New Zealand Trucking March 2019

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CONTENTS

A CONTEN TR

A U C K IN G D I G I T

22 From Sweden with love the frame game

40 “Ya gotta do it? Then get it done” – so they did

also…

06 08 48 50 54

Editorial Road Noise

Industry news

Just Truckin’ Around Top Truck – Bad

Habit

Trucks of NZ Post

Changing faces

56

Cool Things

58

International Truck Stop

Decoration game

Winter glam!

INTERNATIONAL TRUCK OF THE YEAR

Official Sponsor

62 Associate Member

70

Aussie Angles Tuff tech

Special Report

Education sector reform

New Zealand Trucking

March 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

66 Cargo master

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

French flair

Georgi George

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John Berkley DIGITAL IMAGING

Willie Coyle

DIGITAL MANGER/CONTENT

Louise Stowell

44 Trucking’s hay day

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.

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This magazine is subject to the New Zealand Press Council.

Complaints are to be first directed to: editor@nztrucking.co.nz with “Press Council Complaint” in the subject line.

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regular columns 72

Tech Topics

88

New Rigs

90

New Bodies and Trailers

92

Little Truckers Club

94

TTMF Member Profile

95

Safety MAN Update

NZ Trucking Association

96

What’s on/ Cartoon

Road Transport Forum

98

The Last Mile

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Fuel for Thought

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Truckers’ Health

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Share the Road

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Changing times

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TOGETHER ON THE ROAD

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EDITORIAL

A cheap, rusty scalpel

I

n this role you get around a bit, but in one week recently family duties called for the depositing of individuals in tertiary institutions as well as content collection and processing for the various platforms. So, as it panned out, I saw Auckland, Waikato, Taranaki, the BOP, Manawatu, Horowhenua, Kapiti, Wellington, Marlborough, and Canterbury, in the space of seven days, some of them twice, all via road.

I don’t string a connected geographical variance as broad as that together much any more, especially in such a short timeframe, and all I have to report is that I was sickened.

If you think the state highway network in your neck of the woods is buggered and you’re being singled out and neglected specifically, then rest easy, you are most certainly not. I don’t think that in my four-plus decades in and around trucks the network’s surface and the substrate that supports it have ever been so poked. I hope that in some dark recess of government there are crisis meetings going on, but I fear that’s probably not happening.

In this month’s main test, Dave Lattimore, the driver of the featured truck, raised his concerns about what this winter might bring in terms of road accidents with the amount of road he’s seen that’s melted and re-melted until it resembles a mirror. The implications of rain starting to fall on vast tracts of road surface affected in this way make you shudder.

There are also areas where the surface has collapsed into a series of holes; State Highway 1 at Atiamuri on the climb through the forest just south of the dam for instance. The solutions appear to be 50km/h speed restrictions and a sign admitting the surface is screwed. In fact, ‘uneven surface’ and the manufacture of desensitising orange cones appears to be the solution nationally.

And desensitising is a really important word in all this.

Talking to someone the other day about my old chestnut the Te Kuiti hill, I was told it’s all fixed.

“Really?” I said. “I was only through a month or so ago. It’s been on the receiving end of some pretty bullish treatment then?”

“No. No. I didn’t notice anything. I think it’s done,” was the reply.

Knowing I would be passing a couple of times in the whirlwind week, I was keen to see what can be achieved with money and intent. Sadly, nothing. The person I was talking

to had obviously just ‘grown accustomed to its face’, to coin a phrase from a famous musical.

This is also a crisis that’s got deeper tentacles than fingerpointing over ‘who took all the milk bottles’ from the roading lolly bag. I’m not taking aim at money spent on RONS over regional state highways. Firstly, the RONS arrival was well overdue, and secondly, they appear to be suffering the same fate. As Ken Shirley pointed out last year, why are large chunks of the surface of many RONS stuffed in under a year?

So, what next? Aside from a winter from hell. First, go and have a look. If you’re a fleet owner, or a corporate compliance manager/supervisor who’s become a tad desk-bound, jump in the ute or Toyota ‘Pious’ and go on a customer/depot roadie for a week, encompassing as much of your theatre of operations as you can. Go and have a look at what the lads and lasses are dealing with currently. Better still, jump in one of the trucks and go for a ride. Second, review. Are HPMVs really the answer on a road built of porridge?

Third, bark and maybe do something. What’s the go with this New Zealand Infrastructure Commission? With three autonomous industry associations, an over-arching representative voice for the three, and several sector specific voices, I’d expect no other industry should be able see the front door of the new commission’s office, much less get a foot in. If you’re a member of any of the above, you should be demanding a call to action. Our RUCs are all going in a pot marked ‘all comers’ and we’re paying dearly for the government’s stalled state on borrowing for infrastructure.

I know the new uber-liberal democratic strategy has – and continues to be – a steady, don’t annoy anyone approach, but there are times when a true show of annoyance and a nonnegotiable position is required. Our industry was built on the backs of men and woman with fight and gusto. I’m sure if the DHBs dished surgeons up new scalpels made of crappy imported steel that went blunt on the first cut and were rusty out of the bag, we’d see highly educated intelligent people making some form of demonstrative stand! In fact, we know they have done at times. And that metaphoric scalpel is essentially what the NZTA has dished us up to transport an economy on. It’s not good enough and neither has been our response. 

Dave McCoid Editor

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New Zealand Trucking

8/02/2012 11:02:47 a.m.

March 2019

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DADDY’S HOME

New Canter gets you home safely night after night.

The number one selling light-duty truck will now be in even greater demand. This year’s model boasts some significant safety improvements: Active Emergency Braking System Takes independent action to initiate full emergency braking to avoid accidents with vehicles or pedestrians.

Electronic Stability Control Improves vehicle stability and the risk of roll over by detecting skidding and applying brakes to individual wheels.

Lane Departure Warning System Warns the driver when vehicle moves out of it’s lane.

New 7” Touchscreen and Reversing Camera Featuring Apple CarPlay and Android Auto for safe, hands-free communication and navigation via smartphone.

Passenger Airbag An additional airbag to enhance passenger safety.

These new active safety features will help you get home safely night after night.

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NZ TA

ROAD NOISE NEWS

Independent eyes on infrastructure needs and delivery

A

new independent infrastructure entity – The New Zealand Infrastructure Commission – Te Waihanga – will be established as an Autonomous Crown Entity to carry out two broad functions – strategy and planning and procurement and delivery support.

Infrastructure Minister Shane Jones said the new commission would help

ensure the Government makes the best decisions about infrastructure investment.

The commission will develop a broad consensus on long-term strategy, enable coordination of infrastructure planning and provide advice and best practice support to infrastructure initiatives.

“Treasury estimates that net capital spending in the next five years will be more than double that of the previous

five years, with the Government investing about $42 billion through to 2022. With this level of investment, we want to make sure we take a longerterm view and make decisions that align with our priorities to build a productive, sustainable and inclusive economy and improve the wellbeing of all New Zealanders.”

Low Emission Vehicles Contestable Fund – Open

E

nergy and Resources Minister Megan Woods opened the Low Emission Vehicles Contestable Fund for a new round of applications in February.

She said this year, up to $7 million is being made available, with $3.5 million through this funding round.

“The investment focus for this round aims to stimulate continued innovation and investment in areas such as filling key gaps in the charging network, facilitating the scale-up of low emission vehicles technology, high-visibility demonstration projects and electric vehicle (EV) technology innovation.”

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New Zealand Trucking

March 2019

Over five rounds to date, the fund has committed $17.2 million in government funding to more than 90 projects, matched by more than $28 million in applicant funding.

“This co-funding removes some of the risk when investing in new and innovative technologies and brings the maximum benefit for the government contribution,” said Woods.

The fund is administered by the Energy Efficiency and Conservation Authority (EECA).

Applicants have until Thursday 21 March 2019 to submit their proposals. 

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CANTER RUN OUT MAKING WAY FOR NEW MODEL CANTER – ALL STOCK MUST GO! CANTER JUST GOT MORE ECONOMICAL...

A Y U B R

CANTIVEE A & REC

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0 0 0 , 1 $

L E U F UCHER VO

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CONTACT YOUR LOCAL DEALER TO FIND OUT MORE * Fuel vouchers will be issued by Fuso NZ in the form of BP fuel gift cards and are to be obtained by submitting a redemption form to admin@fuso.co.nz; these are available from authorised FUSO dealers. One form may be submitted for each truck purchased. Offer valid for trucks purchased & registered between 1 December and 31 March 2019, or while stocks last. Offer applies to all new Canter models with the exception of 616 & 816 Tippers, AWD, 4WD, pre-registered or demonstrator stock.

Financial

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ROAD NOISE NEWS

Impressive new Fuso Canter just the start

T

he new model Fuso Canter 4x2 light truck now has active emergency braking, lane departure warning, an electronic braking system, electronic stability control, a passenger-side airbag and seven-inch touchscreen linked to a reversing camera as part of the standard package.

The touchscreen is also compatible with Apple Car Play and Android Auto.

Fuso NZ managing director Kurtis Andrews said the new model was available from April, and over the next 12 months Fuso had some exciting product developments coming to market.

Canter already has a brake priority system, hill start assist, heated rear-view mirrors and a reinforced ECE-R29 cab, which combine to make Canter the safest light truck available.

The launch also introduced Fuso NZ’s new ‘We look after our own’ brand position, with an emphasis on exceptional customer service and enhanced safety.

More than 11,000 Canters have been registered in New Zealand since its inception 45 years ago. 

1

Pav Warren has joined the New Zealand Trucking and Truck Trader sales teams.

2

New team member at New Zealand Trucking and Truck Trader magazines Pavla (Pav) Warren has joined the sales team at New Zealand Trucking and Truck Trader magazine. Born in the Czech Republic, Pav has lived in New Zealand for more than 15 years and brings a wealth of print and digital sales experience. She will be looking after the South Island region predominantly, taking over from Heavyn Young, who is going on maternity leave.

3

The new Fuso Canter adapted masthead.indd 1

8/02/2012 11:02:47 a.m.

1.

Electronic Stability Control (ESC)

2.

Active Emergency Braking System (AEBS)

3.

Lane Departure Warning System (LDWS) and plenty more.

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New Zealand Trucking

March 2019

WWW.GOCLEAR.CO.NZ THE MODERN PL AYER IS HERE.

SMARTER, STRONGER AND SAFER THAN ITS PREDECESSORS. Utilising outside-the-box thinking and innovative plays, this contender redesigns the competition to achieve greater results.

Smarter - adaptive cruise control maintains a safe following distance.

Stronger - increased torque and improved fuel efficiency for all power ratings.

Safer - with an onboard Pre-Collision Safety System.

TAKE IT FOR A RUN 0800 367 446 | HINO.CO.NZ/NEW

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ROAD NOISE NEWS

Hino Distributors NZ Ltd general manager Darren Salt introducing the new 500 Standard cab family.

Nothing standard about it

H

ino Distributors NZ Ltd general manager Darren Salt presented the new Hino 500 Series Standard Cab to customers and media at the company’s Mt Wellington showrooms on 20 February.

“It’s a modern player,” said Salt.

“We’ve redesigned every aspect of the truck to make it more versatile and an ideal fit for absolutely any of our drivers’ needs.”

Present were an FD, FE, and FC in day and ‘sleeper’ cab variants.

The improvements extend well beyond the completely reengineered looks and environment of the cab.

Safety features include Adaptive Cruise, Pre-collision Safety – that includes pedestrian detection – Autonomous Emergency Braking, Lane Departure, Hino VSC (Vehicle Stability Control) and Traction Control systems. There’s also a reversing camera as standard, as well as day running lights, and a courtesy light on the lower door illuminating the entry steps.

