, two, in!

Turn and burn

Into the Mount and the combination is alleviated of its burden, and an empty 40’ put in their place. Compared with the trip up

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it feels feather-like.

Craig flicked the AutoShift into A and immediately the number of gears changed per kilometre went through the roof.

“See? They’re bloody annoying. I’d rather just do myself. And if you’re on Messenger and they don’t change quick enough, you’re in real shit.” And it’s not like he’s without experience, having come from a Super Liner mDRIVE combination. We’d agree; having sampled the I-Shift, Opticruise, PowerShift-3, and AS Tronic in the past few months, the UltraShift PLUS still doesn’t have the relaxed cog-swapping feel the big Euros do. But it’s getting there. That said, every driver bar Dave Lattimore in the APL Direct Scania intervenes at some point, and that’s probably due to the ridiculously low workload on that truck.

With just on 40,000km on the clock the Kenworth’s returning 1.68kpl to date. Where does that sit? Good, we think, even with just over 50% load factor most days. Getting 54 tonne to the Mount from Taranaki is no boy’s errand, and there’s precious little rolling available at five percent grade

or less. Having said that, would it be good to put a superCummins dude in the hot seat and see what he or she could do? Yep, anything like that is always propellerhead heaven.

But when your end game is out and out service, sitting behind your desk comfortable in the knowledge that a big, heavy truck working in difficult terrain will turn up unharmed, day after day after day, could you do better than the Kelly factor? We’d say not.

Summary

So there it is, a company with a long bug history, and one that runs on not just commercial acumen but also bucketloads of passion. Kenworth’s latest SAR derivative appears to hold that tradition, built for a heavy repetitious run on a torturous track.

The reasons for Uhlenbergs buying Kenworths are many.

The fact they last, they present well, and they resell well are but a few. The T610SAR fits right into the fray, it knows who it is – a more refined, spacious version of what’s come before.

The drivers and even Mike Uhlenberg himself have picked up on that, and that can only bode well for the truck’s future here.

It appears to have been accepted by not only the new, but also the long-time customers. It’s still a Kenworth, even to the hard core by all accounts.

Still, like the September truck, the only question remaining is the brand’s reputation for longevity. The ‘best truck yet’ boots, touted by Kenworth, are still some time off being filled, regardless of how good the early signs are. All we can do to see if that prevails is wait, watch, and take lots of pics…definitely take lots of pics. 

WWW.GOCLEAR.CO.NZ SPECIFICATIONS

Kenworth T610 SAR Tare:

8750kg (With 400 litres of diesel)

DEF tank:

100 litre

GVM:

25,300kg

Wheels:

Alcoa Dura-Bright polished alloy

GCM:

97,000kg

Tyres:

Wheelbase

4800mm

Front 385/55 R22.5 Rear: 275/70 R22.5

Engine:

Cummins X15

Electrical:

12 volt

Capacity:

15 litre

Additional safety:

Hill Start Assist, DTC (Drag Torque Control), Traction Control

Power:

459kW (615hp)

Cab exterior:

Kenworth T610SAR day cab

Torque

2780Nm (2050lb/ft)

Cab interior:

Emissions:

Euro 5 (SCR)

Transmission:

FO-20E318B-MXP UltraShift PLUS 18-speed

Red Garnet interior. AM/FM/CD player. ISRI 6860/870 Pro Full suspension driver’s seat. Air conditioning, heated electric mirrors.

ECA clutch to suit UltraShift PLUS transmission

Extras:

Clutch: Front axle:

Meritor MFS73

Chrome gauge bezels, stainless sun visor, extra grille bars, FUPS alloy Texas bumper, Brolube auto greaser.

Front axle rating:

7300kg

Front suspension:

Taper leaf springs and shock absorbers

Rear axle:

Meritor RT46-160GP at 4.10:1; diff-lock on front axle and cross-locks on rear axle.

Rear axle rating:

20,900kg

Rear suspension:

Kenworth AG400 Pedestal Air Suspension

Brakes:

Drum with EBSS

Frame:

270mm x 89mm x 8mm

Auxiliary braking:

Jacobs engine brake

Fuel:

2 x 365 litre

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April 2019

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Southern

to the core

PH O T O : S T U M I T C HE L L

Story by Ken Bell Photos as credited

Above: The Foden Alpha that Hughie Harris saw out his driving career in. A combination and work profile normally the realm of younger men, with bulk, hay, baleage, machinery, and general all part and parcel.

Left: West Otago Transport manager Bruce Robertson and Hughie with the certificate of appreciation from the Road Transport Forum for 55 years of service to the transport industry. Right: Hughie’s 75th birthday TK Bedford cake.

Hughie Harris, a legendary figure of Otago and Southland road transport fame, has recently retired – yet another honourable and distinguished career that in all likelihood will not be repeated in modern times.

surprise and congratulate him on his anniversary. This had to be a non-notified event or the birthday boy would not turn up; he doesn’t relish the limelight.

Bruce Robertson presented Hughie with a certificate of appreciation from the Road Transport Forum for his 55 years service to the road transport industry. This, along with a few humorous speeches and presentation of a birthday cake in the form of a West Otago Transport Bedford TK, led on into a memorable evening as a continuation of the originally planned ‘light lunch out’.

Secrets and celebrations

Hughie grew up at Waipiata in Central Otago, and his first taste of truck driving came with driving a 1948 Bedford in the hay paddocks. The truck belonged to Waipiata Motors and he would jump in as soon as he got off the school bus. Upon leaving school he worked for two years training as a welder, a skill that would prove valuable later in life. In 1962 he began working for O’Malley’s Transport in neighbouring Ranfurly,

One fine day in July 2017 proved to be an eventful day for Hughie Harris. Hughie was encouraged by his stepdaughter to join her for lunch to celebrate his 75th birthday at Tapanui.

Upon returning to Heriot they decided to visit the local hotel for a celebratory drink. Unknown to Hughie there was a platoon of family, friends, and work colleagues waiting there to

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A distinguished career

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Left: Hughie drove this GM powered Fuso for O’Malley’s Transport at Ranfurly.

PH O T O S : H A RRI S FA M I LY C OL L E C T I ON

where he first drove a Commer TS3 with articulated unit on stock cartage. This was the start of his long career and life in a compelling industry. During his time at O’Malley’s he progressed through a range of rural trucks to a Mitsubishi Fuso with a Detroit Diesel 8V-71 engine, carting stock and rural produce Otago-wide. In the rural off-season Hughie’s welding skills were utilised to build and repair stock crates. They were 3-deck crawl-through units for sheep, and single deck steel cattle boxes.

In 1979 a move was made to work for West Otago Transport at Heriot where, in keeping with his Detroit Diesel experiences, he drove a Bedford KM with a 40-foot selfsteer semi-trailer on stock work. From that truck it was on to another Fuso, this time a single drive tractor also on stock and bulk work.

During his time at Heriot Hughie has seen several ownership changes. In 1983 West Otago Transport sold out to Southland Freight Haulage Ltd and soon after Hughie found himself with a new MAN 26-321 8x4 stock truck. With Southland Freight Haulage being owned by Southland Frozen Meat, their stock trucks travelled over most of the bottom half of the South Island as procurement contracts dictated. This meant carting a lot of stock from Canterbury to southern meat plants early in the season, and then huge movements of stock northward later on as the southern plants became swamped with local lamb flocks.

Southland Freight Haulage eventually became one of the founding companies that formed the ill-fated Transpac. Upon Transpac’s demise, West Otago Transport Ltd at Heriot was purchased off the company by Jim Dynes, Bernie Osborne, and Richard Davison. In the late 90s Bruce Robertson and Dynes Transport (Tapanui) Ltd bought out Richard Davison. The years that followed the restructuring saw Bruce and wife Shona

P HOT O: K EN B E L L C OL LE C T I ON

Right: This Bedford KM stock truck was the first West Otago Transport rig for Hughie.

Hughie even appeared on advertising literature for Sutton Stock Crates.

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Hughie wore out more than one MAN in his career. The truck in the top photo was an ex demonstrator and performed well. The

PH OT O: M U RRAY B EC K

bottom photo was the last MAN he drove.

P HOT O: HA R R I S FA M I LY C OL L E C T I ON

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taking on the majority shareholding, and through a strategic amalgamation the company today forms part of the RTL group, still operating from its Heriot base.

Hughie went on to wear out a further two MANs on stock and flat-deck work before moving on to a Foden equipped for bulk and general work, covering much of Otago and Southland, including his original Central Otago stomping ground. Hughie’s versatility meant he could cart wool, baleage, or machinery – in fact any general goods.

Hughie’s career was largely incident-free and he loved working in the picturesque ‘tiger country’ that his occupation took him to. He even appeared in an advertisement for Sutton Stock Crates at one point.

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An ex mechanic from West Otago Transport said that in the past Hughie was a great help in winter months, rebuilding stock crates and painting cabs, chassis and trailers, and he could turn his hand to anything.

Hughie has always been a great inspiration to rookie drivers and would offer assistance where required, but if they weren’t willing to accept it he wouldn’t push it, or further it. West Otago Transport manager Bruce Robertson described Hughie and his career as “Gold, just bloody gold, if I could clone him I’d order 10”.

After an incident last year in which a bale of wool fell on him, causing fairly serious injuries, Hughie decided to finally retreat from full-time driving and enjoy retirement. 

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Pouring your heart and soul Story and photos by Malcolm Sutton

Two of the Radius Concrete Pumping team in action, doing their thing.

The time comes when experience and work ethic presents the opportunity to go it alone.

Self-belief and great mentors have helped Tony and Kristina Salmons make their dream a reality.

T

ony Salmons of Radius Concrete Pumping (aka ‘Putta Bean’) gave us our early wakeup call so we could come and see him in action on a fairly large pour at Mangere.

The massive onslaught of heavy rain and lightning from the hours before were taking a breather. The previous day there had been 30,000 lightning strikes reported as a violent storm passed over the region.

Less than an hour later we found the remote access lane at

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the end of Ihumatao Road and followed it down a wet and puddled track to an area that opened up and overlooked the Manukau Harbour. To our right was the large floor area that was all boxed up ready to go, an organised array of polythene, steel, mesh, and all manner of pipe work, lit in the bright floodlights the lads from Simon Walker All Seasons Concrete Ltd had set up.

Tony was setting up his pump and we went to see him. “We found it Tony! What a great spot this is, mate.”

“Yes, it is,” he replied. “You wouldn’t think you’re in Auckland out here.”

He worked the levers on the little remote control box slung around his waist, unfolding the pump’s legs. He placed pads underneath their feet. Once that part of the operation was done and he was happy with the level of his unit, he skilfully operated more levers on the box and the pump began to unfurl like Optimus Prime preparing to go into battle. Tony was full of concentration as he delicately manoeuvred the boom out over the job.

Once that was done and he was satisfied, out came the slurry bucket and he began to mix up a solution to prep the pump

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The Hino en-route to the next job, looking staunch and purposeful. (Inset) Tony at the other end of the operation on the controls…this end you can’t do with a remote.

and purge it through. The final touch was spraying the back of the pump with a ‘special brew’ to stop concrete splashes from sticking to his immaculate machine.

Looking at his Hino 500 Series and the DY Concrete Pumps’ unit in the array of floodlights Tony has attached to the truck, one could be forgiven for thinking it was new and had only been to a couple of jobs. However, that was far from the truth, as the 14th of December, which happened to be the day before, marked 12 months of continuous operation since Tony and his wife Kristina had purchased their truck and pump new.

By this stage it was around 4am and everyone was waiting for the arrival of the first truck, which didn’t take long, the rumbling, gear changes and blaze of lights signalling the first Allied Concrete truck was here.

The crew met the truck driver and pointed with flashlights and arms where to go around the pad and marry up with the pump.

Without delay the driver backed up to the pump and Tony deftly climbed up and shone a torch into the large bowl of the 8-wheeler Mack to check the mix. After watching it spin around for a few minutes he was happy with the concrete and gave the all clear to the operator to start pouring it into the hopper.

The pour today was for the Radha Soami Satsang Beas Christian Church, which had purchased the land to build its long-awaited project.

Rhamon, who is running the project, was very pleased that the floor was finally being done and the weather looked like it might stay fine for the job.

Everyone was now focused on the task at hand. Tony was leaning into the long black rubber elephant trunk swinging off the boom, guiding the concrete exactly where the lads wanted it with his trusty remote control unit, also forcing out the puddles of water that had pooled on the polythene as he went.

Simon Walker’s gang worked in synchronised unison to deal with the concrete that flowed, with rakes, screeds, floats, gumboots, and lasers. The guys from Allied were also on form

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Concrete pump or not, Tony is fastidious how his business presents itself. Left: The truck gets a pretreatment prior to pumping to prevent the product sticking. Right: A clean off when finished.

as truck after truck rolled in, and two at a time, backed up to the hopper. It was shaping up to be the perfect pour.

In what seemed no time at all half the floor was in and Tony had to reposition his unit to complete the pour. By 10am the floor was finished and the last few metres of concrete left in the last truck was redirected to the car park and poured out to be used as the base for the block edging they were doing.

Nothing was wasted.

A total of 156m3 of concrete was used for the job and fortunately the sun came out to help the lads who were starting the finishing process with the power float.

Tony began his cleaning routine, and in about three-quarters of an hour he had his truck all ready to head home.

It was a chance to have a chat about his operation and what he and Kristina had achieved over the past 12 months. He had been in the concrete industry for more than 15 years, working both in residential and large commercial projects, operating a wide variety of plant and equipment as well as passing an apprenticeship in concrete construction.

When an opportunity presented itself to go into the pumping business, both he and Kristina started scouting around for a rig to buy.

Kristina is no newcomer to the concrete game herself. She has been working in the industry since the age of 13, when her parents, Angus and Carol McMillan of Hastings, began Angus McMillan Concrete 25 years ago. It is definitely a family affair.

Kristina learnt the trade from the ground up and studied civil engineering at Waikato Polytechnic, working in both

‘Open all hours’

residential and commercial concrete, also as a technician, sales consultant, and office manager.

Tony and Kristina asked Angus and Carol about the venture, and Kristina’s parents told them: “If you want to go into concrete pumping, buy a brand new one from the ground up.

You need reliability and you can’t afford to have a secondhand one break down on you, especially when it is the only one you have.” Sound advice.

So they did their research and finally approached Peter Shivnan from PS Equipment in East Tamaki, the agent for DY Concrete pumps. They were very impressed with his knowledge, understanding, guidance, and advice on getting a pump set-up that was going to fit within their budget, and Tony says it was the best thing they did.

“Obviously, like all operators starting out, it was a stretch, but the effort is paying off.”

Tony said the Hino 500 Series with an automatic transmission works well for the load it carries. “The change from 7th to 8th can be too high sometimes, you have to judge that one a bit.”

His 31 ZR DY Pump is a dream to operate and he loves the set-up as it is easy to use, has a very good reach, and can deliver up to 90 cubic metres per hour.

The success of Tony and Kristina’s venture in its first year has been down to the sound advice and help from good people, the support of family, and an old-school work ethic fuelled by the desire to succeed. They are doing themselves and their customers proud. 

The Salmons family put a lot on the line to get their venture up and running, and so far the Hino, DY Concrete Pump, and good old-fashioned graft are returning the faith. From left back, Kristina, Tony,

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Bryer. At front Tyler and Charlie.

0419-19

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Aysha Logging took out the fleet prize at Wellsford this year.

Quality by the truckload Wellsford roars in 2019 Story and photos by Mike Isle

The Wellsford Lions roared and the clouds rolled away and a fantastic day ensued. Fantastic for trucking, attendees, and the Auckland Rescue Helicopter Trust.

T

he weather had its part to play in this year’s Wellsford Lion’s Roaring Truck Show. After weeks without rain and near-drought conditions, organisers had every reason to expect ideal conditions for the outdoor event. They got it, but only after a worrying period of unrelenting rain put a dampener on expectations.

That may have accounted for truck and crowd numbers being slightly down on the previous shows. But for those who did turn up – drivers, owners and those for whom truck shows

Left: Dean Carter and his immaculate Kenworth K200 won Truck of the Show, and (right) Kyle Middleton took away People’s Choice.

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WWW.GOCLEAR.CO.NZ Industry stalwarts Neil and Carol Shayler supported the show with another immaculate entry.

are an irresistible attraction – quantity was more than exceeded by quality.

As is usual for the Wellsford show, most of the trucks were from Northland, but a fair few made the journey north from Auckland. There was also this year for the first time a smattering of classic trucks and tractors and a display of earthmoving machinery from CablePrice.

What was striking was the diversity on display. There were 62 units in total and the range of vehicles and applications made

judging difficult. The common element, as noted by the judges, was that standards were high, particularly as all trucks entered were working trucks and some showed the rigours of the road.

The People’s Choice award went to Kyle Middleton for his 2018 Kenworth, and the coveted Truck of the Show award went to Dean Carter for his 2019 Kenworth K200.

The show was organised as a charity event by the Wellsford Lions Club and raised $9000 for the Auckland Rescue Helicopter Trust.  More overleaf

Big Daddy and bigger Daddy. Reed Enterprises had some real heavy hitters at the show.

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RESULTS Wellsford Lion’s Roaring Truck Show 2019

Greenwood Ground Spread took away the Best European prize for their Scania P440.

People’s Choice Truck of the Show

Kenworth K200 Kenworth K200

Wyatt Haulage DN Carter Ltd

Best American Best European Best Japanese

Kenworth T659 ScaniaP440 Hino

AZTEC Shawn Segetin Greenwood Groundspread Dave The Produce Connection Rob

Tipper Stock Logger Crane/Flat-deck Tractor

Volvo FH16 Kenworth T659 Scania Kenworth

Fulton Hogan AZTEC Auckland Cranes Hamblyn Cartage

Paul Lucich Shawn Segetin Steve Taylor Gareth

Best under 3 Yrs Classic Best Fleet Best Kenworth Best DAF

Volvo FH16 Ford Thames

Fulton Hogan John Pen Aysha Logging Wayne Croft Transport Wharehine Contractors

Paul Lucich

Kenworth K100E CF 85

Kyle Middleton Dean

Phill Andy Chapman

Above: Wayne Croft Transport took away Best Kenworth.

Left: John Pen, the proud owner of the Ford Thames that took out the Classic award.

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P R O U D TO S U P P LY P. & I. PA S C O E LT D W I T H

NEW ZEALAND’S BEST TIPPING EQUIPMENT

“T&G has had a strong relationship with Peter and Ian Pascoe for as long as we can remember, supplying our best Transport Trailers product and proving that “quality doesn’t cost; it pays.”’

MIKE STEVENSON — MANAGING DIRECTOR, TRANSPORT & GENERAL ENGINEERING CO. LTD

www.tandg.co.nz

Mike Stevenson Managing Director Ph: 027 286 0844

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sales@tandg.co.nz

Greg Cornes Director Ph: 027 278 7124

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TransportTrailers to see our latest equipment

Craig Jamieson Director Ph: 021 324 145

Adrian Cornes National Sales & Customer Support Ph: 021 379 561

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TOP TRUCK

New tipper generation Story and photos by Carl Kirkbeck

This month’s Top Truck continues a long-standing relationship between brand and operator.

Celebrating their recent 30th anniversary, this impressive unit looks toward the next 30.

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T

he immaculate fleet of Scania bulk tippers seen daily visiting construction sites around Auckland are the pride and joy of P & I Pascoe Ltd from Papakura.

The distinctive white-cabbed Scanias with two-tone blue detail are a striking sight, and with the addition of a new flagship, the bar has definitely been raised. A fitting Top Truck to take the crown this month.

Thirty years ago, Peter and his dad, Ian Pascoe, started a small business venture with a secondhand Scania 112 bulk

WWW.GOCLEAR.CO.NZ tipper supplying construction commodities in and around South Auckland. Three decades on the business has moved with the times and grown where required to meet the market, the net result being a depot that has an impressive array of bulk tippers that all sport the fire-breathing Griffin on the radiator grille.

Andrew Philp is the proud pilot and caretaker of the new number 12 in the fleet, a Scania NTG V8 R620 6x4 rigid tipper with a matching new 5-axle T&G Transport Trailer.

Andrew, like a lot of us, had an interesting start in the transport industry. Fresh out of school, it was straight into a refrigeration and air conditioning apprenticeship, but on reflection having completed his qualification, Andrew realised there was more.

An opportunity to become an owner-driver with Ansett Couriers was his introduction to becoming a professional driver. Three years as a courier led Andrew to a job opportunity with Turners and Growers, on Auckland retail deliveries.

Driving a mix of Hinos, older ERFs and a 395 Mitsubishi was a good grounding for Andrew. From here it was a stint with Atkins Carriers as transport manager before heading across the pond to Queensland, Australia. This move shifted Andrew into the world of bulk tipping around Brisbane at the wheel of an International 9900i combination. Returning to New Zealand in 2008, Andrew replied to an advertisement from P & I Pascoe looking for a truck and trailer operator. The interview went well, and now more than 10 years down the road Andrew has nothing but compliments for the company.

“A truly great bunch to work for, good gear and great management,” he said.

Andrew’s time with P & I Pascoe Ltd has seen him drive

Andrew Philp, refrigeration technician – cool, pilot of the new R620 – COOLER!

The badges say it all.

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April 2019

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Keeping it in the family, an R480, R500, R580 and the R620.

a diverse selection of Scania’s finest, from a 400 4 series into a 420 bonneted T series (gumboot), progressing to a 470 R series, a 620 R series, and now the NTG R620.

Talking to Peter you quickly find that the decision to run the Scania was not a chance selection, rather a long-standing passion for the product that drove the purchase of the original 112. You will also find the same passion and respect for the brand running through the veins of the team. Onsite workshop manager Trent Cockroft and the workshop team are proud and experienced supporters of the Swedish product. Trent carries with him a wealth of brand-related technical information and understanding, enabling purpose-built adaptation projects in addition to the day-to-day maintenance tasks. An example

of these in-house abilities at work is a selection of ex dairy company 8x4 tankers making their way into the fleet after being re-engineered into 6x4 rigid tippers. Looking over them closely, you are hard-pressed to tell them apart from a factoryfinished build.

Peter is the first to admit that a lot has happened in the business throughout the past 30-plus years.

“It has come a long way, and working with Dad has been awesome,” he said. “It is something rather special to have the team that we have here working with us currently, and also those who have previously been a part of the team. Past employees, current employees, workshop and office staff, I cannot say thank you enough to them all for their efforts over the years; without them it just would not have happened.”

Peter is also quick to mention the fantastic business relationships they enjoy with the many suppliers who have supplied the company with superior product and design.

Mike Stevenson and the team at T&G Transport Trailers, and Peter Burson and the T.A.T.E.S team to name just a couple. “It is very much thanks to our loyal suppliers and our customers who have supported our business and contributed to make it what it is today,” said Peter. 

Striking modern graphics with an old-

The R620 interior has evolved just a touch

skool cool twist.

since the days of the mighty LB80.

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WWW.GOCLEAR.CO.NZ O T S N O I T A L CONGRATU YOUR LATEST N O N A I & R D L I PETE U B R E L I A R T & K C U TR

TRUCK BIN & TRAILER MANUFACTURED BY TRANSPORT TRAILERS

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P&I Pasco are long standing loyal supporters of T.A.T.E.S (NZ) LTD Theirs (and other customers) continued patronage is never taken for granted.

Thank you Peter and Ian. From the Management and staff at T.A.T.E.S (NZ) LTD

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Just Truckin’

Around

www.trt.co.nz

Chung Sue Chung Sue’s shiny new truck caught Faye Lougher’s eye when she was shopping at the fruit and vege market in Levin.

Chung and his wife, Kathy, own the Garden of York, so truck driving is not Chung’s everyday occupation – the truck is used to deliver produce to his customers.

The 2018 Isuzu CYJ460 AMT with a 16-speed auto was bought to replace a smaller Isuzu that had come to the end of its life. Chung obviously takes pride in keeping his truck immaculate – not an easy task when dusty paddocks surround his market garden!

Chung has been transporting his produce by truck for 20 years, originally just between Ohau and Wellington, but now he travels between Levin and Palmerston North.

He says driving the truck he is very aware of the fact he isn’t doing the same speed as other vehicles.

“There are a lot more vehicles today but the people are quite good on the road. The truck goes slower than the cars

Baz Harper It was a scorching day in the Bay when Alison Verran caught up with Baz Harper at the BP Truck Stop at Tauranga Crossing. Baz has been driving for his brotherin-law’s company, Marsh Transport, for seven years. He’s currently driving a 1998 FLB Freightliner powered by a 400hp Cummins. Baz carts palletised product around the Tauranga area with the 8-axle truck and trailer combination, and when Alison spoke with him he was loaded and heading back to the depot.

Truck driving is in Baz’s blood, thanks to his father who started his own trucking business back in 1946. Baz followed in his footsteps and has now been driving for 46 years.

“The people you meet and the people you work with,” are the reason Baz loves driving. He’s found the industry has changed a lot, sometimes for the better, other times for the worse. The volume of traffic on the roads has definitely made the job more difficult. Trying to negotiate local roundabouts is tough. “People should go in a truck and see what it’s like.”

Baz misses the old-school style of trucking, “the waving and the flick of the blinkers doesn’t happen so much any more”.

Baz chose vexing question number 63, boxers or briefs?

With a chuckle, Baz admitted to briefs.

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April 2019

and there are a lot of things to think about. You just have to be careful, especially with things like turning.”

Chung says his new truck with its bright green paintwork and curtains is easy to see and nice to drive.