The trucks are powered by the A05

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New Zealand Trucking

March 2019

four-cylinder 5.0-litre engine, essentially an A09 with fewer cylinders. Journal sizes etc. have been retained from the bigger motor, so its reputation for reliability should be there. Output is up, with the top FE boasting 194kW (260hp) and 882Nm (651lb/ft), and the range meets Japan’s PPNLT emissions regulations (Euro 6 essentially) via EGR and SCR. Auxiliary braking comes in the form of an exhaust/engine brake combo.

There’s a choice of manual (6-speed – 7 in the FE), AMT, and Allison auto transmissions, as well as spring and air suspension.

The new cab meets ECE R29 European crash certification standards and is a mix of dark tones, and desert/ terracotta red, and carbon fibre patterning in places also. The dashboard is a traditional binnacle look in front of the driver with a telematics screen separating the dials. A smart wheel houses cruise and controls data screen.

A comms/audio and navigation screen occupies the central dash area. Comms/ audio, and reverse cam come standard, but navigation is extra.

Orders can be taken now for delivery of the cab/chassis to New Zealand in May. 

Clean, crisp, bang up to date, and with a bit of colour

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TRUSTED

BY DEAN.

“We first bought the vehicles because we needed something that was tough. In this sector they need to be able to bounce around farmland a lot. Probably half their time is spent off-road, in paddocks and so forth, and apart from the bumps they need to be able to handle all the wet weather we get in this part of the world. And they do, they handle it all.”

Dean Frew, General Manager – Frews Transport

For demanding off-road work it’s hard to go past IVECO’s Trakker range, just ask Dean Frew, he operates four of these models in fertiliser spreading applications. Available in 4x4, 6x4, 6x6 and 8x4 configurations, the Trakker range is built on a tough high tensile steel chassis allowing superior articulation off-road, combine this with hub reduction and differential locks on all drive axles and you have a truck that’s ready to go no matter what the conditions. And with GVMs ranging from 19 to 33 tonnes, a choice of three engines with output from 360hp and 1500Nm to 500hp and 2300Nm, availability of manual or automated manual transmission and day and sleeper cab options, there’s likely to be a Trakker model to suit your needs. Why not put one to the test?

For more information visit your local IVECO dealer or phone 0800 FOR IVECO (0800 367 48326).

www.iveco.co.nz

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ROAD NOISE NEWS

Extended warranty from Fuso

H

ot on the heels of unveiling the safest lightduty truck available in New Zealand, Fuso NZ has announced an all-new extended warranty that raises the stakes in the light truck segment even higher.

The five-year/200,000km bumper-to-bumper extended warranty is believed to be a first for the transport industry.

“We believe this is the first warranty of its kind in the light truck market,” said Fuso NZ managing director Kurtis Andrews. “It’s simple: the warranty extends from 36 months/100,000km out to a whopping 60 months/200,000km. This is a huge amount of value delivered at no additional cost, with the only stipulation being that the customer services the vehicle at an authorised FUSO dealer.” 

60 months and 200,000km worth of peace of mind.

Two from two

F

or a second consecutive year and against a field of more than 25 dealers across Australasia, New Zealand’s Southpac Trucks has been awarded Kenworth Dealer of the Year.

The prestigious Kenworth Dealer of the Year accolade is hotly contested among dealers, and is awarded to the dealership with the highest ranking across all areas of their Kenworth business.

Southpac was also runner up in the 2018 PACCAR Australia Service Dealer of the Year award.

PACCAR Australia managing director Andrew Hadjikakou congratulated Southpac Trucks CEO Maarten Durent’s team for their professionalism, outstanding customer support and for setting a strong example for other dealers not only within the Kenworth network but the industry as a whole.

Durent dedicated the award to his team for their hard work, dedication and passion, which he said shows through in all they do.

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New Zealand Trucking

March 2019

“We are again honoured to win this award and for being recognised as the top performing dealer among an excellent cast of dealers. The relationship we have with our customers is paramount to our success, and we pride ourselves on delivering exceptional customer service and support.” 

From left: PACCAR Australia managing director Andrew Hadjikakou, Southpac Trucks CEO Maarten Durent, The Colonial Motor Company CEO Graeme Gibbons, and PACCAR director sales and marketing Australia, Brad May.

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NEW ZEALAND’S LEADING TRAILER MANUFACTURER Contact us for further information SALES & PRODUCT SUPPORT: Peter Elphick 021 595 873 peterelphick@patchell.co.nz HEAD OFFICE: 150 View Road, ROTORUA 07 348 7746 enquiries@patchell.co.nz

PATCH HE ELLLL PATC GROUP OF COMPANIES

www.patchell.co.nz

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ROAD NOISE NEWS

All wheels roll toward Wanaka

A

s preparation for the Easter Weekend’s Wheels at Wanaka show continues, it’s becoming apparent there’s never been anything quite like it before in the region – and possibly the country – in terms of variety, size, and interest.

“With the catchline, ‘If it’s got wheels or tracks it will be on display’, the interest from all corners of the country and the equipment entered has even taken us by surprise at times,” said Colleen Nisbet from the event’s committee.

Standout displays include Drivesouth’s car, truck and motorbike show, the Gough CAT Earthmoving Extravaganza, and the CLAAS Harvest Centre vintage farm fair with tractors, steam engines and farming heritage. The Highlands Parade Ground is where you’ll see and hear these old and new beauties in action.

Held at Three Parks, Wanaka, there’s ample space for the multitude of exhibits already confirmed, plus there’s the bonus of live earthmoving demonstrations. At any one time there will be 15 vintage machines that built this nation in action.

HWR Richardson Group are Gold Partners and both Transport World and Dig This will have a significant presence, with their Ford Alphabet collection A-T, along with your chance to crush a car at the Dig This ‘Aggression Sessions’. Mack Trucks NZ (Motor Truck Distributors) and Kenworth (Southpac Trucks) are also supporting the trucking side of the event.

All roads lead to Wanaka at Easter. Clarke Machine Hire is supporting the event with a number of machines, including this International TD25C tractor.

“Wheels at Wanaka is a new vintage and classic car, tractor, truck, machine, motorbike and earthmoving extravaganza that will rotate every other year with the Warbirds Over Wanaka International Airshow. We expect up to 15,000 people to attend. With over 50 acres of entertainment, Wheels at Wanaka will be huge and so much fun for enthusiasts and families alike,” said Colleen.

Anyone can enter their unique ‘wheels’, and every online entry receives a free pass to Highlands Motorsport Museum.

You can participate in the show, or you can simply watch it all unfold by purchasing a visitor ticket online. Every family visitor ticket purchased gets one free Highlands Go Kart Experience.

Enter your wheels or purchase a ticket online at www. wheelsatwanaka.co.nz and check out the latest action at www. facebook.com/wheelsatwanaka  Contact – Collen Nisbet colleen@wheelsatwanaka.co.nz

International Truck of the Year Associate membership for New Zealand Trucking magazine

N

ew Zealand Trucking magazine has been selected as the New Zealand Associate member for the International Truck of the Year organisation.

“It’s a real thrill and an honour to be selected as New Zealand’s associate member,” said New Zealand Trucking magazine editor Dave McCoid. “There’s only one per country and it not only gives us incredible access to expertise and content from many of the world’s leading transport publications, but having us in the mix also allows other members closer links and contacts into what is the world’s most cosmopolitan trucking country.”

New Zealand Trucking magazine was nominated for consideration and McCoid met with current IToY chairman Gianenrico Griffini and other members of the jury at CES in Las Vegas in early January.

Information had already been submitted to the selection panel, and the appointment was approved at a meeting in Germany early in February.

“Like so many of my era, growing up I was an avid reader of IToY founder Pat Kennett’s work in TRUCK magazine. To think we are now part of a great bunch of passionate truck people associated with the organisation he launched is surreal, and further reinforces the privilege it is to play a part in the history of our oldest trucking masthead. I’m so thrilled for our team here. It’s great recognition of the heart they pour into this amazing business,” said McCoid. 

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About the International Truck of the Year Pat Kennett, British journalist and legendary editor of TRUCK magazine, launched the International Truck of the Year (IToY) award in 1977. Today, the 23 jury members represent leading commercial vehicle magazines throughout Europe. Moreover, in the past few years, the IToY Group has extended its sphere of influence by appointing ‘associate members’ in the growing truck markets of China, India, South Africa, Australia, Brazil, Japan, Iran, and New Zealand. Altogether, the combined truck-operator readership of the 23 IToY full jury members’ magazines and those of its eight associate members, exceeds one million.

INTERNATIONAL TRUCK OF THE YEAR

This offer isoffer available from participating Mercedes-Benz New Zealand dealerships on new placedplaced from Mercedes-Benz available from participating Mercedes-Benz New Zealand dealerships onorders new orders from Mercedes-Benz This offer isThis availableisfrom participating Mercedes-Benz New Zealand dealerships on new orders placed from Mercedes-Benz

This offer is available from participating Mercedes-Benz New Zealand dealerships on new orders placed from Mercedes-Benz

of 4 years or 400,000 km from purchase.

of 4 years or 400,000 km from purchase.

New Zealand Ltd (MBNZ) stock or factory between 01 March 2019 and 31 May 2019. Extended Warranty runs until the earlier

New (MBNZ) stockbetween or factory01between 01 March 2019 31 May 2019.Warranty Extendedruns Warranty runs until the earlier New Zealand LtdZealand (MBNZ)Ltd stock or factory March 2019 and 31 Mayand 2019.

Extended until the earlier of 4 years or 400,000 km from purchase.

New Zealand Ltdor (MBNZ) stock or factory between 01 March 2019 and 31 May 2019. Extended Warranty runs until the earlier of400,000 4 years 400,000 km from purchase. of 4 years or km from purchase.

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Freightliner Coronado Freightliner Freightliner Coronado Coronado Freightliner Coronado Freightliner Coronado 114 Day Cab Tipper 114 114 Day Day Cab Cab Tipper Tipper 114 Day Cab Tipper 114 Day Cab Tipper

This offer is available from participating Mercedes-Benz New Zealand dealerships on new orders placed from Mercedes-Benz

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The Freightliner Coronado 114 is a truck that has been considered, designed and built to ensure it excels in The Freightliner Freightliner Coronado Coronado is114 aistruck aistruck that has has been been considered, considered, designed designed andand built built tobuilt ensure to tare ensure itweight excels it excels in inthe The Freightliner Coronado a that truck has been considered, designed and to ensure it excels in all The its specific roles.

With114 a 114 114” bumper tothat back of cab, set forward front axle, low and The Freightliner Coronado 114 is a truck that has been considered, designed and built to ensure it excels all its all specific its specific roles. roles.

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With a 114”this bumper back of cab, set forward front axle,your low income tare weight thein proven Diesel DD15 engine, truck to is all about maximising loads – and – in and a range all its specific roles.

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ROAD NOISE NEWS – Overseas

Industry group signs MOU to develop and test hydrogen fuelling hardware for heavy-duty vehicles

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ydrogen suppliers and fuel cell electric vehicle (FCEV) automakers Air Liquide, Hyundai, NEL, Nikola Motor, Shell, and Toyota have signed a Memorandum of Understanding for hydrogen fuelling components to test state-of-the-art heavy-duty (HD) hydrogen fuelling hardware to assist in standardisation and speed to market for fuel cell electric trucks.

This cross-industry group of both vehicle and infrastructure companies has signed the MOU with the purpose of testing pre-commercial 70MPa hydrogen heavy-duty vehicle high flow fuelling hardware for future Class 8 (40 ton) trucks.

The industry group has created specifications for the fuelling nozzle, vehicle receptacle, dispenser hose and breakaway device components for this HD application for the purpose of developing request for proposals to suppliers.

This industry group is requesting notification of suppliers’ intent to participate in a pre-commercial development and test programme designed specifically for this fuelling hardware.

The fuelling hardware samples will undergo performance tests in accordance with the appropriate SAE/ISO/CSA industry standards, along with additional aspects for this emerging market.