When asked if he’d rather go for a swim or a run, Chung said he’d rather go swimming.

WWW.GOCLEAR.CO.NZ Just Truckin’

Around the world

www.trt.co.nz

Joe Borck Joe Borck pulled in to the BP in Levin while Faye Lougher was getting a coffee, so she nabbed him for a Just Truckin’ Around.

Driving a 2014 Western Star FXC with an auto gearbox, Joe confessed he was more of a Roadranger man. He had come from Wellington that morning and was heading back to Palmerston North, carrying refrigerated freight.

Joe’s first job was at the sawmill in Foxton, initially after school driving around the yard.

“I did 12 years with Foxpine Haulage, back when they only had one truck.”

All up Joe has been driving for 44 years, including 20 in Australia driving everything from tippers to fuel tankers.

“It’s not me, being stuck in an office.

I’m a truck driver.”

Things have changed during Joe’s time in the industry, and he doesn’t think all the changes have been for the better.

“Back in the days when I worked for Russell Oxnam at Foxpine you were part of the family. The days of the fella doing 30 to 40 years driving and then moving into dispatch are gone – they get

someone with a diploma. The ones with the hands-on experience aren’t there any more and the new drivers don’t want to come in on a weekend to learn how to back a trailer.”

Joe also finds today people aren’t always keen to help others, which may be a side effect of over-zealous health

and safety laws.

“Back in the mid-70s you’d turn up to unload and everyone would pitch in and help you – but half the time now they just watch.”

Joe didn’t hesitate when asked to pick between V8 Supercars and Formula One – “V8 Supercars”.

Mick’s regular run sees him hauling produce from the food bowl region down south, up to the Perth metropolitan area. That morning he had just completed six drops of frozen chips

from his B-double outfit.

Travelling around meeting people is his favourite thing about driving, while being away from family is the part he likes least.

Just Truckin’ Across The Ditch Mick Liddle Paul O’Callaghan was taking photographs of two Scania T cabs in Perth when he introduced himself to Mick Liddle, driver of ‘Souwester 2’, a T164 580L with 1.9 million kilometres on the clock. Mick drives for De Campo transport based out of Pemberton at the bottom of Western Australia. The De Campo family are staunch Scania operators, operating 10 trucks on a wide variety of work from local to long distance haulage.

Originally a farm boy from South Australia, Mick saw some hard times with poor wool prices and decided to up sticks and head north. Settling with his family in Port Hedland for a while, Mick spent 12 years hauling salt for Cube Logistics, an operation they still carry out today.

New Zealand Trucking

April 2019

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TRUCKS OF NEW ZEALAND POST

P HOT O: NZ P OS T A R C HI V E S

The ‘Beddie’ Battalion

by Russell Walsh

U

ntil production ceased, Bedfords became the predominant truck in the Government fleet from the early 1950s. From the K, M and O models of the early 1950s, the Post Office operated most of the Bedford range at some stage, including some RLs. During the 1960s and 70s J models – JO to J5 – became the mainstay of the Post Office fleet, and in 1973 their numbers reached 1600.

The majority of the Bedfords used for mail were fitted with the 214-cubic inch

engine, while lines branch trucks were a mix of 214 and 300-cubic inch.

From the late 1970s into the 1980s, many North Island-based trucks were converted to run on CNG and onsite refuelling facilities were installed at many of the larger vehicle depots.

As mail was still largely moved in bags, most of the trucks had canopies still, built by the Post Office’s own workshops. 

Taken in 1979, this picture shows mail trucks in the landing area of the Wellington Mail Centre and includes both J and TK models. The dominance of General Motors’ product can be seen, with a CF van in the background.

All the vehicles are painted in the standardised Post Office livery that was introduced in 1975 to replace the traditional Post Office red or grey.

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INTERNATIONAL TRUCK STOP

Where Renaults are reborn Story by Will Shiers Photos by Tom Lee, Will Shiers, and Renault Trucks

Will Shiers visits Renault’s used trucks factory in France, and finds it was worth the arduous, less than sanitary journey to get there.

R

enault Trucks has found itself lumbered with a glut of fleet-spec secondhand Range T tractor units in Europe. In an attempt to improve their desirability, it’s hit upon a novel idea, and is transforming them into what it considers to be more desirable alternatives. It is so convinced that this is the way forward that it has invested a great deal of money in a purpose-built used trucks factory in Bourg-en-Bresse, near Lyon, France. It sounds like an interesting concept, so I decided to take a trip to France to find out more.

Normally the 965km journey from London to Lyon would be made by air, but on this occasion Renault Trucks UK gives me the option of travelling by road instead. It’s got some marketing material that needs collecting from its Lyon HQ, and I agree to do it in a Renault Range D. Separating England and France is a 32km stretch of water known as the English Channel (the French have another name for it, but that’s not important).

When driving I generally prefer to cross it by ferry, but on this occasion Renault has booked me onto the Eurotunnel, so I’ll be travelling under it instead. The 50km tunnel opened in 1994, and while I’ve been through it numerous times as a passenger, this is the first time I’ve travelled in one of the freight-only trains. I’ve got an open ticket, and arrive at the Folkestone terminal on England’s south coast at 6.30am, naively thinking I’ll avoid any congestion. Each year 1.6 million trucks travel through the tunnel, carrying 21.3 million tonnes of freight, and it seems like half of them are here today! I’m sat in a massive traffic jam, inching along, burning unnecessary fuel.

My Range D 18-tonner is not only the smallest truck in the line, it also seems to be the only one wearing British licence plates. Although there are 8320 international licences (representing 138,000 trucks) in the UK, these days only a tiny fraction

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of them actually travel abroad. British hauliers are consistently undercut by Eastern European rivals, who have the advantage of being able to buy cheaper fuel and pay lower wages.

After 90 minutes of queuing I finally reach security, which consists of a bloke with a stick poking the truck’s curtains. I have absolutely no idea what that’s supposed to achieve, but he’s clearly satisfied, as he waves me on.

Truck drivers aren’t allowed to remain in their cab during the 40-minute train ride, so having driven aboard, I exit the cab, and wait on the platform for an antique Mercedes-Benz Vario minibus to pick me up. Actually, minibus is too glamorous a description for this evil-smelling, vile contraption. It’s actually a van with windows, and grubby grab handles dangling from the ceiling. Although my tetanus jab is up to date, I still make a conscious decision not to touch anything on-board. As I disembark the van, it suddenly occurs to me that I am the only one not wearing Adidas tracksuit bottoms and flip-flops, and I feel decidedly overdressed.

Having never travelled this way before, I had just assumed that there would be a chance to buy some food on the train.

Alas, the closest thing to a buffet carriage is a very basic vending machine.

During the journey, and having watched a pointless information video showing me how to board the train correctly (a bit late now!), I decide to use the toilet. It’s a long way to

The Range D flying through France.

WWW.GOCLEAR.CO.NZ

Used Renault P-Road ready for round two.

Lyon, and I intend to have as few comfort breaks as possible.

OK, the toilet, where do I start? I have a sneaky suspicion that it may actually be a portal to hell! Not only is it filthy, but also the toilet is blocked, and the contents are just an inch away from the brim. Whenever the train rocks, it sloshes onto the floor, splashing onto my shoes. Thank goodness I’m not wearing flip-flops. It’s a huge relief when the train stops and I board another Mercedes prison bus, which screeches to a halt by my truck, bringing the degrading experience to an end.

The Range D had a makeover in 2013 when the entire Renault Range was refreshed. Vast quantities of money were thrown at the Range T, C and K, but I can’t help thinking that they ran out of money when it came to giving the Range D its revamp. It’s fair to say that it’s not the prettiest truck on the road. That said, the interior is reasonably comfortable, and well specced too, but could definitely do with another refresh.

Some of the switchgear is illogically positioned, and I’d like to see deeper cup holders too. But I can’t fault the driveline, which consists of the 8-litre engine, rated at 180hp, and the 6-speed Optidriver transmission. Gear changes are quick and precise, and the unladen truck certainly doesn’t waste any time accelerating.

I take the motorway all the way, which costs more than 150 Euros (NZ$250). But it’s money well spent, as traffic is minimal and the road surface is excellent. I can’t fault the service areas either, which on the whole are clean, and have plenty of parking spaces. It’s a refreshing change from what I’m used to back in Blighty.

I sit on the limiter at 90kmph all day long, overtaking other trucks on the inclines. But carrying fresh air isn’t so helpful on the downhill gradients, and everything storms past me.

The truck is fitted with a Brigade 360 camera, and what a great piece of kit it is too. Being able to see all around the truck

is helpful while preparing to overtake on the motorway, and a huge blessing while navigating Lyon’s busy streets. I park up for the night, take a much-needed shower in order to wash away the Eurotunnel experience, and arrange to visit the used trucks factory the next morning.

Used but not abused

The donor trucks enter the Bourg-en-Bresse used truck factory as a mix of left- and right-hand-drive 4x2 and 6x2 tractors, and

Other markets The X-Road light construction trucks have proved popular in parts of the Middle East and Africa, especially in countries whose road conditions are in a poor state of repair. Duperray explains that trucks destined for these markets are downgraded from Euro 6 to Euro 3. “We are talking about fully homologated Euro 3, and not one of those black boxes you can purchase for 50 Euros ($83),” he says.

Downgrading also allows the trucks to run on poorer quality diesel.

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A UK P-Road being stretched in the used truck factory.

leave as 2- or 3-axle light construction tractors (X-Road), or as 2-axle rigids (P-Road).

The X-Roads are beefed-up somewhat, allowing them to cope with light off-road work. They all get the off-road transmission package, a diff-lock and a manual accelerator.

Externally they come equipped with headlight guards, orange roof beacons, a sun visor and a black name plate as standard.

There is also an extensive options list, which even includes the day and night cab. Although X-Roads are aimed squarely at light construction use, Renault’s senior vice president, Emmanuel Duperray, tells me that the truck maker has also sold a number into general haulage, to “image-conscious companies”.

P-Roads undergo a more extensive transformation, and the lengthy conversion includes the removal of the cab. New chassis rails are fitted, with wheelbase options of 5600mm, 6000mm or 6500mm. By offering this conversion, Renault

Trucks in the workshop getting a second lease on life.

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says it is tapping into a major shortage of used Euro 6 rigid trucks. Because of their excessive power (most being 430hp or 460hp), many are destined for drawbar operations, and leave the used trucks factory pre-wired for a coupling.

Another market being tapped into is HGV driving schools, with Renault offering a crewcab conversion, with additional side windows and dual pedals.

The age of the donor vehicles can range from two to five years old, but the bulk of the trucks I saw at the factory were built in 2015. Mileage varies depending on what markets they are destined for, but all fall within the 300,000km to 450,000km range.

The conversion of P-Roads and X-Roads can take anywhere from 30 to 120 hours, depending on what’s needed, a good proportion of this time being devoted to software updates.

Conversions are costly, to the tune of 15,000 Euros (NZ$25,000) in the case of some P-Roads, and Duperray admits that while overall the project is profitable, the individual conversion costs are not always recouped. “The idea was never about making a huge profit,” he insists, “it’s about stock rotation.”

This year Renault anticipates selling between 700 and 800 X-Roads and P-Roads, and ultimately expects 10% of its European used truck stock to pass through the used truck factory doors.

In all honesty, I’m not convinced. While there may be a place for the X-Road, especially in Africa (see sidebar), the P-Road strikes me as a more difficult sale. How many operators are in the market for what is effectively a 460hp sleeper cab 18-tonner? That said, I wish I were driving one home instead of this Range D. Not only is the Range T a vastly superior truck, but also I might be able to hide on the bunk when the Eurotunnel Mercedes prison van shows up! 

WWW.GOCLEAR.CO.NZ IMAGES FROM THE LONG LAP 2018 Paul McNae of Queensland’s 1965 International RDF 195 is right at home on New Zealand roads as it was originally new to NZ Forest Products. With a GM 6V53 and a 5-speed and a 3-speed, it is fitted with a TIDD Jinker on the back.

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AUSSIE ANGLES

The truck parked in the same place on the way to Perth as in a favourite picture taken of Mick’s original LTL 30 years prior.

LTL 9000 2019 vintage – magnificence reborn Story by Howard Shanks Photos by Howard Shanks and as credited

The Ford Louisville LTL 9000 boasted all the options of the traditional prestige offerings from Kenworth and Mack when released more than three decades ago. Making a legendary name for itself, the LTL 9000 still has many loyal fans today. This is the story of one such fan, and the restoration of a Louisville Legend.

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H

ighland Haulage’s recently restored 1989 Ford LTL 9000 sat gleaming in their Deloraine yard.

Owner, Mick Linger, was leaning on a rear guard flicking through photos on his phone. “Here it is!” he said, stopping at the photo he was searching for. It was a photo of an old LTL with a neatly tarped load parked on the side of the road. “This photo was taken thirty years ago on the way to Perth in my first LTL,” Mick recalled.