“Heavy duty fuel cell trucks offer the same range as their conventional diesel counterparts and fuelling hardware is being developed to fill in 10 minutes. Key members of the industry have joined forces to evaluate HD fuelling hardware to make this a reality. The goal is to enable interoperability so that any HD FCEVs can fuel at our hydrogen stations and we can fill at any of theirs, just like diesel today. This is a big first step,” said Jesse Schneider, executive vice president, Nikola Motor, Hydrogen & Fuel Cell Technologies.

“Hydrogen as fuel for the heavy-duty transport sector is showing great promise and traction, and we are now in the process of developing the next generation, high capacity stations for this segment. In order to enable commercial success for this segment, standardisation of fuelling hardware is a key,” said Jørn Rosenlund, SVP of Nel Hydrogen Fueling. 

Smarter logistics, together

We are looking for full-time, casual and owner drivers to join us for immediate start.

• Day and night shift, metro runs • Class 5 FCL, ECL container operators with side-lift experience • Road ranger gearbox

T0319-01B

For more information come to our open day at 373 Neilson St, Penrose on March 16 at 10am

Send your cv to careers@codagroup.co.nz or contact Nadine on 021 90 523

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With every litre of Castrol VECTON, your business will help to reduce, replace and neutralise 2kgs of CO2, it’s as simple as that.

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PH O T O S : T O Y O TA N E W Z E A L A ND

Hiace revolution

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oyota is set to launch its first new Hiace for 15 years in May 2019, with what could be the biggest changes in its 50-year life. New Zealand product GM Neeraj Lala calls the new arrival a “breakthrough vehicle with a new shape, comprehensive safety features and amazing versatility”.

The attenuated bonnet that replaces the flat face allowed Toyota engineers to put the front wheels ahead of the seats, to improve driver comfort and reduce in-cabin noise, as well as permitting more cabin storage space.

The new Hiace promises to be wider and longer, with an increased payload, and safety features that will include auto emergency braking, lane departure alert, road-sign assist, and auto high beam.

New Zealand customers are also promised a range of seating layouts, for those after versions with seats. 

The all-new Hiace due here in May bears no resemblance to its predecessor. The days of the ‘flying brick’ are gone!

IN THE WELL-SIDE – news snippets Mobile phone detection cameras in Sydney have caught more than 11,000 people using their phone while driving, and some are calling for the technology to be used here. New Zealand police issue up to 2900 tickets each month to drivers using mobile devices, and MoT research says those texting are 23 times more likely to crash.

Several car companies are testing how to alert people to what an autonomous vehicle is doing, or is about to do. Ford’s method actually hid a human driver inside a fake car seat. The test driver looked out via a false headrest as various lights were trialled as a signal of intention to other road users.

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DHL has put three LDV E80 electric vans on our roads, in a pilot project that benefited from a $62,685 government contribution. Depots in Wellington, Christchurch and Auckland will get a charger. The move is part of DHL’s commitment to make 75% of deliveries via ‘clean solutions’ by 2025.

GM is introducing a 10-speed auto transmission to pair with its Duramax diesel engines for big American utes. Will it come here? Watch this space...

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MAIN TEST

From Sweden with love

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New Zealand Trucking

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WWW.GOCLEAR.CO.NZ Story by Dave McCoid Photos and video by Dave McCoid and Carl Kirkbeck

You’ll go a long way in New Zealand to find a combination that’s utterly unique, unless you live in Hamilton that is, where local company APL Direct have made a habit of innovation.

However, in their latest acquisition, they’ve truly outdone themselves.

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here’s definitely something in the Waikato soil. It’s not just about grass, cows, and race horses. As a region that incubates home-grown success, it would surely vie for top spot on a per capita basis. It seems that at some point inspiration followed by innovation and a liberal dose of bravery will wash over you, and a life-changing journey will likely follow. An incredible example, one that goes largely unnoticed by the throng, is APL (Architectural Profiles Ltd), but before we immerse ourselves in their amazing world, let’s rattle off just a few whose history has a cow bell ring to it: J Swap Contractors, Porter Group, Gallagher, Brian Perry Civil, New Zealand Dairy Group (came together with Kiwi Co-operative Dairies to form Fonterra), Modern Transport Engineers and associated brands, C&R Developments, the list goes on and on.

So, to the APL family of companies. Manufacturers of window/door frame extrusions cut, pressed, coated, and coloured to your liking. Manufacturers also of door and window seals, and plastic extrusion; suppliers of locks, catches, handles, and sheet aluminium. Parent to well-known end customer brands Altherm Window Systems, First Windows and Doors, and Vantage Windows and Doors (see sidebar).

Parent as it also happens to one of New Zealand’s slickest European truck fleets, their logistics arm – APL Direct.

Lead the followers

You don’t get from a standing start in 1971 to the APL we see today by sitting on your hands. Bold, uncompromising steps backed by good homework as well as entrepreneurial self-belief hallmark any such success. Those traits featured highly in the evolution of APL Direct, which began its own journey in 2003.

High spec European rigs with sliding roofs, missing diffs and many other tweaks and embellishments have hallmarked the fleet’s relatively short history, and it’s likely APL Direct trucks have been the cause of many a strained neck as heads turn quicker than a Damian McKenzie sidestep.

But we’d guess none have turned heads more than their latest glorious offering to the trucking world: a truck and semi that probably takes their Euro penchant as far as antipodeanly possible. In fact, as soon as you see the gleaming new NTG (New Truck Generation) Scania R450 Highline 4x2 – yes 4x2 – and 2-axle semi, you have to wonder how many times, as it

New Zealand Trucking

March 2019

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

It’s slick and bang up to date.

Perfectly in synch with the parent company.

inched down the assembly line in Europe, the question was asked: ‘Are you shur dis truck is a going to da New Zealand?’

And our guess is right. Driver Dave Lattimore said the truck is constantly attracting attention and comments from other drivers and people in general.

“It’s certainly a bit different, not something you see here at all really. She’s a real honey.”

Why, what, and why?

Firstly. Why would APL want their own trucks all of a sudden?

APL Direct was formed in 2003 as a result of a rapidly expanding broader APL business. Trucks and distribution are not APL’s core activities; they’re a manufacturer. But as we know, the reality is you can make the coolest stuff in the world, but if you can’t get it to the customer on time and in pristine condition, you’re toast – especially if your customers are your independent product franchisees doing their utmost to put everyone’s best foot forward. In a way it’s like Fonterra.

They make dairy products from milk, but if member farms had vats overflowing everywhere because no one came to collect the milk, Fonterra’s credibility would be irreparably tarnished.

Mitigating mission critical risks means some companies choose to look after the transportation component of their businesses themselves rather than leave it as part of a service provider’s multi-customer consolidation. Any cost saving the latter option may offer is small fry compared with costs implicated in a catastrophic service failure. In APL’s case, delays in their supply chain may lead to hold-ups and cancellations on building sites big and small for things like scheduled compliance coding and contractor arrivals. As such, the flow-on costs of product arriving damaged or late accelerate rapidly. And it’s

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not just outbound either. Return logistics, the great black art of supply chains globally, is far less of a hassle for APL. The Direct division clears customer sites of all crating, door bags, and other reusable items, returning them to Hamilton. The environmental and production cost benefits of this is huge.

Oh, and done well – which they so do – there’s advertising.

What a fringe benefit!

So that’s the first ‘why’ largely dealt to. As for ‘what’, the Euro truck enclave that is APL dates back to the fleet’s inception, and the workings of the original transport manager Lionel Killen. Lionel arrived on the scene with a wealth of road transport experience and a rare ‘green fields’ opportunity to establish a boutique distribution fleet. Of course, being APL, the mandate from company CEO Craig Vincent was centred around the words efficient, best practice, innovative, and immaculate. It was truly a dream opportunity.

Lionel did a stellar job, and although he’s no longer with the company, the Euro brand preference lives on. The uncompromising ethos that underpinned Lionel’s decisions in the establishment of Direct has been part of the company DNA forever.

“The trucks are an advertisement, not just for what we do, but who we are, our approach, our professionalism,” said Jake Lambert, the current transport manager.

Originally APL Direct was a DAF stronghold, but over the years Scania have gained the ascendency, with today’s 18-strong fleet made up of 13 Scanias, four DAFS, and a sole 4x2 Isuzu flat-deck on metro, overflow, and transfer work between the sites.

Standard configuration has been rigid and dog, fitted with curtainside bodies, or in some cases a concertina curtain system

WWW.GOCLEAR.CO.NZ Scania NTG – Next Generation Truck The release of the new Scania range in New Zealand occurred at last year’s Fieldays at Mystery Creek. The latest of Europe’s big seven to release their more contemporary wares here, it leaves only DAF still sitting on an older model, although their time approacheth rapidly, from all accounts.

Harking back to a point we touched on last month in the Baillie Volvo FH test, the Scania’s arrival had been hugely anticipated on account of the Griffin’s part in our Euro truck history over the past half-century. Add to that the numerous awards it’s added to the company’s trophy room, including the prestigious International Truck of the Year in 2017 for the S Series, and the multiple Green Truck Awards, and it’s no wonder customers were champing to get at it.

The NTG trucks are the result of a NZ$3bn cost, and four and a half thousand man-years (combined manhours) worth of development time.

Visually the trucks are an evolution, and certainly unmistakeably Scania to the core. It’s a funny thing, but the shock of a new Scania’s look is always short-lived, such is the skill with which they link the latest offering to its forbearers. By comparison, the aesthetic adjustment phase of the FH Volvo continues for many, even though uptake has been enviable.

The new Scania is safer in a crash and slipperier through the air than its predecessor, even though they present slightly ‘harsher’ and blockier lookswise. One thing that is interesting is the ‘happy face’ look that seems to be in vogue in European truck cab design rooms currently.

The new family comprises S, R, G, P, L, Crew Cab, and XT construction spec.

The S cab is the ‘Opulence Prime’ of the range, with a flat as a pancake floor and 2070mm standing room. The big cabs are higher than their predecessor but the dash position has been lowered to enhance visibility. On that tangent, there’s been a huge amount of work put in around the A pillars – moved back with the windscreen more curved – and mirrors to afford an unprecedented reduction in the dreaded blind spot that’s been a real concern among the world’s current line-up of ultra-safe trucks. The driver’s been moved too: 65mm forward and 20mm closer to the door to be precise, the result of design input from Scania’s own test driver team.

The NTG trucks have a driver’s-side curtain airbag, a more than significant safety feature considering Scania representatives told guests at the June release that 45% of truck accident fatalities occur in rollover events.

Engine-wise there’s a new 7-litre unit for the P-cab trucks in the 164 to 206kW (220 to 280hp) bracket, pitched more at metro duties, as well as the 9-litre at 206 to 265kW (280 to 360hp); the 13-litre tested here at 302 to 368kW (410 to 500hp); and yes, the mighty V8 has survived to tell another tale in the annals of trucking history, coming in at 382 to 537kW (520 to 730hp).

Currently all engines in the New Zealand release meet Euro 5 emissions standards, with the V8 offered at Euro 6 also.

There have also been tweaks on the Opticruise AMT with a braking system on the layshaft to enhance

sourced out of Holland that leaves the deck fully exposed when opened. This unique system obviously allows for crane and gantry operations, although a number of the standard curtainside units also have this party trick up their sleeve via an ingenious sliding roof set-up.

The last ‘Why?’ In a world of rigid and dogs, why, out of the blue, a 4x2 tractor and two 2-axle semi?

“Yes, there’s certainly an element of ‘experiment’,” said Jake.

“We found that often the overflow volumes just exceeded the capacity of the rigids, meaning a trailer had to be taken in order to accommodate a few cases and maybe a pallet. With the semi, we essentially have a 5-axle trailer equivalent with a tractor hooked to the front that has the capacity to take 100

upshift times. This allows for quicker and smoother shifts and significantly more opportunity to regain speed following a loaded incline lift-off.