“That’s the same spot I took this photo last week when I drove this one across to Perth.”

Highland Haulage is arguably one of Tasmania’s leading general freight and logging transport companies, with a local depot at Deloraine, a mainland depot in Melbourne, and satellite depots in other capital cities. Mick and his wife Chris head up the operation, which runs a modern fleet of some of the best looking and kept rigs on the road.

Mick’s son Markus operates one of their Heritage Western

WWW.GOCLEAR.CO.NZ

Cummins Big Cam The ‘Big Cam’ referred to the large diameter camshaft and top-stop injectors. They are a mechanical engine with no ECU to control the horsepower of the engine; that was done via the PT fuel pump and turbo boost. Cummins Big Cam III engines were introduced in 1983 and boasted a new, more durable pressed steel oil pan, along with new oil cooler and water pump. The top-stop injectors were modified to direct fuel feed (DFF) that had extra fuel flow for cooling and saw the introduction of the Holset HT3B turbo charger.

According to the textbook, an NTC Big Cam III engine develops approximately 13kW (17hp) per pound of boost. Consequently, when the LTL is climbing one of the many steep mountains in Tasmania and the boost gauge showed 30 PSI of turbo boost, mathematically it would be developing 381kW (510hp), but a Big Cam needs more than turbo boost alone to make horsepower.

Further on in the old textbook, it reads that the fuel pressure in a Cummins engine is approximately 1.5kW (2hp) per pound of fuel. A stock 261kW (350hp) engine has 157lbs, and a 298kW (400hp) engine 176lbs. Meantime, a later model triple four Cummins has 196lbs on an engine with the same block and displacement. Consider then, that if the fuel pressure in a 298kW (400hp) is increased by 20 percent (to approximately the same setting as a later model Cummins-444 at 354kW (475hp), then that Big Cam III 400 engine would be producing roughly the same power as the later model 354kW (475hp), all the while delivering better performance and economy.

PH OT OS : HI GH LA ND C OL LE C T I ON

Stars in their logging operation and shares his father’s passion for the industry and nice looking gear.

Nevertheless, Mick is from the ‘old school’; needless to say he has a passion for old-school trucks. Mick has some clear ideas about encouraging young drivers into the industry and training them thoroughly in all aspects of the operation.

“These older trucks don’t have the raw power of modern trucks, so they are more suited to a young driver because they have to learn to change gears and read the road. They also learn how to look after the vehicle. We see them learn respect for the machine they operate and, importantly, they gain the respect from their peers too,” Mick said.

The introduction of the Ford LTL 9000 in the mid-seventies provided owner-operators with a long bonnet prestige truck to compete with Kenworth’s legendary W-model and Mack’s Super Liner. The LTL 9000 offered a wide selection of engine, transmission and rear axle options at an attractive price. The longer bonnet and set forward front axle allowed room for larger engines and was a mechanic’s dream, as there was easy access for routine servicing under the bonnet.

Mick purchased the LTL just over four years ago to shuttle trailers from the ferry terminal at Port Melbourne to and from the depot. After 18 months in Mick’s fleet the tired old engine was on its last legs.

“I made the decision to pull it down and do a full rebuild on the engine,” said Mick. “It still had its original 365hp settings; this was the perfect opportunity to give it a little more punch.

Subsequently I had it rebuilt to a 400 Big Cam III spec, which not only gave it more power but also improved the reliability of the engine.”

Transmission-wise the LTL still retains the same 13-speed Roadranger overdrive, which has had a couple of rebuilds during its life.

Mick and his team did some serious work down the rear end. The old Hendrickson HFS400 4-Spring suspension was removed and replaced with a modern road-friendly Hendrickson HAS461 air-bag suspension. This enables the LTL to carry additional payload under their mass management programme. The rear axles were updated to Meritor RT46-160 with final drive ratio of 4.11:1.

“The bolt holes for the new HAS 461 air-bag suspension on the chassis matched most of the old bolt holes,” Mick explained. “Some days you have to be lucky.”

During the restoration Mick and his team removed the bunk

Left: The LTL in mid-restoration. Right: The new sleeper sub-frame coming together.

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1989 LTL 9000 SPECIFICATIONS and set to work designing and fabricating an air-ride sub-frame to mount both the cabin and bunk. It took some engineering to get the frame to clear the exhaust and other plumbing items.

“There is no doubt the effort to build the sub-frame was a more than a worthwhile exercise,” Mick says. “It has one of the smoothest rides in any of our trucks.

There is no vibration and the bunk barely moves in relation to the cabin. If you’ve had anything to do with these older trucks you’ll know that was an issue that caused water leaks in the bunk and cabin.”

While the cabin was in pieces, Mick installed Dynamat Xtreme sound deadening liner throughout the cabin and bunk to reduce noise and heat levels inside.

Once the paint job had been finished, the assembly of the cabin commenced in earnest.

“To ensure the reliability of the LTL, I had all the electrical and air hoses replaced all along the chassis too,” Mick said. “There were some extensive fibreglass repairs required around the bonnet to get it back up to new showroom condition.”

Over the years Mick has been a big fan of Centramate wheel balance weights; needless to say he quickly had a set fitted to the steer axle of the LTL. “They really improve the handling and absorb any vibration from the front of the truck.”

“I never set out to restore it as a show pony,” Mick said.

“It was always going back to work. We have a lot of jobs that require delicate care, ones that require a lot of time loading, with extra time and attention when it comes to securing the load. It’s these sorts of jobs that suit an older truck like the LTL. It’s a great mobile billboard for our company too.

You’ll find a lot of people admire and respect nice pieces of equipment and we’ve found this LTL is a real head-turner.”

When asked how it worked out cost-wise to restore versus purchase new, Mick had a clear answer.

“From a business point of view, you have to move with the times and keep abreast with technology. All companies need to run the most fuel-efficient trucks with dependable reliability.

We’ve just taken delivery of a new Kenworth T610SAR and most our logging fleet is less than two years old.

“However, there is still a place for the older trucks in our fleet,” he added. “One thing about restoring these older trucks is it keeps our staff and community motivated because there

Kilometres travelled – 4 million Current

Original

Engine

Cummins 400 Big Cam III

Cummins NTC 365

Horsepower

298kW (400hp) @2,100rpm

272kW 365hp @1,800RPM

Torque

1796Nm (1325lb/ft) @ 1300RPM

1796Nm (1325lb/ft) @ 1300RPM

Air cleaner

Donaldson

Donaldson

Transmission

Eaton RTO-14613 13-speed

Eaton RTO-14613 13-speed

Front axle

Spicer E-1462

Spicer E-1462

Front suspension

Multi-leaf

Multi-leaf

Steering

Ross HF64

Ross HF64

Rear axle

Meritor RT46-160GP

Rockwell RT40-145

Ratio

4.11:1

4.11:1

Brakes

S-cam

S-cam

Rear suspension

Hendrickson HAS461

Hendrickson HFS400

Turntable

Jost JSK37

Jost JSK36

Sleeper

Air-ride

Rigid mount

Extras

Polished stainless tank wrap, chrome Texas bumper, chrome bug deflector, chrome chassis bolt covers, Powerdown shockers, Suzi Coil sock cover, polished stainless chassis deck plate, polished stainless bunk skirts, Dynamat sound and heat suppression, Centramate balance weights.

is a real buzz of excitement in the workshop when we are working on these projects. Our Facebook gets lots comments when we put up a few photos of the stages of the restoration, and we’ve had a few requests to take this LTL to a few shows so people can see it.”

On the run west to Perth the week before, it was a real trip down memory lane for Mick. Even though the LTL has had few modern-day components installed, it still retains much of the old-school charm and characteristics.

“The addition of the cabin/bunk air-ride sub-frame really improved the ride quality. I’d have to say it is one of the best riding trucks I’ve been in,” Mick said. “Having the quality Powerdown shockers also adds to the handling and great road manners it has.

“Look, it’s a real pleasure to drive,” Mick concluded. “But don’t take my word for it, grab your doona and work diary and take it for a trip yourself,” he added. “You won’t want to get off it.” 

Left: Markus Linger and father Mick. Right: Old trucks have a place in the business for training and camaraderie, and as a tool for including the firm in the broader community.

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ROAD SAFETY TRUCK Hilton Haulage recently hosted the Safety MAN to go south to Glenavy to visit the Oceania Dairy factory. During the day several groups of factory staff and managers visited the programmes. Later in the day Hilton Haulage tanker drivers went through the Healthy Truck Driver and Share the Road with Big Trucks programmes. Hilton’s managers cooked up a fantastic barbeque so the drivers could relax and enjoy the visit.

HEALTHY TRUCK DRIVER TOP TIP High-level driver training can make a huge difference in the lives of the people we share the roads with. Professional driver training is critical to the effective operation of any fleet. Various courses are available throughout New Zealand - we recommend TR Group Masterdrive Services, who also teach stability control and rollover prevention skills. Check out their website at www.masterdrive.co.nz

After the drivers went through the programmes, Hilton Haulage held a meeting using the flexible set-up of the Safety MAN as their classroom.

The drivers enjoyed the environment and interactive programmes and the Safety MAN team loved the way it worked out so well, along with enjoying Hilton Haulage’s hospitality. If we had an order book and they had the money to spend, everybody would have purchased a 640HP MAN. A great deal of time was spent admiring the ins and outs of the truck.

It was a busy couple of days as the Safety MAN stopped in Timaru and visited the ARA Institute of Canterbury. The students, who are currently doing a New Zealand Certificate in Commercial Road Transport (Heavy Vehicle Operator Level 3), spent some time with the team and went through both programmes. They enjoyed talking to Rob Taylor and Dave Boyce about how long they had been in the industry and how they got into it initially. The course is proving to be very popular, which is great because the industry needs it to help address the growing shortage of drivers.

Commercial Road Transport students from Ara posing with the Safety MAN

Other groups from ARA came through the programme also, but unfortunately there was no fresh baking from the baking students for afternoon tea. Maybe next time!

If you would like to make a donation to support the Safety MAN, please contact us on 03 349 8070 or carol.mcgeady@nztruckingassn. co.nz. The Safety MAN has a new target of reaching 100,000 people and we need your help!

Hilton Haulage tanker drivers taking a break after participating in the Safety MAN’s Healthy Truck Driver programme in Glenavy.

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BUSINESS PROFILE

Pride and partnerships

The Haddock way Story and photos by Faye Lougher

Branding is a big part of the transport industry and most operators’ trucks are instantly recognisable due to stunning paintwork or striking graphics.

The team at Haddock Spray Painters in Whakatane is responsible for the immaculate appearance of a number of the fleets on New Zealand’s roads today.

G

oose Haddock had been a commercial fisherman for five years but when he got married, a landbased job suddenly became more appealing.

A few years earlier, his father, Dave, had bought a Whakatane spraypainting company, renaming it Haddock Spray Painters 1980.

“I bought a house, and started working for my father in his spraypainting business in 1985,” says Goose. “At that stage there were three staff, and one building with just one booth, nothing else.”

The company was doing truck painting for Barry Judge of Judge Motors, who was probably one of the biggest Mitsubishi dealers in New Zealand in the 1980s.

“We started off doing Dawe and Sons, Te Puke, another old name, JD Lyons down in Lower Hutt, and Taylor Brothers in Tauranga too. They were all Mitsis in those days.”

Goose says in 1986 the business changed dramatically when they were asked to paint a new Mercedes truck for Phil Meades of Coastal Carriers.

“After that the next truck was for McCarthy Transport, then all of a sudden we started doing their big rebranding – I think they had about 14 trucks at the time in Raetihi, and we started doing the secondhand ones and his new ones. That led to us meeting Gary Williams and Warwick Wilshier, and that got us into the logging industry, painting log trucks, and from there we have never really looked back. They are the companies that put us on our feet.”

When Dave retired in 2003, Goose took over the company and started expanding the business two years later.

“We expanded into marine, and into the automotive repair and refinishing side.

“From the start when we had just three staff, now we have 29, including seven panel beaters, six automotive refinishers (car painters), and four truck painters. Once you take out the office staff, the rest are boat painters.”

Haddock Spray Painters can take care of everything, from painting and signwriting to engineering work. They have a signwriter across the road and an engineering company behind them, so everything can be done at the one location.

“Your truck can come in and we take care of the signwriting and everything. Most of the new trucks will come down to Rotorua and go to either Patchells or Kraft [Engineering]. The trucks get measured for the logging gear and they build the trailers and bolsters, and we paint them while the gear’s being made so the truck doesn’t sit idle. I drive as well, so I do a lot of picking up, mainly from Rotorua.”

Haddock Spray Painters doesn’t just work on North Island trucks – Goose says they get a fair bit of work from the South Island too.

“We’ve been very fortunate to get a lot of work out of the South Island companies.”

Goose says they have two truck booths and usually work on about four or five trucks at a time. They average between 14 and 16 trucks a month.