In other directions, Scania is providing air and electrical junctions for ancillary equipment suppliers to tap into, obviating the need to hack into the truck’s networks to install vocational equipment. Likewise, there’s significant pre-wiring and switchgear for things like rear of cab spotlights. A full suite of deck mount brackets – perfectly matched to pre-drilled chassis holes – is also available to body builders, and this includes drawbeams. Each truck has a blueprint available to body builders via a web portal, available upon completion of an online Scania course.

extrusion cases. At this stage it’s all about evaluation, both from a capacity perspective and manoeuvrability. Our big 5-axle trailers are restricted to line haul because they just can’t get into the places we deliver to. We think the semi will be like a 5-axle trailer you can get into places.

“We looked at the 4x2 and tractor operation run by the Coke guys next door, and Dave Lattimore [the R450 4x2 driver] is an ex-Coke OD and ran the configuration himself, so he had input too. We also had a look at Kiwi Furniture Movers just around the corner, they run some as well. There’s no reason we can see why it won’t work.

“We’ll see. There’s only one in the plan for now, but all going well you can’t rule out more. So far the signs look promising.”

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... bars, engraved stainless, and chrome highlights all over the truck, sourced via web-order from Acitoinox in Italy.

“When we first thought about the concept we didn’t need the truck immediately and so waited for the new model and made it a bit special,” said Jake.

Jake’s a great understater. It’s a combination that draws you to it. Start looking at the detail and you’ll be there all day.

Claws and wings

Oh what a tractor!

“Essentially a 5-axle equivalent with a tractor hooked to the front of it.” In the world of APL, cutting corners is akin to heresy, and although Jake’s words above seemed so run of the mill, in typical APL style, if you’re going to do it, do it like no one else.

Dave Lattimore potentially ‘wheels’ the country’s most expensive 4x2. A Highline cab with all the bells and whistles, fleet number 35 is a wow-factor truck. Put the blinkers on and you’d swear you were standing in some European haulage yard, staring at their latest acquisition purchased for work to the four corners of the EU. The truck has ‘extra mile’ written all over it, not just in mechanical and cab spec, but in the aftermarket touches. There’s the Prisma Tech coating added to the grille’s black areas that sparkles in the sun, the Patchell Industries taillight and rear bumper set up – the theme of which is carried through to the rear of the Roadmaster semi. There are the light

Like the mythical Griffin that appears at the centre of Scania’s corporate logo, the R450 has claws and wings in spades. Unless we’re into furniture or metro distribution, Kiwis have tended to tick the dual drive box on the options sheet, although that is showing signs of change nowadays as margins mean the costs implicated in every decision are scrutinised. Interestingly, diff counting at APL Direct hasn’t required a big abacus for many years and 8x2s and 6x2s are the norm in the Waikato firm, so choosing a 4x2 was very much par for the course. How ironic – and unsurprising – that a non-transport transport company would be so innovative.

Being a single screw there are gains in available thrust, and/ or economy. From reduced weight and mechanical loss, you could expect 3 to 5 percent saving in fuel alone, and on top of that there’s wear and tear, tyres, and even things like fewer mudguards being ripped off. It all adds up.

With four axles the R450 carries a legal payload of 16,540kgs, which is fine because 100 extrusion cases at say 100kg as an example, comes in at 10 tonne. Bear in mind a load would rarely comprise a net 100 cases, but instead be made up of cases, doors, window seals, locks, outers, and bits

The APL Direct R450 is special on so many more fronts then simply its Euro looks. The highlights package sourced from Acitoinox in Italy, the Primsa Tech coating in the black on the grille, and the Patchell Industries rear light bar are just some of the touches that keep you looking…and looking…and looking.

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WWW.GOCLEAR.CO.NZ and pieces, so you soon get the idea weight’s not the end game here. Bear in mind also the unit has scales and you could say, as ever, APL Direct have things under control. The only time a wary eye is kept on proceedings is when doing things like backloading sheet aluminium ex Auckland to Hamilton.

Residing under the floor is Scania’s DC13 143 12.7-litre 6-cylinder diesel engine producing 331kW (450hp) and 2350Nm (1735lb/ft torque). It’s a Euro 5 unit via SCR and fitted with a fixed geometry turbo and Scania’s extra highpressure common rail system.

Jake said as soon as the Euro 6 units are here they will be switching to them and that will become the standard. “Doing our bit for the environment is important to us.”

Peak torque is present from 1000 to 1300rpm and at that point power is sitting on about 325kW (435hp), hitting its top number at 1900rpm. At the crossover sweet spot there’s an unlikely worst-case scenario of over 14hp/tonne at maximum GCM. The upshot is, if you see Dave in the mirrors, you’ll probably see him a lot closer shortly and it won’t have much to

do with him, it’ll be Griff just loafing along.

Behind the engine is Scania’s GRS905R Opticruise 14-speed transmission with the 5-stage retarder. The Opticruise comes with a clutch for enhanced finesse when manoeuvring at low speeds. It’s a ‘clutch on demand’ system and is a handy thing in Dave’s workaday life. The front axle is Scania’s AMS640S rated at 7500kg, and rear is an R780 rear axle at 11,500kg capacity with a 2.59:1 final ratio.

On the suspension front there’s air at both ends. The for’ard set up is air and shock, and aft there’s a two-spring arrangement supporting two bags with shocks.

Steer tyres are 385/65 R22.5, and 275/70 R22.5 furnish the drive.

Aboard the mythical beast

After a decade on week-about Auckland /BOP set runs, Dave is loving the variation the new set-up is delivering. Having said that, our two-day adventure comprised a trip down memory lane with a rock around the BOP, starting in Tauranga and

New Zealand Trucking

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... going as far east as Whakatane, and then into Rotorua and home, followed the next day by a nine-drop milk round in the City of Sails.

We met Dave at APL Direct’s Tasman Road yard in Hamilton at a respectably early hour. Sitting in the driver’s seat tending to the morning admin, Dave told us about his journey at the Scania’s helm.

“Constant Auckland just buggered me. I don’t think it’s going to get any better; they’re scratching away there at Takanini putting in an extra lane but there’s a thousand houses and god knows what else being built just south of them. It’s not going to improve. I just got sick of watching my life tick away parked on the motorway.

“Jake asked me about this one, having done the Coke and that, and so I put my name in the hat. It’s bloody fantastic.

Being overflow I go almost anywhere. Wanganui, Hawke’s Bay, Auckland, BOP; I’ve been to Christchurch twice. I just love it, eh. What a beautiful machine to do it in.”

Dave then commanded the R450 to move via a twist of the wand toggle and brush of the throttle and the truck glided out of the pristine DC and into the early morning traffic. Flicking gears around as it saw fit, its master navigated a path out to SH1 south.

The Scania’s a health and safety manager’s dream come true for the obvious reasons most of you will already know, but trucks like these have a huge capacity to contribute significantly to the ‘health’ in health and safety. The Highline cab is almost a therapeutic space where one can watch the ‘silly’ world go about its silly things. Seriously though, Dave’s only a couple of years from Winston’s wonder-card and the Scania will help ensure he arrives fit and fresh. Delivering freight in pristine condition to the customer has always been a truck’s strong point; delivering their driver in pristine condition to retirement hasn’t.

Gross weight was 28 tonne and on the Waikato Expressway toward the SH1 and 29 junction the Scania was completely at home, meaning its European home. This is the truck for this road. Looking out the window, had it not been for steering wheel locations and road position, you’d have thought you were trundling through rural Germany or the like. Decibels on the noise meter sat in the mid-60s at 90km/h, rising only slightly to 67-68dB on chip seal surfaces or raging downhills.

Into the Kaimais and you’d like to say it was all on, but it wasn’t really. The R450 got down to 44km/h in 9th at 1200rpm on the steepest pinch before regaining speed numbers in the 50s. In-cab noise – no different.

Dave said he lets the truck do its thing and doesn’t interfere with gear selection at all. The Opticruise has three modes, Power, Standard, and Economy. In the truck’s line of work there’s no need to take it out of economy, so day-to-day is a low rev torque-fest. As is always the case the Euro OEMs have the whole AMT thing pretty sorted and the Scania’s lightening quick shifts and gear skipping was smooth and silky.

“Why would you interfere? It’s got it all under control, I’m just here to guide it along,” Dave laughed.

It’s a fascinating watch from our perspective. There’s no ‘old dog new tricks’ label anywhere near Mr Lattimore, we tell you.

When it comes time to let the Scania go in an eon or two, the new owners will likely comment on how the pedal rubbers are barely worn. That’s because watching Dave at work is like

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Lineage squared Scania’s ability to honour their models of the past when designing those of the future is never more evident than the inside of the cab. If they removed all the badging and sat you in it blindfolded, then whipped the blindfold off, you’d say ‘Scania’ before the first eye was totally in the clear. We’d actually argue you could identify it in the dark. Yet the instant you see it properly, it’s all new.

If you’re looking for the latest and greatest from Europe, but still want a ‘truck’ feel to it, then the Scania’s a toughie to go past. That proper integrated dash with a solid staunch wrap is still the cab’s hallmark. It’s a trucker’s Euro truck through and through. The park brake’s a proper lever, and they’re still humouring our quirky nature with a hand control. And hey, it’s got three pedals.

The cockpit and floor tones in the APL Direct truck are black with faun and lighter grey shades radiating out into the living zones. The materials used: heavy plastic, vinyl, and rubber, all have a typically Scania decadeplus longevity feel about them.

The R series Highline cab has the smallest of bumps in the floor (155mm) through the tunnel area – you have to go S to get the full flatty – and of course being a highline with a shade over 1.9m headspace from the floor to the roof, Dave can probably still do his star jumps and burpees if he’s parked up and it’s raining out.

The bunk’s a metre across when extended out and there’s a sprung mattress of course. Appointments-wise, there’s a fridge and freezer, TV, and microwave. The Scania has prodigious storage, with huge lockers in the front overhead and back wall of the sleeper, door pockets and shelves over the doors, as well as underbunk drawers, and a central console that also has an oddments area on top. There’s also a sunroof. In Europe these machines are designed to be lived in, and there’s a proper pull-out table in front of the passenger seat.

In the hot seat, things are really on the move. The dash is lower and the driver is closer to it and the door. Scania have really taken on A pillar blind spots by wrapping the windscreen more and it certainly improves a difficult situation. Mirrors are superb and plentiful. The door sills are interesting, the driver’s in particular, with more switchgear on that alone than there probably was in an entire Hillman Hunter. Any misdemeanour involving the

WWW.GOCLEAR.CO.NZ As slick and modern as last month’s FH Volvo, but in a retro-cool sort of way. Scania continue to celebrate who they are in the latest incarnation.

door and something hard and moving on the outside would have the insurance broker gasping we’d expect.

In front of the driver is a fantastically clear digital gauge setup in what you’d have to say is now a slightly retro, but very cool, look. The main binnacle has analogue-style odometer and tachometer gauges with fuel and temp inset low, and banks of warning lights top and bottom. In the middle there’s a telemetry screen in the usual ribbon menu format – vehicle, trip, engine/mechanical, media, settings – with scroll-downs into each silo via a toggle on the smart wheel. There’s also the ‘how well you’re doing’ read-out in terms of driving.

Switch gear and comms/navigation occupy the wrap as you’d expect, and the air suspension controls and pre-sets sit in a panel to Dave’s lower right, or via a handy remote.

The smart wheel continues the retro theme with a woodgrain top veneer over a full leather wrap. The left spoke deals to music and phone, the right operational data, and low in the centre wheel hub is cruise, adaptive cruise, and descending control. On the wand front, the left has wipers, indicators, and dip/high beam, and the monster on the right is the Opticruise command post, with retarder, and the AUT

button, which optimises the blending of all slowing options (brakes, gears, auxiliary) when descending.

We guess at some point Scania will evolve the driving compartment into a more ‘Buck Rodgers’ sort of look like Volvo have in the FH. It’ll probably be aligned to a generational shift in the driving demographic, but in all honesty, we hope that’s many an iteration hence.

Outside the storage story continues on the lower flanks and cab entry is great, although we have to say the Actros still holds the top spot. There’s a definite compensation when climbing in past the forward radius of the guard. If you’re a real studious carer of your ride you’ll be on the lookout for passengers who inadvertently give the guard a kick on their way past, and flog them as a consequence. Cab tilting is an act, with the bottom and top front panels having to be opened and the stone guard needing to be unhooked from the A pillars. That’s not great. The left side fairing of the aero kit slides forward to allow access to the deck behind the cab.

So NTG gets a 9.95/10 (the steps and that bloody stone guard).

It’s not a question of could you live in it? It’s whether you change your postal address.

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watching a teenager on an Xbox or PS4. It’s all happening on the smart wheel. Even descending the Kaimais, Mamakus, or ‘Bombers’ the day after, he simply adjusts the settings on the descending controls mounted low in the middle of the tiller, and lets the truck determine the best tools to use to put a hold on things.

The eye of the needle

The number one goal that drove the new truck’s genesis was getting a lot into a small space, meaning getting a lot of truck into tight customer sites for unloading. It’s interesting to note at this junction the R450 4x2 and semi combo isn’t the only experiment in the APL Direct operation, and lurking somewhere in the forest of aluminium extrusion cases is an R

series 8x2 rigid with a 10.2m deck and a rear steering axle – but that’s for another day.

Physics is physics and it’s a fact that you can’t get a 4.3 x 2.55 x 16.7m cube into a hole that’s smaller. But, we’re a clever creature when it suits us, and the geometry around the Scania attests to that, with the drive configuration, wheelbase, airbags, rear overhang and kingpin settings on the semi all contributing to give the Griffin and its tail contortionist qualities.

For two days we watched Dave and Griff turn, twist, squeeze, reverse, lift and lower their way into all manner of places. There were places with steep and raked entrances, ones with long drives in and back-out, and others with a long backin and drive out. All amidst cars, trucks, pushbikes, people walking dogs (and visa versa), scooters, motorbikes and almost

He’s even got a cheesecutter!

Just when you think it can’t get any more Euro than it is, there’s Dave Lattimore, Kiwi to the core, but wearing a cheesecutter. Maybe the imagery on the expressway wasn’t too far out of whack. If it were a Scania rolling along the M1 in Britain, the picture we painted would fit just fine.

Born in Milton, Dave’s family moved north to the Waikato when he was young and that’s where he’s spent the last half-century. A joiner by trade, he got his first taste of trucking in the mid 70s driving an Isuzu ELF, working for the friend of a friend who needed a relief driver on a smallgoods round.

“Yeah, that was about the time. It was something different,” said Dave. “I quite enjoyed it.”

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From there he scored a fulltime job in 1978 with Freightways, working on their contract with Innes Schweppes delivering Coca-Cola. When Oasis took the Coca-Cola brand locally, distribution was taken in-house and Dave was offered a position as an owner-driver and that’s where he spent the next 20 years, ending his time with Coca-Cola AMATIL holding the brand regionally.

In his time Dave ran a number of trucks, dominated by Nissan, who offered ODs an attractive deal via an agreement with the beverage manufacturer.

“They were good machines. Ideal for what we were doing. When we stepped up to the tractor semi work,

Isuzu entered the fray too. We serviced the Waikato to Huntly including Raglan, and the BOP out to Whakatane.

“The great thing with Coke was the way they had it structured. Every number and cost right down to the last cent. You just went with what they said truck-wise. The Nissans were all factored in.”

Dave said the rise of water was the most amazing thing he ever saw.

“We couldn’t get our heads around it,” he laughs. “You can get it from a bloody tap, but they said, ‘No. It’s for ladies going to the gym.’ It started with a box here and there and before long there were pallets and now look.”

Post the Coca Cola years Dave floated around and did relief driving,

WWW.GOCLEAR.CO.NZ It’s town and country sort of world for the Scania. Paraparas one week and turning on to Hugo Johnston Drive in Penrose the next.

It doesn’t take long before the rationale behind the semi’s king-pin placement materialises in front of you.

anything and anyone you can think of.

You can see why Jake, Dave, and the rest of the brains trust behind the machine left the semi kingpin setting forward at 560mm.

“Yes, it would have looked nice to have the semi’s front wall up closer to the cab fairings but we knew that would be asking for trouble,” said Jake. Watching the driveway rake at our first stop of the two days in Tauranga, we said ‘Amen’ to that.

Turning circle on the 3.6m wheelbase 4x2 is a staggering 6934mm at the kerb and 7703mm at the cab’s extremity. Add to that the placement of the axles on the semi with a rear overhang of 3890mm and it’s easy to see that in the right hands this unit will go into some pretty awkward places.

“You do have to watch that tail,” said Dave. “You can’t take it

too cheaply, you have to make sure you know what’s going on around you.”

It’s well worth a note at this point on the investment in image and the hidden payback it so often yields. If Kate Middleton dropped her eggs en route from supermarket to car you’d hear every man for miles running to assist. If Mrs Brown did, you wouldn’t. Likewise, some of the places Dave has to put the unit into may require a slight delay in the lives of others. What we noticed was people oohing and aahing at the Scania’s presence, happy to sit and look at the majestic Swedish machine or take a selfie rather than toot or moan about any inconvenience. We even had part of a film crew who were busy scoping out a location in Penrose walk up and say, “Nice truck” as Dave backed down the length of a poky street beside them.

Dave Lattimore. When it

doing a lot for Carl Urlich, firstly on distribution work and then driving a CH Mack when Carl’s contract with LW Bonney & Sons began.

A little over 10 years ago Lionel Killen offered him some relief work at APL Direct. Dave agreed, but before he could start a permanent berth came up, and he was offered that.

“And that’s that,’ said Dave. “No, they’re a bloody great outfit. You wouldn’t go anywhere else, hell no.

Top class. If it squeaks it’s fixed and look at the gear.” Dave then laughed and said, “I’ll be 65 in a year or two and I’m going to ask Jake, ‘who’s going to mow the lawns at the new site?’ I’ll see if he’ll buy me a Scania lawnmower!”

comes to both the machine and company that owns it, he simply grinned and said, “What is there not to like?”

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There’s no disputing the Scania’s nimble abilities. Dave’s now used to Griff’s long tail (semi over-hang).

Out in the wild

The Scania’s got the full bag of tricks when it comes to safety and tech, and it’s just as well, because with the network in its current state, both man and machine could well need it at some point.

“It’s going to be an interesting winter,” said Dave, in regard to the level of surface melt and degradation on the state highways. “When those first decent rains come…it’s going to be very interesting.”

And that’s a comment from a naturally cautious 63-year-old man with a plethora of experience behind the wheel. As a truck driver he’s probably in one of the best places he can be. Scania is one of the big seven in Europe and it’s been game-on there for as long as anyone can remember in terms of the tech-led safety assault. As such the R450 comes with disc brakes, EBS, ABS, Adaptive Cruise with Advanced Emergency Braking (AEB). There’s hill hold, and Electronic Stability Program (ESP) with associated traction management. It wants for nothing by today’s yardsticks. In fact the truck gave us a wee demo of its cautious nature on the way home from Rotorua back at the SH29 junction when it detected a car it thought wasn’t getting into the right turn lane in a timely enough fashion and slowed things up until it was happy. It was an interesting experience and served as a peephole into the future when autonomous vehicles and intuitive humans live together.

As the more laissez-faire members of the union we may need to up our level of vigilance in case a member of the other team decides they need to slow, or even stop.

Scania’s hydraulic retarder and its formidable braking power needs no introduction and the latest R4100D model in the new Scanias has increased braking power at 4100Nm and freewheels when not in use, further improving fuel consumption.

“Originally there wasn’t a wand for the Opticruise and retarder,” said Dave. “The retarder worked via brake blending off the pedal and it was just too harsh at times with all the stop-start we do in metro areas. Fine on the highway, but not so good in town. We had them fit the more traditional wand and give me more control back. Since then it’s been fantastic.”

In regard to fuel consumption, the APL Direct truck – although only 15,000km young at the time of testing – has averaged an impressive 3.29kpl (9.28mpg). Goodness knows what the number will be once she’s freed up a bit more. It’s worth noting the NTG Scanias have won the Green Truck

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Dave’s an old hand at distribution work – doesn’t matter if the aluminium is in the form of Coca Cola cans or window and door frames, he’s your man!

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A typical mezzanine floor set up with a few APL’isms’ like in-deck pins to stop the crates moving. (Stacked at rear.)

Award in Europe more than once already for the 13-litre motor derivative. It’s not hard to see why.

Directional control and brakes are faultless, and like the Volvo last month, the Scania was quite soft in the ride at times – certainly softer than other Scanias we’ve tried – again, especially at roundabouts, severe turn-in points and the like.

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It’s one area the combination of a quintessential Euro set-up on Kiwi roads might be mildly antagonistic, with Dave saying the slumps and depressions on roads like the Paraparas are sometimes large enough to swallow one side of the tractor entirely.

“She’ll take a dive on one side down into it. The first time

WWW.GOCLEAR.CO.NZ Elegance framed Architectural Profiles Ltd (APL) is one of those companies that you walk into and instantly have a feeling that the slick, immaculately clean presentation and calm, efficient, polite, and friendly goings on are just how it is. That there’s someone in control with uncompromising standards, who won’t settle for anything less than perfect, whether it’s the product they produce, the people running the gig, or the distribution network servicing the clients, both internal and external.

It holds to that classic Kiwi value found in so many of our native success stories, where rank and position is shied away from and it’s hard to know who it was you were just talking to. Was it the guy or gal who cleans the place or the guy or gal who who owns it?

If you work there it’s because there’s a crucial role to fill, so you’re valued.

Everyone engages with each other and introduces guests. It’s a classic example of what you see in so many successes – relaxed efficiency.

Look at the size of APL’s operation in Te Rapa today and it’s hard to imagine it all began in 1971, on a farm in Bellevue Road in rural Cambridge, and moved to Te Rapa in the mid ’70s. In 2019 APL consumes well over a block of the Te Rapa landscape, plus the DC on Tasman Road. In typically APL style though, you don’t really know it’s there. Although the trucks proudly display the brands, product lines, and philosophy, the buildings tend to be low on razzmatazz, elegantly subdued or just sitting in behind strategically planted trees.

APL’s family is extensive, with the JV Independent Extrusions Ltd (INEX) producing profiles for APL subsidiaries ALPAC – APL’s manufacturing arm (cut, press, form), Colour Works (powder coat), and FINEX (anodise), prior to their dispatch to 75 independent fabricators between Kerikeri and Gore.

These fabricators sell and install under APL’s end product brands Altherm Window Systems, First Windows and Doors, and Vantage Windows and Doors.

APL will also supply the hardware needed to make your door or window open, close, shut, and lock. But wait, there’s plenty more yet. PPL (Profile

Jake Lambert manages the APL Direct business.

Polymers Ltd) extrude thermo plastics for the window and door seals and supply all manner of products to a diverse clientele. INEX Metals supply sheet and profiles not used in windows and doors. And if you wanted to get involved as a fabricator in the swish APL family but don’t have a fancy European CNC cutting machine in the shed…don’t you worry at all, they can sort you out there too. Today APL’s tentacles reach well beyond building and construction, with product sold in transport, marine and many other industries. Oh, and the whole thing’s pretty much replicated in Australia under the name AWS (Architectural Window Systems).

Jake Lambert (25) heads up the transport arm, APL Direct. A local lad, Jake’s only been in transport about two years following a return home from Europe where he was involved in the equestrian industry (sort of the same – his horses ran free, ours are trapped in a fiery steel box).

APL Direct is a fully independent profit centre within the group. A company ethos of no half measures applies, and you could eat off the stage at the Tasman Road DC. Standard SKU is a wooden framed cardboard case about 450mm long by 5 to 7m, weighing up to 100-odd kilograms. Additional standard

items include doors in zip bags, pallet bins of ‘hardware’ (locks, hinges and the like), and cardboard outers.