A Kenworth ready for spraying in one of the two spray booths.

Like the old adage says, preparation is everything.

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Goose Haddock, owner of Haddock Spray Painters in Whakatane.

“The turnaround on a new truck is around 40 hours, while with a secondhand truck you can go anywhere up to 120 hours.

That can involve a lot of work pulling it to bits before painting.

We also do refurbishments; we can do the whole lot here – engineering, panelbeating, upholstery – the whole nine yards.

We’ve always tried to sell it as a one-stop-shop.

“We have some very good clients – Southpac Trucks and also Penske. We do McCarthy’s trucks, Williams & Wilshier, and Heikell Transport. We are members of Fleet Pool, the PPG network of truck painters throughout New Zealand.

The network guarantees the same quality of work, so if there is a truck needing repainting in the South Island that we’ve painted, we can call up a Fleet Pool partner and get that truck repaired, and it will return to the same standard as it left here.”

Goose says over the years the industry has changed, and today a lot of people are going with plain base colours and using vinyl for their stripes.

“When they do come to sell their vehicle, they just pull off the stripes and it’s easier to sell. Although we’re noticing more striping done in vinyl, of course there are still the stalwarts who like their painted stripes.”

Having a brand that’s instantly recognisable on the road is important, says Goose.

“I think these days it’s all about image for most companies, they take pride in the gear they’re putting on the roads. It does look good when they all look the same and they’re kept tidy, and most clients keep their gear looking really good. It’s all about image and the driver looks after it too. It’s good to see them take pride in their gear.”

In addition to truck painting, Haddock Spray Painters is a preferred provider of car repairs for all the major insurance companies.

“We’re also big in painting aluminium boats – all boats really, regardless of the size. We do around 240 boats a year. For the boat side we’re mobile, because some of it’s a bit too big to come to us. We take a compressor to the boat and do it onsite.”

Goose says the only downside is that over the years the paint has become so much better.

“Many years ago we would get a truck back to paint it a second time, but today the only time we ever get to paint a truck a second time is to take it out of its colours or if it’s been in an accident. Normally the paint will last for the whole time that a company has that livery for, a million to one and a half million kilometres. The application of 3M Scotchgard on the fronts means you no longer get them back to paint the fronts out because they’ve got chipped.”

Goose loves being a part of the transport industry, saying the customers on the commercial side are great to deal with.

“Also, with the salespeople and others in the industry, like Patchell Group and Southpac and Penske, you get on a oneon-one personal relationship.

“I’ve made a lot of close friends over the years. We get together to attend shows and enjoy the networking side of things. They are all really neat guys and they don’t blow their own trumpets.” 

And so it begins. A Western Star getting the treatment. A secondhand truck can take up to 120 hours.

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TECH TOPICS

A driver’s guide to the ‘dos and don’ts’ of diesel emission fluid (DEF) Words and photography by Howard Shanks

Howard Shanks is a qualified fitter, machine operator and truck driver, and a leading technical transport journalist. His working knowledge of the industry and mechanical components has seen high demand for his services as a technical advisor and driver trainer.

You can contact Howard on techtopics@nztrucking.com if you’d like him to explore a tech topic for you.

T

he inspiration behind this article began when a reader asked why modern trucks have a warning sticker next to the electrical master or isolator switch, advising to wait at least 80 seconds before turning off after the engine has shut down.

The simple short answer is to the let the diesel emission fluid (DEF) dosing unit finish purging.

However, to better comprehend this, it’s worth explaining what DEF is and the role it plays in a diesel engine’s operation and why new trucks need it.

Diesel engines by their design produce some toxic emissions, such as particulate matter (PM) – a known carcinogen, unburnt hydrocarbons (HC), nitrogen oxides (NOx) – induces smog and therefore contributes significantly to respiratory illness, and carbon dioxide (CO2).

Prior to the introduction of Euro 1 in 1993 there were no exhaust gas emission standards. In the short space of 26 years, with the current Euro 5 vehicles that proliferate today, the two nastiest elements regulators focus on – nitrogen oxides (NOx) and particulate matter – have been reduced by 75 and 94 percent respectively.

Selective catalytic reduction (SCR) is one technology widely used to achieve such positive results, and SCR requires the use of DEF. So the technology is SCR and the fluid is DEF. The current minimum standard for new heavy vehicles entering New Zealand is based on Euro 5, with equivalent US or Japanese standards accepted as alternatives. The government is currently assessing the benefits of implementing Euro 6 emissions standards, and cleaning up engine output even further.

How these emission systems operate

The system is comprised of two components: a diesel particulate filter (or DPF), and the SCR module.

DPF – diesel particulates are trapped via a filter in the upper

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exhaust line and systematically burnt off as the systems detect pressure build up.

SCR – DEF fluid (the reductant) is injected further down in the first part of the SCR assembly. Once present at the right temperature, the reductant triggers a series of chemical reactions in the catalytic chamber, converting the toxic nitrogen oxides (NOx) into harmless nitrogen, water, and a little carbon dioxide.

DEF is composed of a minimum 32.5 percent urea and 67.5 percent high quality demineralised/deionised water.

The active ingredient of DEF is ammonia (urea is a compound of ammonia and CO2). Deminerlised/deionised water is used so the metal and mineral ions such as iron, chloride, and sodium, are reduced to extremely low levels (i.e. well under 0.2 ppm). The reason this is done is because the chemical reaction on the catalyst bed is precise and very sensitive to metal and mineral impurities, which if present can result in a poisoning of the catalyst and result in an early replacement at substantial cost to the vehicle owner.

DEF precautions

DEF is corrosive to aluminium, which is why DEF tanks on vehicles are made from stainless steel or non-corroding, highly durable composite material. If you happen to spill any on your truck, clean it off immediately.

DEF also suffers a crystallising effect if it is left lying around, and you can see this clearly around tanks where spills haven’t been cleaned up. This crystallising can also occur inside the dosing unit if it fails to purge or clean itself, which will result in blocked dosing injectors and lines.

So that leads us back to the original question about waiting at least 80 seconds before switching off the electrical isolator switch: it is to give the DEF dosing unit time to purge itself.

After the engine shuts down you’ll hear a pumping sound from the dosing unit as it cycles through its purging process, clearing any unused DEF from the system and returning it to the tank.

This is normal.

If you turn the electrical isolator off before the dosing unit has competed its cleaning cycle, you run the risk of blocking the system. It is expensive to repair.

DEF contamination

Contaminated DEF can cause costly damage to your vehicle’s SCR system. DEF is not dangerous to the environment. Small DEF spills can be diluted with water; large spills will need to be contained with a spill kit and disposed of properly. In any event, never reuse spilled DEF because spilled DEF will

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DEF will crystallise when left exposed,

DEF is corrosive to aluminium,

and potentially damage and block

so be careful.

system components.

always be contaminated. Likewise, filling your DEF tank using random jugs or containers should be avoided, as contaminants can remain in the container from previous contents.

Similarly, if you fill your DEF tank with fuel or any other liquid other than DEF, do not start your engine. Any contamination of the DEF system will most certainly cause costly damage to your SCR system. It is best to contact your vehicle manufacturer immediately.

When you purchase DEF, check it displays the certification of the German Institute of Standardisation DIN70700 or the International Organisation for Standardisation ISO 22241-1.

This should guarantee the proper purity and concentration of a minimum 32.5 percent urea.

When dispensing DEF, take extra care to put it into the right tank; it is not an additive to your fuel and has to be in its own tank to work. A good practice is to take a moment to check that the filling equipment you are using is in perfect working order and there are no signs that the solution within has been compromised. Watch out for signs of crystallisation, which can block nozzles on pumps and spouts, increasing the chances of spillage.

What should I do if I put DEF into my diesel tank?

Again, do not start your engine. The aqueous nature of the DEF solution means it will head straight to the bottom of your fuel tank where the fuel pump intake is normally placed.

You will need to get the tank drained before you can start your engine, as this could cause damage to your fuel system. If you have put a large quantity of DEF into your tank, there is a considerable chance that your vehicle’s fuel system will have suffered harm.

Does DEF have any special storage requirements?

DEF should be stored in a well-ventilated, cool, dry area, out of direct sunlight. While the optimum storage temperature is up to 25°C, temporary exposure to higher temperatures has little to no impact on the quality of DEF. However, it’s worth

remembering that DEF is predominantly made up of water, meaning it will evaporate if stored at high temperatures for prolonged periods. Keep the cap of the DEF tank and storage containers securely closed to avoid any evaporation.

If some of the water evaporates from the DEF its constituent ratios change and it turns bad, although temperatures have to be high (30 degrees Celcius and upwards) and will likely cause some free ammonia to volatise (pass off as vapour) also.

Other causes of bad DEF can include the introduction of contaminants such as dirt and small stones. If you suspect that the DEF has become contaminated or degraded slightly, here are a few checks you can perform to find out.

The easiest way to identify if DEF has gone bad is to look at it. The fluid has a slightly greenish tinge, although might appear clear in small amounts, so if it appears cloudy or coloured it is likely that it is contaminated or old. Do not attempt to use the bad DEF, as this can lead to premature equipment failure. On-board diagnostics (OBD) are able to detect when the SCR system is not performing efficiently, and can derate the vehicle to ‘limp home’ mode. Where bad DEF has been used, the manufacturer’s warranty may be void.

If stored between -10 and +32 degrees Celsius the shelf life of DEF is approximately one year.

How much DEF will a truck consume?

DEF consumption is estimated to be between four to eight percent of the diesel burn, depending on the vehicle application, duty cycle, and load.

What will happen if I run out of DEF?

A lack of DEF will not damage the engine in the short term, but it only takes a top-up of five litres of DEF to give the vehicle an approximate range of 300 kilometres. When engine emissions are detected by the system with excess NOx for any reason, such as running out of DEF, the engine’s torque will be restricted to 60 percent of its peak level to encourage prompt rectification. Thankfully, most vehicles alert the driver when the DEF tank is getting low. 

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FUEL FOR THOUGHT

Where the rubber meets the road

By Russell Walsh

Russell was employed by the Energy Efficiency Conservation Authority (EECA) for two years from 2014 and was involved with their Heavy Vehicle Fuel Efficiency Programme.

P

erhaps the simplest – and often the cheapest – way you can reduce your fuel bills is to keep your tyres in good condition.

Like everything on your truck, tyres operate best when they are looked after. Tyres are most efficient when they are suitable for the type of work they are expected to do, are operated at the correct pressure, and aligned to the road surface.

It is the end user who pays for the millions of dollars tyre manufacturers spend each year developing tread patterns and compounds to improve efficiency. It is wasted R&D if you in turn do not look after your tyres.

Basic tyre maintenance is simple and should be part of your daily pre-start check. You should look for any damage to the tread and sidewalls, and of course any sign of loose wheel nuts or cracks in the rims. While the thump test with a bar in the morning and once or twice through the day is a handy stopgap, a proper inflation check with a reliable pressure gauge should be undertaken once a week at the at the very least, preferably twice. Tests have shown that a 10% reduction in tyre pressure can increase your fuel use by about 1%. Your tyre dealer will tell you the optimum tyre pressure for your type of operation.

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Routine maintenance should also include regular wheel and axle alignment. If you run trailers, the axle alignment on these must also be checked on a regular basis. A trailer that is not tracking properly behind the towing vehicle will create additional drag; this increases the vehicle’s rolling resistance and has to be overcome by the engine using more fuel than necessary. The additional drag may also increase the loading on suspension and other mechanical components.

There are a number of tyres available now that have been tested and approved as being low rolling resistance and fuelefficient. Although fuel efficiency gains of 2% or more are claimed from the fitting of these tyres, you should not expect to see your fuel use drop immediately as, like conventional tyres, any potential gains require the tyres to be looked after.

Additionally, if you go down the fuel-efficient tyre track, you will not gain the maximum benefit unless they are fitted to all wheels on the vehicle or vehicle combination. Fuel-efficient tyres are often more expensive than conventional tyres and have less tread, so do your sums carefully beforehand. Look for or request real-world evidence of savings. Alternatively, the supplier should be able to show you a copy of the test certificate. If they cannot, you have a right to be a bit suspicious.

In summary, tyres are one of the most abused items on your truck. Air is cheap, often free, and next to driver training, provides the greatest potential to reduce fuel use, so make sure you maximise the benefits available. 

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TRUCKERS’ HEALTH

Short circuiting: 2 Last month we showed you the first four exercises in the simple, no-frills bodyweight circuit. This month we bring you the last four.

Remember, correct technique is so important for injury prevention and getting the most out of each exercise. Use time or repetition as the basis. You could do three rounds of 12 of each exercise or do three rounds of 40 seconds of each exercise, taking a 20-second rest in between each exercise. 

Lunge: Slow reps 20 sec each leg. (Low intensity option: Shallow. Between chairs for support.)