There’s a line haul fleet that runs to the DC in Christchurch most days, and that’s where the South Island is serviced from. North Island is all ex the Hamilton base.

“We run the latest EROAD and have been on electronic log books for about four years. There’s no pressure on our drivers to exceed or do anything outside legal and reasonable expectation. There’s a cupboard with all the cleaning gear they need,” said Jake. “We have a great team at present and it’s all about retaining good people.”

Regan Silcock is the transport coordinator and came out of the express parcel industry five years ago to take on the role at APL Direct.

But APL’s incredible story may not be behind the shutters for long. The company is developing a 50 hectare site at Hautapu, and all divisions will move there over the next half decade or so. There’s no question it will be a spectacular complex when it’s finished… which should be just in time for Dave to start mowing the lawns.

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I encountered it I thought ‘hell’ but I’m used to it now. Once you’re aware of it it’s just business as normal. Some roads are goat tracks; that’s just how it is, and you drive accordingly.”

There’s no disputing the fact that we’re with a Scania groupie. The R450 is the third Scania Dave’s had in his decade with the firm, starting initially on the DAF and then working progressively through two Scanias and then on to this latest machine.

“They’re just a bloody nice machine you know? Quiet, comfy, they perform well and I’ve never ever been let down by one.

I’ve never had one stop on me. I think they’re it.”

Dave came from a P400 to this machine and he said it’s a whole new world, believing the bar’s been lifted considerably.

“The comfort and visibility are amazing. They’ve improved visibility at intersections looking past the mirrors. I mean, look at it. It’s next level really isn’t it?”

Vanilla-free right to the end

The APL Direct R450 certainly isn’t your regular order for either the truck or trailer supplier.

“It’s been a project. There’s been a lot to work through and discuss. There’s been input from many on our team and Andrew Lane at CablePrice in Rotorua was great throughout the process,” said Jake. “We’re in a privileged position where we can put a trial unit on the road and see if there’s a future in it, so why wouldn’t you?”

Like the truck, there’s certainly not a lot that’s vanilla about the trailer either. Built for APL’s specific tasks, the 12.9m (12.6m internal) 2-axle unit has a unique look, with mezzanine floors and placements in the deck for pins of varying length that keep the cases happy in transit.

“It’s something we do and it was the final straw in solving in-transit issues with the cases. The pins just keep them snug

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and prevent any possibility of movement,” said Regan Silcock, transport coordinator at APL Direct.

The trailer rides on 19.5” BPW eight stud disc braked axles and BPW Airlight-2 suspension. 265/70R 19.5 XTE2 tyres on Alcoa Dura-Bright wheels complete the look.

The semi is festooned with access aids and there are ladders, giving Dave the ability to safely breast the loft if needed.

It’s the third unit Roadmaster have built for APL Direct and Jake said its planning and construction went exceptionally well, working closely with Roadmaster account manager Mark Walley. At this time the semi doesn’t have the sliding roof that allows gantry unloading, although Jake hasn’t ruled out a retrofit in the event the concept proves successful.

Summary

So much on the move with this unit. An all-new NTG Scania on the road in New Zealand that looks like it’s caught the wrong boat from home. A change in traditional configuration from the APL Direct norm. A change for driver Dave Lattimore. There are evaluations occurring on every front.

What hasn’t changed though, is APL continuing to push their business boundaries, exploring new options and opportunities; something that’s them to the core, something very Kiwi.

Will it work? Who knows, it’s early days, although the signs are all good. The truck itself certainly works on every imaginable front – performance, comfort, safety, marketing and image. Dave Lattimore, its driver, is an old-schooler, not prone to animation on things like trucks, but his new ride certainly does more than draw a smile from the face under the cheesecutter cap.

“Yeah, she’s a bloody honey all right. I mean, what is there not to like?”

Exactly Dave. What is there? 

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Changes The APL Scania was one of the last sold by CablePrice Ltd. On 1 January this year Scania New Zealand commenced operations as a wholly owned subsidiary business of the parent company, responsible for the importation, distribution and sales of new Scania heavy trucks and buses, as well as the parts and business services.

CablePrice continues in its role as key provider of aftersales service and in-service support for customers through its existing dealer network, and the physical warehousing and distribution of Scania parts to the dealer network, as well as preparing products for delivery.

“We have had a successful partnership with CablePrice spanning many years, and we look forward to continuing this. Scania New Zealand will focus on growing our

new vehicle sales, as well as driving the shift towards a sustainable transport future,” said Scania New Zealand managing director Mattias Lundholm. “We are investing in the future of Scania in New Zealand because we believe there is potential for us to offer more operators our efficient, safe and profitable tailor-made truck solutions for their transport needs.

“This, along with the development of hybrid electric trucks and buses, means Scania has a wide array of environmentally sustainable products to offer New Zealand transport operators. With the Government’s climate change agenda, we expect to see continued growth.”

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SPECIFICATIONS

Scania R5450 HIGHLINE 4X2 Tare:

7520kg (cab and chassis load cert)

Brakes:

Disc with ABS/EBS

GVM:

19,000

Safety:

ESC, hill hold, slip regulation, Adaptive cruise, Advanced Emergency Braking

GCM:

50,000

Wheelbase

3600mm

Engine:

DC13 143

Capacity:

12.7 litre

Power:

331kW (450hp)

Auxiliary braking:

R4100D Retarder – 5-stage

Fuel:

400 litres

DEF tank:

80 litres

Wheels:

Alcoa Dura-Bright

Tyres:

Front: 385/65 R22.5 Rear: 275/70 R22.5

Torque:

2350Nm 1,733(lb/ft)

Emissions:

Euro 5 (SCR)

Electrical:

24 volt

Transmission:

Scania GRS905R 14 speed Opticruise

Cab exterior:

Clutch:

Manual and automatic (clutch on demand)

Aero kit, stone guard, fog and driving lights, heated and electrically controlled mirrors, remote locking

Front axle:

Scania AM640S

Cab interior:

Front axle rating:

7500kg

Premium leather driver and passenger seats, 1000mm-wide mattress and cover, floor mats, bunk restraint, woodgrain/leather steering wheel, air conditioning, entertainment system, fridge, freezer, microwave

Extras:

Prisma Tech coating on grille, stainless highlights and light bar package ex Acitoinox in Italy, customer rear bumper and light bar ex Patchell Industries, anodised checker-plate decking behind cab, various etching e.g. Griffin on trailer plug board

Front suspension:

Air, shock absorbers

Rear axle:

Scania AD400SA 2.59:1

Rear axle rating:

11,500kg

Rear suspension:

Scania 2-spring 2-bag air suspension

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‘Ya gotta do it?

Then get it done’ Story by Carl Kirkbeck Photos by Carl Kirkbeck and Emmerson collection

When well-respected Hawke’s Bay farmer, orchardist, transport operator, father and grandfather John ‘Emmo’ Emmerson passed away, for grandson Shaun there was only one fitting way to send off his granddad with due respect.

T

hey say the measure of a man is gauged by how many people arrive at his funeral; well, using that analogy as a guide, Emmo was quite a man. Talking with the family it becomes blazingly obvious how the core family values that Emmo stood by also traversed his friendships and business relationships.

Emmerson Transport Ltd as it stands today evolved through necessity, from very early small beginnings on the family farm as it transitioned to an orchard. This journey for Emmo brought about many business dealings, which in turn developed many long-standing friendships along the way. One such friend is Bruce Stephenson of Waipawa’s Stephenson Transport Ltd.

Talking with Emmo’s grandson, Shaun, you soon discover the strength of the bond. “If stock had to be shifted either onto or off the farm, there was only one type of truck allowed to do the job and that would be one with a maroon cab and green stock crate from Waipawa,” said Shaun.

It was in 1977 when Emmo, along with his two sons, Ian and Peter, seized the opportunity and Emmerson Transport Ltd was formed. The transport business grew from strength to strength, with a copious amount of hard graft as well as bucket loads of passion for the transport industry by the team.

Emmo’s passion is especially evident through the years he worked within various industry organisations. Twenty-five years of service to the Road Transport Association – Hawke’s Bay branch, with some of those years served as chairman.

Seven years as director of CARTA (Central Area Regional Transport Association), as well as seven years on the board of the Road Transport Forum. An admirable effort that is worthy of the respective life memberships to all three organisations that Emmo received, not forgetting his induction into the New Zealand Road Transport Hall of Fame in 2012.

Emmo passed away on Friday 23 February 2018, just four days shy of his 85th birthday. The family sat down together on the Saturday to reflect and then start piecing together the funeral plans. What became plain to see, as word made its way around family and friends, was the magnitude of the event

Left: Frantic preparations but there was no doubt they’d ‘get it done!’

Right:The late John Emmerson.

An old-school businessman – people and handshakes.

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A tribute from Bruce Stephenson “I had the pleasure of sharing many happy hours with John, often avoiding the burning rubber and diesel fumes of the younger guys, except of course when we would tell them how ‘we used to do it’.

“John was incredibly loyal to those who supported him, did not suffer fools and certainly acted up to his quote ‘if you gotta do it, then get it done’. His energy supporting the road transport industry seemed tireless.

“It was a proud and humble day for Stephenson Transport to have a rig in the funeral procession in honour of such a fine gentleman who had been so dedicated to our Industry.”

ahead. Emmo’s son Ian said with a laugh, “there is no way Dad would have wanted anyone to stop work and be unproductive mid-week for his funeral!”, so the decision was made to hold the service and celebration of Emmo’s life the following Saturday.

At this time the funeral director asked what style of hearse the family would like to see Emmo transported in, to which Shaun suggested a large green and white Aerodyne, one with a bright red chassis. Shaun’s uncle, Peter, and father, Ian, both agreed it

New Zealand Trucking

March 2019

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Ian (left) and Shaun Emmerson. There was only one fitting way for the family to send ‘Emmo’ on his way.

was by far the most appropriate option for Emmo.

A plan was hatched then and there to set to work on Shaun’s own mount within the fleet, number 4, a Cat C15 powered Kenworth K104 Aerodyne 8x4 tractor unit, and dress it appropriately for the task. There was no doubt for Shaun that it would be a big week and a big task; it was Emmo’s own mantra that drove Shaun through the project. Shaun said that Emmo had always told them, “if ya gotta do it – then get it done”. Shaun spent the best part of the first two days stripping the chassis, as well as cleaning and degreasing the unit ready for the paint shop. It was then off to Jock the painter for a new coat of red for the chassis. As soon as it was dry enough the unit was returned back to the Emmerson Transport workshops

at Orchard Road in Hastings, where Shaun and the team set about putting number 4 back together again. While doing so, plenty of elbow grease was applied to ensure a solid lustre on all the shiny bits for the journey on the big day.

While the refurbishment of number 4 was being completed, word made it out onto the street that Emmo would be riding in style with Shaun at the helm. It was not long before offers to join the procession and form a convoy of honour for Emmo were being fielded. We all understand the cost having a unit off the road for a day, and with this in mind Shaun tells how 30-plus rigs put all that aside and made their way along so they could accompany Emmo. It was an amazing sight to see, said Ian. 

Living the dream: every day is a classic Long Lap Run for Collin Walters from Pukekohe in his 1980 W924

PH OT O: FAY E L OU GH ER

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New Zealand Trucking

March 2019

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Trucking’s

hayday Story by Dave McCoid Photos by Dave McCoid and as credited

Carriers from the Nelson region lined up to get feed home to their farmers in need. Solly’s Freight Ltd storming north out of Christchurch.

Life is best when communities unite and come together in support of those dealt a rough hand, something rural folk know best. The recent Nelson Fire Hay Convoy was a supreme example of unity in adversity.

“M

y friend Frannie [Francis Dick] in Nelson phoned me and I could tell she was distressed. Her animals had no feed and the fire cordons meant there was no way of getting feed to them,” said Paule Crawford. “She wasn’t the only one affected either.”

A rural girl herself, with farming a huge part of her life, Paule decided to swing into action from her home in MidCanterbury and do her bit to help Frannie with the mounting crisis.

At that moment she had a thought and started doing what rural folk do when there’s a genuine need – tapping into networks. She phoned Nigel Young at Quality Feeds and Contracting Ltd in Timaru and asked if he knew of any feed that might be available to support the folk in Nelson.

“Give me five, I’ll ring you back,” was the reply.

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New Zealand Trucking

March 2019

Nigel phoned back all right; he’d found 120 round bales.

‘Hell! Okay, who next?’ thought Paule. With that she got on the phone to her cobber Baz Hill, who worked at Mid Canterbury Baling Ltd. “Baz! How many unit loads is 120 round bales?”

“Ooooh, about four,” was the reply.

After establishing with Frannie, Nigel and Baz that a truckload was doable, Paule rang Federated Farmers Feedline to check if they wanted feed. They certainly did, and local Farmlands sales manager Frazer Clarke was seconded as Feedline coordinator and told Paule to “send everything you’ve got”.

“I must have been crazy,” laughs Paule. “It just snowballed. I can’t get over the people; those who donated feed, the trucking companies, those who provided yards. Every time we phoned and said what we were doing people just wanted to help. They wanted to help other people.”

Farmers Todd and Julie Smyth were the single largest donators of feed, and Nigel Young’s Timaru yard was effectively the southern staging point. Nigel himself was the second largest benefactor. Protranz Earthmoving’s yard in Christchurch quickly became the northern hub after Gerard and Mike Daldry put their hands up to help.

During the week up to 17 February there wasn’t much in the way of sleep for Paule and her merry band of helpers.

As the size of the operation grew, so did the coordination task. “We kept in contact daily with Frazer and the Federated Farmers team to advise what we had and what was to be sent

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Messages on the bales had people tooting and waving and received the thumbs up from road work gangs.

“The product mostly went to the Richmond Showgrounds, with three loads delivered direct to farms. The whole thing was done and dusted in seven days start to finish, with five days for logistics.

“I can’t thank all those involved enough. Where do you start?

Everyone reading this who pitched in and got involved, you have our heartfelt thanks. You are all heroes. I’ve received calls from farmers in the Nelson area affected by the fire, and now in a drought situation, thanking everyone who came to their aid.” 

More photos overleaf ➤

C R AI G M c C AU L E Y

each day. We staggered loads to ease unloading pressure at the other end, as we weren’t the only ones donating feed. We could put the brakes on any load if required. However, Federated Farmers wanted the lot to help the farmers through that critical three- to four-week post-event period.”

Over the course of the week 23 trucks from 12 companies covered 17,784km, carting 267 tonne of product.

“We cut feed donations off on the Tuesday afternoon, I could see it getting past our ability to manage the transport. We even had 24 tonne of magnesium fertiliser donated,” said Paule.

Darryl and Anita Campbell on the Lewis

The Oversize Pilot’s NH Volvo on the

– ‘Magnesium P.I.’

final leg into Richmond. A big wave sums up the mood surrounding the whole project.

New Zealand Trucking

March 2019

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(From left) Mid Canterbury Baling driver Johnny

Canterbury Baling Ltd almost ready to leave ex

McCormick, the tireless Paule Crawford, and her

Christchurch.

right-hand man and expert truck wrangler Bazz Hill.

NE L S ON HAY R U N

The Volvo FM Johnny McCormick drives for Mid

Left to right: Hilton Haulage loading at Nigel Young’s Quality Feeds and Contracting Ltd in Timaru. Talley’s Group jumped in to help. Wilson Bulk Transport Ltd loading out of Todd and Julie Smyth’s property. They were the single largest donors of feed.

Protranz Earthmoving loading ex-Timaru.

The Legends List

Everyone who so generously donated their precious feed Mid Canterbury Baling Ltd Co-Organiser – Baz Hill Mid Canterbury Baling Ltd – Johnnie McCormick Mid Canterbury Baling Ltd – Fergus Wakelin, Neville Nelson Quality Feeds and Contracting – Nigel Young, Oli Austin Protranz Earthmoving - Gerard and Mike Daldry Talley’s Group – Hayden Reed Hilton Haulage – Justin Hardacre, Chris Gard Wilson Bulk Transport – Heath Little The Oversize Pilot – Al Giddens Solly’s Freight – Ed and Merv Solly, Mike, Barry and Willy NZ Trucking Page – Katie DMH Contracting – Diezal and Mark Power Farming – Geoff McCabe Leeding Signs – Jess Snelson Placemakers Christchurch – Ross Wheelans

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New Zealand Trucking

March 2019

Placemakers Wanaka – Rex Smart Lakeland Hiab Services – Glenn Templeton Otago Fixers Allied Petroleum BP Ashburton District Council Todd and Julie Smyth Hand Loaders – Ryan Pharazyn, Tony Robb, Marga, Garth, Ethan (A.K.A ‘Ginger’ - Protranz Earthmoving), and Holly.

Johnny Miller and ‘gun’ telehandler driver Dara Guy Hahn and Jake Hahn Darryl and Anita Campbell Robynne Naylor Barbara Kennedy Mike Ameer

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Just Truckin’

Around

www.trt.co.nz

Jason King New Zealand Trucking contributor Milly McCauley came across Fonterra driver Jason King recently in Motueka and asked him if he would like to have a bit of a talk.

As a schoolboy Jason grew up around trucks and spent a lot of time riding with his dad, who drove an Isuzu A-train milk tanker for the Golden Bay Dairy Co-op.

Jason has been driving trucks for 16 years and has been with Fonterra since 2006.

His current truck is a 2014 Volvo FM 540. Jason tripleshifts the truck with two other drivers, collecting milk from farms in the upper South Island and delivering mainly to Fonterra plants at Brightwater and Takaka.

The biggest problem Jason sees facing the industry is an unnecessary amount of over-regulation and rules.

Milly asked Jason, if he were the transport minister, what piece of road would he change and why? He replied, “State Highway 60 [Takaka to Collingwood] because it is too rough and narrow in places”.

When asked what his dream truck would be to drive, Jason said he has always liked Volvos, so he is pretty happy with what he drives.

During his downtime from the tankers Jason does some casual work for Sollys Freight, where his career behind the wheel began.

A memorable trip for him was delivering fertiliser from Golden Bay to South Westland, then picking up crushed

cars out of Haast and delivering these to Christchurch.

Milly asked what his favourite part about truck driving was and Jason said, “Just getting out there and doing it”.

His preferred radio stations are The Rock and The Edge, – “Pretty much a little bit of everything”.

After presenting him with a nice cup of coffee, Milly asked Jason the vexing question, would he choose either a cooked or continental breakfast?

“Cooked!” said Jason.

Alistair Hammond

Alistair Hammond from Waikaka Transport had just arrived back from the Pukeuri freezing works north of Oamaru and was awaiting his next command from dispatch when Craig Andrews caught him at a quiet moment at Willowbank, just off State Highway 90.

Alistair enjoys a yarn so was more than happy to give us a rundown on what makes him tick.

He’s a latecomer to the driving game, having only started when he was 39, but he has always been interested in trucks and that stems from way back on the family farm when they used to own a Leyland Chieftain.

His driving started on a Mitsubishi with Stephen Gills from Winton doing silage, followed by a couple of years at Scully’s driving a 450 Nissan, brief stints with Temuka Transport on a Volvo and Milne’s on a 450 Hino livestock unit, and then six years on a MAN 540 with Winton Stock Feed. But the lure of a good dispatcher and the chance to get back into a stock truck saw him head

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New Zealand Trucking

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over to Waikaka Transport, where he currently works.

“I enjoy seeing the countryside and getting to talk with farmers again. The sheep and beef farmers enjoy a yarn, unlike the dairy guys who tend to run a mile when they see you coming,” he laughs.

He has few gripes with the industry; apart from the odd idiot on the road, all is good.

He loves the MAN he drives for

Waikaka. It’s a 2014 model with around 280,000kms on it. “Plenty of horsepower and comfort, and these big units command respect.”

He said he’s enjoying working for a great company and Rex Brown does great work as Waikaka’s dispatcher.

Alistair’s vexing question was lucky number seven. Rugby or soccer? He watches and supports the Midlands rugby team at Winton, so rugby all the way.

WWW.GOCLEAR.CO.NZ Just Truckin’

Around the world

www.trt.co.nz

Greg Hutchinson and Phillip Judd

Greg Hutchinson and Phillip Judd are a two-up team engaged on a regular run from Brisbane to Darwin for Simon National Carriers. Paul O’Callaghan got chatting to the duo as they were fuelling the tanks on their fridge vans at Longreach, Queensland.

“We may be here for some time,” quipped Greg. Due to severe flooding in Queensland in early February 2019, many roads had been closed, leaving truckies parked up in places like Longreach, Winton and McKinlay.

Reports from Kynuna Roadhouse described a stranded Darwin-bound Toll refrigerated truck where the driver donated its fresh produce to stranded motorists.

Greg is from Ipswich and has trucking in his blood, with a 40-year driving career, 12 of which have been spent on and off at Simons. Phillip, on the other hand, has only been driving eight years, exclusively for Simons. Prior to this he

Greg Hutchinson (left) and Phillip Judd.

was employed as a van sales driver with PepsiCo, but driving big road trains across the outback was always a lifelong ambition of his.

Overall, the pair are very happy with their 2018 FH16 700 XL, which was is in fact a test vehicle from Volvo.

The company has even tested the 750 version, although this model was never introduced to Australia. Engines aside,

both drivers were unanimous in the sentiment: the FH bed is just too small, especially for two up team driving.

The 6800 km weekly round trip takes the lads just five days, allowing two days at home. Maintaining a good work-life balance is key for Phillip, while Greg just flashed his inner forearm tattoo when asked his feelings on the subject. It simply reads ‘The road goes on forever’. 

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TOP TRUCK

‘Bad Habit’ Story and photos by Carl Kirkbeck

From a wide-eyed kid riding shotgun with his uncle in the backblocks of the lower Hawke’s Bay to independent owneroperator. Nathan Nicol’s megapersonality K200 Kenworth logger is truly a symbol of this man’s passion for truckin’.

ambassador for having pride in your ride. Chatting with Nathan we find that his passion is the net result of a lifetime of working in and around trucks, and being influenced by some of the industry’s finest, people who have never hesitated to impart their knowledge and trade practices.

Forty-two-year-old Nathan tells us how his first memories of trucking were back when he was just three years old and how he spent many hours riding shotgun in the cab of the new Fiat his Uncle Niven operated for Mangaorapa Station near

T

he cabover K model Kenworth has morphed over the years since its release in the early 60s. The versatility of the cabover Kenworth is now legendary, and the model is firmly entrenched within fleets from one end of the country to the other. Some ply the highways in subtle, nondescript liveries that make them quietly blend into the masses on their daily journeys, and then you meet ‘Bad Habit’, a logger from Bay View in the Hawke’s Bay, with an attitude and personality larger than Arnold Schwarzenegger. This is a rig that has visual impact the moment you lay eyes on it; however, as you look closer you discover it’s not just the level of detail, but the attention paid to it that inscribes a lasting impression.

The man behind the compilation and build of this unit, and also found behind the wheel, is Nathan Nicol, a true

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New Zealand Trucking

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Left: Imported genuine ‘Silverback Chrome’ mitre cut straight stacks go hand in hand with the American show truck scene. Above: The tag line on the rear of the matching 4-axle Patchell Billet trailer sums up ‘Bad Habit’ perfectly.

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Porangahau, carting fertiliser, stock and whatever was required.

Nathan purchased a Mini as his first car, and Niven, who was a motor mechanic by trade, rebuilt the engine for him, so as payment Nathan washed and detailed Niven’s truck and trailer.

The washing and detailing of trucks has become a passion of Nathan’s. It is when you hear him retell memories of being 12 years old and spending time with Barry Hermansen, at the time a driver for Renalls Transport of Masterton in a Mack Ultra Liner on logs, that you begin to understand why. He would be handed a bucket of soapy water and a brush by Barry at 5am on a Saturday morning and set about washing all the wheels on the Ultra Liner; great times said Nathan.