Narrow Press-Up: Hands shoulderwidth apart, keep elbows in.

(Low intensity option: Off the knees. Knees under hips for even lower intensity.)

Crunch: Curl shoulders up. Don’t lift back off floor.

Focus on ceiling with eyes.

Laura Peacock Personal trainer TCA Fitness Club

Star Jump: Keep upper body strong and long. (Lower impact option: Legs together, alternating side taps.)

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April 2019

NZT914

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DRUG-FREE WORKPLACES

Stamping out drugs in the workplace: no silver bullet

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ould you allow a pilot to fly your plane after a night out drinking, or the driver on the school bus to transport your kids home after knocking back a drink or two?

The answer of course would be no. There’s simply too much at risk. Allowing employees behind the wheel while under the influence of drugs or alcohol is no different.

Under the Health and Safety at Work Act 2015, employers have a level of responsibility to ensure that workplace risks are well managed, and this includes not allowing employees to work under the influence of drugs or alcohol. As an employer, if you are aware that an employee is impaired and fail to do anything to mitigate the risk, you are likely to be liable if an accident occurs.

Unfortunately, identifying employees under the influence isn’t as easy as you might think. The first step is knowing what to look for. The telltale signs can include attendance problems, poor concentration, poor performance, behavioural issues, forgetfulness, and minor accidents and mishaps commonly occurring.

Even when the clues are obvious, many employers and managers lack the skills and confidence to deal with delicate and potentially volatile situations that might arise from confronting an employee.

When you don’t know what you are doing, a delicate and volatile situation can move rapidly from asking simple questions to laying the groundwork for a personal grievance claim.

How do you fully manage the employee? How do you confidently move from suspicion to verification? Can you prove they are, in fact, under the influence? And what do you do if a drug test is returned positive?

Added to this are the worries about reactions and repercussions. Businesses need to know what the next steps are, legal or otherwise, to effectively deal with drug and alcohol problems without creating new ones.

Even if you are confident you can spot an employee under the influence, could you detect if they were on methamphetamine or cocaine or marijuana? Dealing with someone under the influence of these different drugs calls for very different tactics.

To manage a modern workforce that operates in New Zealand’s evolving drug and alcohol culture requires ongoing planning, vigilance, education and training.

Start by clearly establishing that your workplace culture does not tolerate people attending work under the influence.

Introduce this philosophy to employees from the very beginning – as early as the interview stage.

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During interviews, clearly outline your standards and This month we begin a new expectations on drug use and regular column helping testing. It’s critical at this stage employers with one of the to reiterate the importance of a biggest issues they face drug-free workplace for health and on a daily basis, keeping safety. their workplaces drug-free.

These first conversations with Kirk Hardy of The Drug employees need to be consistent Detection Agency will offer with your company’s written clear, impartial advice, drug and alcohol policy, which and discuss the issues of needs to be unambiguous. And the day. the rules and guidelines should outline reasons for drug testing, processes involved, and methods of assistance given to those employees who test positive or voluntarily admit they have issues.

Get professional advice on drug screening employees. Put a regular testing programme in place and discuss what form of testing – whether oral fluid testing, on-site or lab-based urine or hair testing – can be set up to best meet a company’s needs and avoid legal grievances.

Today, many companies operating in the transport industry lean on pre-employment testing as a prerequisite.

It’s important to note that pre-employment testing is focused on identifying substance use disorders. It helps identify longterm consistent drug use and therefore risk, which is why hair testing is often used. It is an effective way to prevent drug issues from entering your workplace.

Importantly, don’t take chances, or rely on DIY kits. Drug testing is a professional service that should be conducted by independent and accredited professionals. When done wrong it compromises employee safety and damages a company’s reputation.

Employers in the transport industry can’t afford to tolerate the effects that drug and alcohol use can have on our roads.

Trucking companies can’t afford to risk the safety of other drivers on the roads. A robust drug testing programme plays a pivotal role in keeping all drivers safer. 

Kirk Hardy, CEO TDDA (The Drug Detection Agency) TDDA has ISO 15189:2012 accreditation for workplace drug testing (see NATA and IANZ websites for further detail). TDDA is considered to be a leader in its field, with 57 operations throughout Australasia.

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SHARE THE ROAD

Glynn approaches the job as it should be approached, in a calm and considered fashion.

What’s the cyclist doing in a milk tanker?

Good ideas come from those at the coalface, or in this case whatever the tanker drivers hook their tanker’s hose to.

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he daily 6am meeting of the Fonterra Red Shift at Takanini was no exception, with helpful suggestions being made to ensure the safety of the drivers when their tanks are being hot washed before the collections began.

I was teamed up with experienced driver Glynn Yern for the day. We were given a dozen farms off Highway 27 near Mangatarata in the Waikato for the first trip, where we would pick up about 27,000 litres of milk. After a thorough inspection of the Volvo FM500 tanker and trailer and the hot wash completed, we headed out on to SH1 south and over the Bombays with the dawn revealing clouds teasing the dry hills with the promise of rain.

The midsized Volvo was perfectly matched for the task it was to do and was very comfortable from a passenger’s point of

view. The deep windscreen gave a good view of what was close to the front of the truck, which was handy when negotiating the narrow farm roads and tight turns to get to the milking sheds. The quiet 500hp engine never seemed to struggle during the day with the ever-increasing load. Full of smart tech, a big screen told Glynn exactly where on the farm the dairy shed was (handy in the dark), and the computer knew how much milk to expect. The first thing he noted before pumping got underway was the temperature of the milk; samples were collected at each farm. The farmer’s tanks were emptied in minutes, with further checks being made to ensure the milk was in perfect condition.

While pumping Glynn would walk up and down the truck and trailer inspecting all the hatches, taps, hoses and connections for possible leaks. He has a very methodical approach to these critically important tasks that he will repeat throughout the day.

An ex-policeman, Glynn had a relaxed view of the behaviour of those he was sharing the road with; over the years he has seen it all. He acknowledged that there was nothing he could do to prevent cars passing when there was not enough room, etc. His first response was “I wonder why they did that”, rather than “what a #%&*$!”.

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The lads at Auckland Boys’ Grammar learn from Fonterra’s Dene Wyllie, lead driver of Red Shift Takanini, on how best to share the road with big trucks.

The biggest factor that contributed to his calmness was the computer-generated schedule that meant he had enough time to get the job done without having to rush. If something went wrong, another tanker could be rerouted to service that farm.

This meant he could drive free of distractions, enabling him to be totally focused on what was happening around him and the truck. While we didn’t see any cyclists that day, I knew if we did, Glynn would have chilled out, and kept well back until it was safe to pass.

A week or so later Glynn’s supervisor, Dene Wyllie, lead driver of Red Shift Takanini, together with a tanker, took part

in a Share the Road Blind Zone Workshop for the Auckland Boys’ Grammar School cycling team. After an 80km ride, the 45 lads took part in exercises around the tanker and learned how to make a truck driver’s life easier when sharing the road with them.

Big thanks to Fonterra for the day in the tanker with Glynn, and for supporting the Blind Zone Workshop at Auckland Boys’. Thanks too go to Anna Scandlyn, who drove the Fonterra tanker to the workshop, and to Brent Johnson, Auckland transport supervisor from Golden Bay Cement, who also brought along an enormous Kenworth tanker for the boys to climb into. We saw some impressive backing getting the trucks and trailers in and out of the small schoolyard where the workshop was held.  If you want to know more about the Share the Road Campaign, contact campaign manager Richard Barter on 021 277 1213 or richard@can.org.nz or at www.sharetheroad.org.nz

Richard Barter, manager of the Cycling Action Network’s Share the Road campaign

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HEALTH AND SAFETY

Maintenance and weather

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slippery. Increase your following distance from two seconds to t’s that time of year again when the days are starting four seconds (heavy motor vehicles should already be at four to become significantly shorter, the sun is significantly seconds; increase it further still) to allow more room to react if lower, and the weather is significantly worse. What does the vehicle in front stops suddenly. Slow down in high winds this have to do with health and safety and maintenance? and frosty areas. Take another route if Most of us drive to and from work, possible. many of us drive for work, some of us The PCBU (your employer) is drive long distances and for long periods. responsible for providing you with a It’s important at any time of year that the How can Safewise vehicle that is fit for purpose. They need vehicles we use are well maintained and set help? to ensure it is well maintained and legally up to support safe and easy driving.

We work with organisations compliant. Drivers have a responsibility The days are shorter. We are often that need more health to report faults and the need for updating starting and finishing our journey in and safety knowledge, the legal compliance, such as road user the dark. Our windscreens need to be or more time, than they charges, warrants/certificates of fitness, clean, our lights need to be working. This have in-house. For more and registration. In situations where the includes headlights, tail lights, fog lights information, check the worker has provided their own vehicle, and indicators. You need to see and to be website an agreement should be made regarding seen. www.safewise.co.nz these things. In either instance, the The sun is lower. Sunstrike can be a vehicle must be roadworthy.  major problem in the morning and the evening. Our windscreen, back window and mirrors need to be clean. There should be a sun visor.

The wipers need to be in good condition and the windscreen washer fluid bottle should be full. Remember that you can’t see Tracey Murphy is the owner and vehicles coming towards you if you are driving into the sun. If director of Safewise Limited, a health the sun is behind you, the drivers heading into the sun can’t and safety consultancy. She has more see you. Think about this, especially at intersections. Don’t use than eight years’ experience working the windscreen washer when heading into the sun. It will make with organisations from many different your vision much worse. industries. Tracey holds a Diploma in The weather is wet, windy and cold. Most people slow down Health and Safety Management and a Graduate Diploma in Occupational in heavy rain, but light rain can make the road even more

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Safety and Health. She is a Graduate Member of New Zealand Institute of Safety Management and is the Waikato branch manager.

Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

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LEGAL LINES

A refresher course in contracts

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ontracts make the commercial world go around; no building is constructed and no deal is made without one. They make the transport industry go around too, because every driver drives under some form of contract, either an employment contract (a contract of service) or an owner-driver contract (a contract for services). Every product transported is carted under a contract of some form, every truck is bought under a contract, and every truck that needs work done is repaired under the terms of a contract. That is why it’s important for everyone, but particularly business owners, to understand the basics of contracts.

It seems obvious that you should never sign a contract of any significance without understanding or knowing exactly what it means to you, but how many of you have bought a business or a purchased a truck on finance or entered into an owner-driver contract without really reading it very closely? My guess is that there will be at least some of you out there who regret signing on the dotted line after pouring money into a contract that is worthless, when you could have avoided this situation if time had been taken to read the terms of the contract carefully. Being forewarned is forearmed, so here are the basics on contracts.

for it. Then even if B goes ahead and does it, then there is no contract between them as there is no consideration. If B suddenly refused to cart the container, A could not bring a claim against B for suddenly refusing, because there is no contract to be breached.

Must a contract be in writing?

Many people make the mistake of thinking that if it’s not in writing, then it’s not a contract. This is incorrect, because a contract can be made in writing or verbally, or by a combination of the two. Let me repeat that: just because there is nothing in writing it does not mean there is no binding contract.

However, if there is a contract of any significance then it is advisable to put it in writing. The reason for this is that if any difficulties arise to do with the contract, then it’s far easier to see what was agreed upon by looking at a written contract rather than relying on the parties’ memories of it.

There will be times in the real world when some agreements can be made on a handshake because they happen quickly and there is not enough time to put anything in writing. For example, Driver A is contracted to cart a container from a site works but something comes up at the last moment so he calls his friend Driver B to ask if he can do the job. Driver B accepts Driver A’s offer and they agree on a rate.

Of course, there’s no time to record a formal written contract but both drivers should note down what was agreed upon even if it’s just a few sentences somewhere in their logbook.

Many people make the mistake of thinking that if it’s not in writing, then it’s not a contract.

What is a contract?

A contract is a legally binding agreement between two or more parties that recognises and governs the rights and duties of the parties to the agreement. A contract is legally enforceable because it meets the requirements and approval of the law. An agreement typically involves the exchange of goods, services, money, or promises of those. A contract must have the following three elements present: • An offer • An acceptance • Consideration.

Please note that this article is

To illustrate, A asks B to cart a container from the wharf to a warehouse for the payment of $100. This is the offer. B agrees to cart the container from the wharf to the warehouse for $100.

This is the acceptance. The consideration coming from A is the payment of the $100. The consideration coming from B is the provision of his vehicle, time and labour to carry the container.

Offer and acceptance are simple concepts to grasp but consideration is not so simple. Say for example, A asks B to cart the container as a favour and he doesn’t offer any payment

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Next month I’m going to provide a summary of the basic rules of entering into a contract with a focus on what to remember before you sign a written contract and why it’s important to do your due diligence to be sure that you know exactly who you’re contracting with. 

April 2019

not a substitute for legal advice and if you have a particular matter that needs to be addressed, you should consult with a lawyer. Danielle Beston is a barrister who specialises in transport law and she can be contacted on (09) 379 7658 or 021 326 642.

Danielle Beston

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NZ TRUCKING ASSOCIATION

Trucks are essential to everyday life

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t’s time to balance the media discussion. People in the trucking industry know how essential trucks are for the economy because they work every day to keep the wheels turning. The trucking industry is not very good at communicating to the general public about how essential trucks are to everyday life.

Essential doesn’t even begin to explain how critical trucks are to the economic and social wellbeing of the country. To list everything that a truck delivers would be impossible; it would be easier to list what is NOT carried on a truck.

All consumable items at some point are carried on a truck, as are the raw materials that make the finished product, and parts for machines.

What would life be like without trucks?

Day 1 to day 30 • Fuel would be scarce • Food shortages would happen • Medical supplies would not be delivered and people’s lives would be put at risk • Mail would not get delivered • Rubbish would not be collected • ATMs would run out of money • Medical waste and hazardous materials would build up and not be removed • Manufacturing would come to a halt, putting thousands of people out of work • Crime would escalate.

As an industry we need to do more to bring balance to the media, which is quick to report a truck crash and the horror of the details. They don’t report that trucks are an essential part of daily life, that we simply could not go about our normal lives without them.

Truck news always seems to focus on the extreme details of a truck crash. Lacking in the media is the story about what trucks do and how much investment is made into trucks. It wasn’t that long ago that there was outrage about the diesel fumes emissions from trucks. Yet trucks nowadays run on cleaner burning diesel and have had huge improvements in their technology. Most new heavy diesel engines are now Euro 5 or better, making them some of the most environmentally friendly vehicles on the road.

Many people’s perspective is that trucks are still dirty old things – because we don’t tell the general public about the huge

advancements in technology and design, all so we can deliver their goods economically and efficiently.

The anti-truck lobbyists often say they would like to see all trucks off the road and while that statement irritates most truckies, practically it could never happen. While the idea of using more rail can be a viable option for some freight, it’s just not practical to run train tracks everywhere around the country, especially in the cities and small towns. When you consider that the roading network available to trucks is 95,000km and the available rail network is less than 4000km, you can see the problem with this line of thought. Prices would skyrocket because the cost to get your everyday goods would increase substantially. Some fresh food would not travel well on that system either. Productivity would go down because business supplies would be delayed.

The Ministry of Transport National Freight Demand study has indicated that the demand for freight is going to increase by 50% over the next 25 years, so we need to talk about how rail, coastal shipping and trucks can deliver on that demand.

Having major roads and highways resilient so trucks can get from A to B more efficiently and without disruption is vital to keeping the economy going.

Huge investment into rail is needed to bring the network up to standard so more freight can be carried to increase rail productivity. How this is going to be funded should be discussed; it should not be funded from the road user charges levied against the trucking industry.

New Zealand is a small country so it’s difficult to stretch the money to cover everything. Unfortunately, the demand for freight won’t wait and this will result in congestion on both road and rail networks, and potentially further aggravate the truck driver shortage problem.

The road is the truck’s workplace and truck drivers are professionals who are doing a great job, so they deserve your respect.

Let’s start sharing stories about all the good work trucks are involved with. 

NZ Trucking Association, 23 Islington Avenue, Waterloo Business Park, Christchurch 0800 338 338 www.nztruckingassn.co.nz

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By Carol McGeady, executive officer NZ Trucking Association

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ROAD TRANSPORT FORUM

Low freight rates central to industry’s workforce problems

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he majority of our industry is made up of professional, law-abiding and extremely safety conscious businesses, which is why it is so disappointing when we are presented with evidence of the rump of our industry cutting corners on compliance and safety.

Unfortunately, the negative publicity achieved by the poor and at times illegal practices of a few operators is extremely damaging, and undoes so much good work by so many to lift the industry up.

Let me be clear, no matter what the situation is and what the demands of the freight task are, the Road Transport Forum will never excuse or condone non-compliance of work time rules or drivers being pushed to work while fatigued.

Academic research that uncovers situations where drivers are literally falling asleep at the wheel, or as a matter of course carry around two logbooks – one for the police and one for their boss – so they can work over their legal hours, is really disappointing.

The 13-hours per day, 70-hours per week maximum work time rule our industry operates under is already so out of kilter with what most New Zealanders would consider a reasonable work-life balance that to deliberately go over it to the extent of carrying two logbooks is unscrupulous to the extreme. If even law-abiding 70-hour weeks are the standard, the reality is that our industry will never attract young people to it in the numbers we need to keep up with the growing freight task.

As we know, freight rates in New Zealand are extremely low.

This is great for the overall economy as it is cheap to get our goods from the farm gate to the port or from the port to your supermarket. However, as the meat in this economic sandwich, road transport operators are being squeezed ever harder to reduce transportation costs and keep their prices down.

Rogue operators willing to take contracts at a very low price actually become an informal freight rate index for the whole industry. This makes it hard for other operators to legally compete with and has a natural flow-on effect to those at the coalface. It is the drivers who are then under pressure to achieve the task within the given timeframe and for a given price, so a number willingly break the rules to do so.

There is no doubt that the industry must work together to expose the bottom-feeders and lift freight rates to ensure the industry is profitable into the future, businesses can get ahead, and drivers are not expected to work unreasonable, antisocial hours. This will go a long way to help alleviate our chronic recruitment and retention issues, and will over time improve the overall public perception of the industry.

TURNING TO ANOTHER hoary old chestnut, the revocation of heavy vehicle towing connections.

I am pleased that NZTA has finally agreed to cover the costs of recertifications and repairs for operators affected by the suspension of heavy vehicle specialist certifier Patrick Chu. I think most people would agree that NZTA’s initial position where they were refusing to provide any compensation whatsoever was unfair to road transport operators, who through no fault of their own were affected by the suspension of Patrick Chu and the subsequent revocation of vehicle certifications.

The curious thing about NZTA’s initial position was that they had already set the precedent by funding similar recertification works in the South Island following the Peter Wastney suspension so it seemed strange that in the Patrick Chu situation they were so slow off the mark. This wasn’t a reasonable situation and I am glad that the agency has subsequently corrected it.

Operators affected have already lost business and therefore revenue due to having to take vehicles off the road. For smaller operators particularly, this causes major cashflow problems and presents difficulties associated with upholding contracts while having vehicles off the road.

While I hope this will be the last round of certifications to be revoked, if, as the various reviews of NZTA’s compliance processes chug on it is not, then the Road Transport Forum expects the agency to remain consistent in their application of compensation.  Information relating to recertifications, including for the reimbursement and payment process, is available at www.nzta.govt.nz/Patrick-Chu. Any queries relating to the revocation situation should be addressed to vehicles@nzta.govt.nz, with ‘Patrick Chu towbar’ in the subject line.

I’m always keen to hear from those of you at the coalface of our industry so please don’t hesitate to contact me at nick@rtf.nz if you have any concerns or feedback you wish to pass on.

Nick Leggett Chief executive officer

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Renault Lander 460.32 8x4 Renault Lander 8x4 Kenworth T909460.32 6x4 tractor unit Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Brett Marsh Transport Ltd Driver Richards Driver Frank Richards Engine: Cummins X15 Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Roadranger RTLO22918B Transmission Transmission Optidriver Optidriver Rear axles: Renault P2191 Meritorwith 46-160 Rear axles hub reduction Rear axles Renault P2191 with hub reduction Features: Klos Custom TrucksPK12000 stainless steel Truck body Flat deck with front mounted Truck body Flat deck with front mounted PK12000 fitments and lighting, Alcoa Dura-Brights, Palfinger crane

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Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: MMM Cartage Ltd Driver Frank Richards Driver Frank Richards Engine: Cummins X15 458kW (615hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverEaton UltraShift Rear axles: Renault Meritorwith 46-160 Rear axles Renault P2191 with hub reduction Rear axles P2191 hub reduction Body: Trailers Truck body Flat deck with front mounted PK12000 Truck body Flat deckT&G with Transport front mounted PK12000 Features: Twin

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temperature products New Zealand-wide

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Mellow Miles & Michelin Men Midnight Martinborough Renault Lander 460.32 8x4

Carperton Argosy Argosy out East Renault Lander 460.32 8x4

Scania S620Roadex Highline 8x4 rigid Operator logistics Ltd, Mount Maunganui Driver Frank Richards Operator: Martinborough Transport Ltd Engine 0Xi11, 460hp Engine: DC16 115 V8 462kW (620hp) Transmission Optidriver Transmission: Opticruise Rear axles Renault P2191 with hub reduction Rear axles: Scania RB662 Truck body Flat deck with front mounted PK12000 Body: PalfingerJackson crane Enterprises Features: Custom signage and murals, offset Features Disc brakes, Bluetooth, steerers, stainless steel marker light bars Dura-Bright alloy wheels Operation: Carting roofing Stock movements throughout the Operation material around country the Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Driver Operator: Frank Richards R & J Logging Ltd Engine 0Xi11, 460hp Engine: Detroit DD15 417kW (560hp) Transmission Transmission:OptidriverEaton UltraShift Rear hub reduction Rearaxles axles: Renault P2191 Meritorwith 46-160 Truck bodyequipment: Flat deckEvans with front mounted PK12000 Logging Palfinger crane Trailer: Evans 5-axle HPMV multi bolster Features Disc brakes, Bluetooth, Features: Twin air rams, custom side skirts and LED Dura-Bright alloy wheels lighting, alloy front bumper Operation Carting roofing material around Operation: the Bay of Logging operations out of Gisborne around Plenty area

The Mother Ship Superb Super Liner DAF XF105 Super Space Cab Renault Lander 460.32 8x4

Operator:

Laurent Contractors

Operator RoadexMX13 logistics Ltd, Mount Maunganui Engine: 380kW (510hp) Driver Transmission: Frank Richards RTLO20918 Roadranger Engine Rear axles: 0Xi11, 460hp Meritor 46-160 with full cross locks Transmission Optidriver Rear suspension: Airglide Rear axles RenaultNationwide P2191 with Stockcrates hub reduction Body: Truck body Flat deck with front mounted PK12000 Trailer: Domett PalfingerFridge, crane microwave, heated seat, night Features: Features Disc brakes, Bluetooth, heater, light bars and LED lighting, DuraDura-Bright alloy wheels Brights Operation Carting roofing material around Operation: Livestock movements throughout the the Bay of Plenty area

Driver:

North Island Jock Temm

Freightliner Argosy 8x4 rigid

the East Coast

Dewâ&#x20AC;&#x2122;s Jewel Renault Lander 460.32 8x4 Milk MAN Operator Roadex logistics Ltd, Mount Maunganui MAN TGX35.540 8x4 tractor unit Driver Frank Richards Engine 0Xi11, 460hp Operator: Harte Transport Ltd Transmission Optidriver Engine: D26 397kW (540hp) Rear axles Renault MAN P2191TipMatic with hub reduction Transmission: Truck with hypoid front mounted PK12000 Rear body axles: Flat deckMAN PalfingerMAN craneairbag Rear suspension: Features Disc brakes, Bluetooth, Features: XLX sleeper cab, Kelsa LED light bars, Dura-Bright alloy wheels stainless steel drop visor, stone guard Operation Carting roofing material around Operation: Between Christchurch and Nelson on bulk the Bay of Plenty area

milk and other refrigerated deliveries

Making heavy vehicle fleet management easy for you www.trgroup.co.nz

0800 50 40 50

New Zealand Trucking April 89 11 November 2015 NZ2019 TRUCKING

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks. What’s more, there’s new technology and advanced design features showing up almost every month.

New Zealand has a rich heritage of body and

trailer building and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer included on these pages, send a photo, features and the manufacturer’s name to trailers@nztrucking.co.nz

More Wood for Woodstock New for Woodstock Transport fresh out of the Mills-Tui workshop is this log truck set-up and Mills-Tui 5-axle multi bolster trailer based on a MAN 8x4, complete with high tensile Mills-Tui bolsters on the truck and trailer.

Features: Hendrickson disc brake axles and airbag suspension, TIREMAAX Pro for maximum tyre life, steel chequer plate chassis covers, LT safety tensioners and Mills-Tui alloy wheels. The unit runs SI Lodec scales with Blue RITS. The truck is finished with custom-built twin stacks and air rams fabricated in Mills-Tui’s workshop.

Mills-Tui Ltd

Blinged Up Bin Wood Patchell Industries have just delivered this very sharp new build to to the team at Lake Self Loading Ltd of Napier. Based on a K200 Kenworth, the unit is a striking head-turner on the road and a striking performer at the coalface, working the skid sites.

Features: Palfinger Epsilon Q150L crane, SI Lodec weigh system, Bigfoot CTI system with GPS. Patchell Industries

KIWI 16, 17 90

New Zealand Trucking

April 2019

KIWI 175

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Brightwater Bottom Dumper Joining the ever-increasing number of bottom-dump trailers to emerge from the Invercargill workshops of Transport Engineering Southland is this example put to work recently by AC Palmer & Sons from Brightwater. A tare of just 5580kg and a 32 tonne GVM makes for a highly productive unit. The trailer

will work on roading operations throughout the local area, towed by a DAF CF85.

Features: Transpec-supplied SAF Intradisc axles and airbag suspension, WABCO EBS system, Alcoa alloy wheels and Lodar wireless remote door controls.

Transport Engineering Southland Ltd

Cool car crusher Straight out of Total Transport Engineers’ factory and built to travel the North Island is this new quad axle semi equipped with an Italian manufactured GPS baler for Sims Pacific Metals.

The baler is a stand-alone system; fed directly with scrap metal, it compresses and compacts and then ejects bales ready for transportation.

Transport Engineers is equipped with hydraulic stabilising legs to support the 30,000kg tare during baling operation, self-contained diesel powered hydraulic module fitted to gooseneck, 17.5” SAF modular drum brake, axle and suspension assemblies, Alcoa alloys and Bridgestone tyres, Wabco EBS braking system.

Features: The trailer constructed by Total

Total Transport Engineers LP

Spec your trailer on KIWIs – the new tyre of choice for KIWIs KIWI 16

KIWI 17

KIWI 175

Wide grooves will not hold stones

The KIWI 16’s tougher twin

Multi use tread pattern

Heavy duty case

Super heavy duty case

Urban/highway/off road

Excellent mileage performance

Puncture resistant

Puncture resistant

17mm extra deep tread

17mm extra deep tread

17.5mm extra deep tread

0800 KIWI TYRES Matt – 021 190 1002

John – 027 226 9995

www.kiwitrucktyres.co.nz New Zealand Trucking

April 2019

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Little Truckers’ club

ou ure y ake s m o s w , elo . tition are b s mpe il o c ta ’ e de some truck had ? out, th y e it d w k a ow alre first ‘A chec ber h f our April ith nd o emem on e it’s e R o v s e e , tor y w i s l e e don s at th cker’ n an b u , ly r o r c ll T ti a e to s o ?W of a Wh ble que is ne nd a e life e term ap Ltd a v t th w s a y S r in w fi a d J d an The day om and n holi swers u pics ran fr e l be o of an e Ver As yo truck all th s l ik t. p s o you’l m M a a o o e p c fr h r e o , d e g h m e n iv in so eg unc they take I rece cky w ons M reat b rs as tulati ut a lu drive a t re a g r o me e o a g w n d th s to r to dre big . Sen s. Co ucke e a tr im n t , e o e w n h t g o Blen be o orrec u will all kn from e will p c re yo n iz r ti u e s p d e n f th da so I’m Hove res o ss an ve! ddre t pictu ners a wa a in r in r d u p w n a yo to tition oing y! mpe I’m g g co its wa in r u . lo e o r c e t th d tha truck all ge a ‘fin they have e once w onth This m

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Colouring competition This month we have a new colouring competition and there’s some fantastic news to go with it. Scania New Zealand has put up great prizes. There’s a tee-shirt, a cap, and a model Scania!

Thank you so much Deon Stephens and the team at Scania New Zealand for getting in behind tomorrow’s truckies!

Here it is. Make it your own Scania!

Show us all. You never know, one day you might get to paint a real one in the very colours you choose here.

Be in to win!

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New Zealand Trucking

April 2019

Send your entry to Scania colouring competition rochelle@nztrucking.co.nz or Scania colouring competition C/o New Zealand Trucking magazine, PO Box 35, Thames 3540.

Entries close 30 May 2019.

WWW.GOCLEAR.CO.NZ

Find that truck!

What a lovely big Talley’s Group Scania! Guess what? We’ve shrunk the picture and hidden it somewhere in the magazine, so off you go… find that truck and tell me what page it is on. All the correct answers go into a bucket and the person whose name is drawn out will win a prize.

Send answers to: Find that truck! rochelle@nztrucking.co.nz or

For Service & Supply See Your Local Battery Town Specialist

‘Find that truck’ C/o New Zealand Trucking magazine PO Box 35, Thames 3540.

Entries close 30 April 2019.

Trucking joke time!!!

Q – Why did the truck turn into a frog?

A – It was being towed! (toad)

Battery & Auto Electrical Specialists Nationwide Battery Warranty Over 90 Locations

0800 566 667

www.batterytown.co.nz New Zealand Trucking

April 2019

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MEMBERS’ REVIEW Koromiko Engineering Ltd NZTTMF member since: 2000

Koromiko is a heavy transport engineering company, based in Mt Maunganui.

It has a 40-year history, which is impressive in itself. But, what really makes it a company with a strong and loyal customer base and an enviable reputation is its ‘open’ operational philosophy.

One of the two current partners in the business, Derek Haywood (the other is Shane Valois, son of founder Ron Valois), says the company is open to anything. That may be trailer building from scratch, heavily customised to customer requirements; fabrication; re-engineering of OEM, and repairs.

In that respect, Koromiko can be characterised as the epitome of the ‘can-do’ approach that is the cornerstone of our industry in particular, and the country in general.

Koromiko has a fully equipped workshop and highly skilled

and experienced staff (Derek has been with the company for 35 years, Shane for 25 years). Shane is in charge of the workshop; Derek handles the design and admin side.

If they have a specialisation, it is customisation. That open approach they have would suggest that Koromiko will have a go at just about anything. And evidence of that is a list of built for purpose trailers noted for their diversity and versatility.

Koromiko’s production includes tippers, loggers, crane trucks, curtainsiders, dump trucks and just about everything else on the road (and off-road) today.

Contact Derek or Shane to discuss your requirements.

Chances are they have already built it, and – if not – they will.

WHO:

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New Zealand Trucking

April 2019

Koromiko Engineering Co. Ltd

WHERE:

Mt Maunganui

WHAT:

General engineers with an emphasis on customisation

WEBSITE:

Under construction

EMAIL:

koroeng@xtra.co.nz

PHONE:

+64 7 5755689

WHO TO ASK FOR:

Derek Haywood or Shane Valois

WHAT TO ASK FOR:

Just about anything you want

WWW.GOCLEAR.CO.NZ

SATURDAY 20 & SUNDAY 21 APRIL 2019 If it’s got wheels or tracks it will be on display!

• CLAAS Harvest Centre Vintage Fair - Tractors, Steam & Farming Heritage • Car, Motorbike & Truck Show • Gough CAT Earthmoving Extravaganza

www.wheelsatwanaka.co.nz

ENTRIES NOW OPEN $20 for both days and receive one FREE ENTRY to Highlands National Motorsport Museum valued at $25. Enter online today!

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WHAT’S ON Wheels at Wanaka

“Why not match Brissy up with …”

Cars, motorcycles, trucks, tractors/agricultural, earthmoving equipment 20 and 21 April 2019 (Easter weekend) Three Parks, Ballantyne Road, Wanaka Contact: info@wheelsatwanaka.co.nz

Heritage Truck Association Show

NZ Model Truck Association Easter Nationals 20 and 21 April 2019 (Easter weekend) Tamatea Intermediate School Gold coin donation to charity Contact: srbeesley@hotmail. com

NZ Trucking Association

Show organisers – please send your event details at least eight weeks in advance to: editor@nztrucking.co.nz for a free listing on this page.

Brisbane Truck Show 16 to 19 May 2019 Brisbane Convention Centre Contact: www.brisbanetruckshow.com.au

New Zealand Trucking

April 2019

Gore Truck Show

All scheduled events may be subject to change depending on weather conditions etc. It is suggested you check the websites above before setting out.

2019 Trucking Industry Summit Sudima Hotel, 550 Memorial Avenue, Christchurch 4 May 12.30pm to 4.30pm Contact: info@nztruckingassociation.co.nz

96

18 to 19 May 2019 Rocklea Showgrounds Contact: secretary@heritagetruckassociation. com.au

1 June (Queen’s Birthday Weekend Saturday) Contact: Rhonda Wilson 027 257-8895

Reunion – former transport staff NZCDC Te Awamutu

Queen’s Birthday Weekend 2019 Contact: Lloyd Jackson 027 370 6485 pamandlloyd@xtra.co.nz Eric Riddet 021 127 2018 erdriddet@xtra.co.nz

Alexandra Blossom Festival Truck Show 28 September 2019 Contact: www.blossom.co.nz/events/truck-show

WWW.GOCLEAR.CO.NZ

Running your business could be easier.

Motor trades business benefits from those in the know.

Make buying parts easier with instant credit, access to a preferred supplier network and experience the benefits of being a shareholder in Australasia’s oldest and largest automotive parts buying cooperative.

NZT503-1218

Join Capricorn today.

0800 401 444 | join@capricorn.coop | capricorn.coop For the best interests of our members

Shares are issued by Capricorn Society Limited (ACN 008 347 313). No offer of shares is made in this advertisement. An offer of shares will only made in, or accompanied by, Capricorn’s Prospectus and any supplementary prospectus which is available on request or may be viewed at capricorn.coop under “Corporate Documents.” Before making any decision to apply for shares you should consider the Prospectus and any supplementary prospectus. Any application for shares must be made on the application form in or accompanying the Prospectus.

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THE LAST MILE

The origins of the problem

W

hile it’s refreshing to see the NZ Transport Agency admitting the problems they have identified with vehicle certifiers is in some part due to the loss of knowledgeable staff since 2014, in my view it is not just the loss of staff that has contributed to the problem, but also the result of many years of neglect of their responsibilities to all New Zealanders in terms of road safety. A view supported by the recent report

by Queen’s Counsel Kristy McDonald into the agency’s performance in relation to Dargaville Diesel Specialists.

Back in the day many will recall an organisation called the Land Transport Safety Authority; their mantra being ‘Safety at reasonable cost’. Their responsibilities and what they did were clear for all to see.

In most cases it worked, and because it worked, it had to be changed. Ideologs, who believed they knew better, engaged in a series of reorganisations, restructures and staff reassignments, arriving at the situation we see today. Along the way many of the good, experienced people needed by every organisation resigned, some in utter frustration, while others were made redundant, leaving the organisation in the hands of a few who appear to be high on spin, but achieve little of substance.

Let’s go back to the early 2000s when officials from LTSA were travelling around the country, at our expense, telling all who would listen about the game-changing initiatives they were introducing that would change the way they, and subsequently our industry, worked. Included in these initiatives was ORS, which even though the minister signed the rule in 2008, has yet to be gazetted as being in force. And now we find out it is also tied up in the review at NZTA, partially because of its limitations and the emergence of pre-CoF inspections.

Have these initiatives changed the game as we were all told

they would? I have my doubts. Back in the day it was claimed that the new approach to compliance would result in a level playing field for all; those not willing to comply being removed.

Well, unless you are a member of the flat earth society, one thing you will realise is that the field is not level. It never has been and never will be. There will always be those who push the boundaries regardless of the consequences.

The issues acknowledged by NZTA are not the fault of this or any previous government, nor were they caused by a lack of funding. The issues have been caused by the organisation itself, and a few people in it who choose not to listen to what the industry repeatedly tells them. These people are utterly convinced the way they are heading is right and everybody else is wrong, including those who have spent their entire life in and around our industry.

The fact NZTA has had to call in the services of a legal advisor to help them through the review process is an indictment on the organisation itself; it will not be cheap, and in the long term it will be us who pays.

We can only hope that in looking at this recent debacle NZTA will look back at how they got here. If any of the proponents of the current system are still able to influence the shape of things in the future, they need to be weeded out and moved on. The economic influence our industry has on the country should give us a strong voice in determining our future and how it operates. NZTA must listen to us with an open mind; we should not be dictated to by a few with degrees in public policy or the arts, who now think they know better than us. We, and the rest of New Zealand, cannot afford the level of mismanagement we are now seeing. 

Have these initiatives changed the game as we were all told they would? I have my doubts.

The accidental trucker.

The accidental trucker’s monthly ‘mull’ When the use of computers became widespread, scholars were warning us that people would have too much leisure time; now their successors are telling us we are not getting enough.

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New Zealand Trucking

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ZMD

®

Zero Maintenance Damping Technology ®

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INTRAAX® AANL Low-ride height air suspension system

ZMD™

TIREMAAX™ PRO

• Reduced maintenance cost • Elimination of misdiagnosed shock absorber issues (misting vs. leaking) • Uniform suspension damping over the life of the trailer • Enhanced cargo protection

• Equalises pressure between dual tyres on all axles for optimal performance • Prevents over inflation and under inflation to help maximise tyre life • Maintains tyre pressure according to tyre manufactures guidelines and helps reduce your running costs

ZERO MAINTENANCE DAMPING™ Technology

NZT185

For more information, contact Rhys Ogden: 027.4996.735, John Simmons: 027.303.4094, or visit www.hendrickson.com.au

Tyre Pressure Control System

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BUILT FOR THE ONLY BUSINESS THAT MATTERS. YOURS

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