On his 18th birthday Nathan’s Mum asked him what he wanted for his birthday, to which he replied ‘my H/T’, so she paid the $76 for Nathan to sit his heavy traffic licence…as

well as buying him a T-shirt. The theory was a breeze, and the practical, for which he used the late Stephen Smyth’s Isuzu 370 Black Belt, was passed with flying colours. Upon his return to the yard with licence in hand, he was immediately despatched to collect and deliver a load of stock out of the local saleyards that evening… ah, the good old days.

Brian Bond at Farmers Transport Dannevirke gave Nathan his first real start, working relief driving jobs. He remembers one evening being given the keys to a new Nissan 380 loaded with 460 lambs for Hill Country Meats in Napier, and feeling like a million bucks on the return run home.

It was there that Gary Ferrick taught Nathan a wealth of information through hands-on experience, like getting behind the wheel of a 420 FH Volvo at Weber, loaded with 45 bulls, and then driving back into town to the saleyards with Gary

Oxblood red interior, woodgrain dash, and gold bezels? No, no and NO!

New Zealand Trucking

March 2019

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The team – Nathan and Paula Nicol with son Cole and daughter Emma.

saying, ‘Don’t mess up your reversing into the yards because all those fellas over there are watching ya’… nothing like a little pressure to help teach you the ropes.

At 20 years of age Nathan met the late Alan Conway, a contractor with TCD, who was running a 420 FH Volvo. It was not long after this Nathan realised that between Farmers Transport and TCD he had enough relief work to leave his job at the Dannevirke BP. This was a turning point. The part-time relief driving led to his first fulltime opportunity, driving Alan’s Volvo at TCD when Alan decided to take a break from the road. Nathan fitted into the TCD culture well, with super clean units and a rule of no work boots inside the cab; golden values that had been instilled at an early age.

A short stint in Auckland with Pyramid Trucking Ltd led to an opening at Road Freighters back in Hastings with Dean Jones, starting out on a T600 and B-train and progressing to a K104G 32 pallet unit. “A fantastic company to work for, awesome gear and brilliant work,” said Nathan.

It was in 2007 that Nathan’s early days with Barry Hermansen at Renalls brought about a job offer running logs

Where it all started – riding shotgun with Uncle Niven in the mighty Fiat.

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New Zealand Trucking

March 2019

into Pan Pac, driving a Volvo for Barry and Pauline.

“Another fantastic job that lasted the best part of six years, where they looked after us like family,” said Nathan.

An opportunity opened up within Pan Pac and Nathan was successful in securing a contract as a new owner-operator for the mill. He bought a secondhand K104 to get the contract under way, then purchased his first new unit, a K108E. It is now just on 18 months since Nathan replaced the K108E with ‘Bad Habit’, the K200 you see here. The truck is powered by a Cummins e5 motor rated at 459kW (615hp), backed up by an Eaton RTLO22918B Roadranger gearbox and Meritor 46-160 diffs at 4.33:1 on Airglide 460 suspension. The log gear and trailer were supplied by Patchell Industries.

“It has been quite the journey,” admits Nathan. “If not for the accounts management and back-up support of my wife, Paula, it would not be possible, as well as business mentoring from my great mate Shaun Thompson; awesome support from all angles.”

We ask Nathan the significance of the rig’s name, ‘Bad Habit’, and with a laugh he informs us that he is often told

WWW.GOCLEAR.CO.NZ Special shout out to Southpac’s Mark O’Hara and Darryn Caulfield of Caulfield’s Signs and Graphics for all their assistance.

It is all in the detail – discreet shadow sign writing and hidden amber LED marker lights neatly tucked in behind the chrome slam locks.

his addiction to polishing and cleaning trucks is a bad habit.

We would be the first to disagree with this accusation. In our eyes any operator who is capable of building and maintaining a unit to a level that would be at home at the famous IOWA 80 Show-n-shine in the States, while pulling logs out of some of the nastiest sites on the East Coast, has, we think, formed exceptional habits. 

PROPOSED REFORM OF VOCATIONAL EDUCATION

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WE INVITE YOU AND YOUR TEAM TO HAVE YOUR SAY Do you agree or disagree with the following statements?

• One national institution would be good for industry • Transferring 145,000 apprentices/learners currently enrolled in ITOs to the national institution, joining its 110,000 students, would be good for industry • ITOs should be disbanded, including MITO. Have your say - complete the survey at mito.nz/haveyoursay before 27 March 2019.

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TRUCKS OF NZ POST

Transformed By the end of the 1960s the Post Office fleet had rapidly expanded to more than 3700 vehicles. Two-thirds were involved with the engineering side of the business, such as installing telephones and the VHF radio network. The need to cope with the public demand for modern telecommunications required the building of several specialised trucks, the majority of which were built on standard cab and chassis in the Post Office’s own workshops. Some of these designs were unique to the Post Office.

Left: The J series Bedford

Above: Able to transport five

was fitted out as a mobile

people, the double cab 4x4 RL

workshop and included

Bedford recognised that many

a workbench, clothing

telegraph poles were planted

and equipment lockers.

in areas that would have

Although they were built to

been largely inaccessible to

a standard design, some

conventional trucks. The engine

local customisation did take

powering the equipment on the

place. They also included

deck was either petrol or diesel,

seating to carry passengers

some of which were World War II

in the rear compartment,

surplus. As the engines wore out,

and were registered as

many were replaced by hydraulic

passenger trucks.

motors powered from the trucks PTO.

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COOL THINGS

Taking the

cake Story by Faye Lougher Photos Fiona Saunders

While many little boys dream of having a birthday cake in the shape of a truck, nowadays the big kids are lining up for them too.

What better way to celebrate a career milestone than a first‑class cake.

F

iona Saunders of Tauranga comes from an art background and puts her sculpting talents to good use creating edible works of art.

“I did a cake for my mother and father-in-law about 11 years ago, for their 50th wedding anniversary, and when we took it to the venue the chef came out and asked where we got the cake from. Within about a week I had three orders and I thought I may as well turn it into a business, and it grew from there,” says Fiona.

Making cakes and cookies, Fiona’s business bubbled away in the background for a year or two until she was asked to make a Freightliner truck cake for a friend.

“I thought it would be a good picture to load on Trade Me and say that I could do truck cakes. Trade Me picked it for their Cool Auctions and it just went stupid from there; it grew a mind of its own.

“A lot of people asked if I could do cars, and then it seemed to progress from cars to trucks. A lot of cake decorators won’t touch cars and trucks because they can go wrong really quickly, but for some reason – maybe because I did sculpture in my art course – it seems to be something that doesn’t worry me.”

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Fiona says ‘normal’ cake decorators make roses and things like that but she can’t think of doing anything worse.

“It’s just not my thing at all, I would rather do vehicle cakes.

There are a couple of other cake decorators in Tauranga who push orders [for vehicle cakes] on to me. I’ve made hundreds and hundreds – seven or eight hundred I suppose. I’ve been doing it 10 years and now I don’t even take photos of all the cars and trucks I’ve made. I’ve done cakes for people in Auckland, I’ve sent them down to Wellington, Hamilton – you name it. There is a lady who gets one every couple of years down in Gisborne.”

Amongst those hundreds of cakes there have been a few that stood out for Fiona.

“I did a Mack for my husband, Jason, years ago when he turned 40. That was the first truck I went for a ride in; he drove it 27-odd years ago when we got together. I’ve also done a couple for the guys he works with.

“I did a Louisville for Taylor Brothers in Katikati for their 50th anniversary a couple of years ago. That one means a lot because Jason drives for them. He is my quality control as well; if I ever did anything wrong I’d never hear the end of it! Any time

WWW.GOCLEAR.CO.NZ I think I’m finished, and I’ve spent about 14 or 16 hours on a cake, and I think ‘oh yeah, I’m done’, he’ll go ‘no, you’re missing those two lights or that scroll’ and I’m thinking ‘oh, go away!’

“Another one that stood out was one I did for Rowe Motors in Tauranga. It’s a White wrecker. I’ve also done one for Jo Neustroski and for Graham, her boss. Graham’s wife commissioned one for his birthday and then Jo also got a smaller one of her truck.”

All the cakes Fiona uses as the base for her creations are made from scratch.

“The white chocolate caramel mud cake I make is high in butter and there is a lot of white chocolate in it. Nine times out of 10 you’re making that recipe 16 times to go into one cake and that’s a lot of expensive ingredients. The cakes all vary in price depending on whether it is just the tractor unit or trailers as well.”

Making the cakes and decorating them is time-consuming, and at one time Fiona was making about 20 cakes per week.

She has now cut back to a maximum of six per week so she can catch her breath a bit.

“If it hasn’t got trailers, if it’s just the truck, then it takes about eight to 10 hours. The longest I’ve spent was 28 hours on a Mainfreight Kenworth B-train that went down to Wellington. That was 1.2 metres long and that one was quite a mission!

“With the trucks, you’re not making your money back on them but I really enjoy doing it, so it’s just one of those things where you just do it and sometimes it’s not all about money, it’s more the love of it.”

During the quieter times of the year an order received on Monday could be ready by Friday.

“At the end of the year, probably from about October on, it starts to get really busy, especially November/December and February/March. It’s much better if I can have two or three weeks’ notice.”

Fiona says females are usually happy to cut the cakes and eat them, but the males are often very reluctant to make that first cut.

“You’d be surprised how many people order these big cakes for like 50 people at a party, and I hear a week later, ‘so how long will an uncut cake keep because we couldn’t cut it?’ I hear

Instantly recognisable.

it so much! Guys are more precious about them, just the look on their faces when they walk in the door. Especially if they know they are getting a truck cake, they walk in and quite often they’re just speechless. They just stand there and go ‘oh my god, I knew it would look cool, but oh my god’.

“With one recent order, the guy’s wife had ordered it and he’d sent the pictures through and said, ‘as close as possible, whatever you can get’. When he walked in the first thing he said was ‘oh my god, you’ve even put the scrolls on it, like that’s IT you know’. It’s quite cool to see the reaction. The first thing he said was ‘excuse my language, but I’m not going to f***ing cut that!’ So you know that maybe you’ve got it right.”

Fiona says one customer ended up throwing three parties because they couldn’t bear to cut their cake.

“It was meant to be morning tea, then they decided they’d have a party on the weekend, and then I think it went to another party, and it didn’t get cut for weeks!”

Fiona’s business started off as Funky Cookies and Cakes, but since the vehicle cakes took off she no longer has time to make cookies.

“Because of social media, people will tag me personally on a lot of the truckie pages I’m on if someone is looking for a truck cake. No one can ever remember my business but I’ll get tagged 30 times on a truck page! A lot of my work is just word of mouth, so the business name isn’t as important.

“A lot of what I do now is vehicle art. I don’t want to be pigeonholed into just doing vehicles, but at the same time it’s kind of stuck now. There was a week a while back where I did three trucks and four cars in a week.”

The most rewarding part for Fiona is seeing the reactions her cakes evoke. A cake modelled on a Studebaker used as a wedding car resulted in three separate calls – one from the groom, and one each from the mother of the bride and the groom – all going crazy over the cake. The groom’s mother said it got more attention than the bride!

“So that was really cool to get all that feedback. It was the grandfather’s car, and they went in the Studebaker to the venue. They put the cake on top of the car and took a photo.

Apparently the grandfather was in tears when he saw it. It’s the whole sentiment you get when you’re doing the orders; it was lovely.” 

The Taylor Brothers cake was the subject

Old school cool.

of particularly high levels of scrutiny on the home front.

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INTERNATIONAL TRUCK STOP

Indoor truck extravaganza Story and photos by Niels Jansen

All’s not lost when Jack Frost, Sid Snow, and Rodger Rain have Europe in their grip – Mega Trucks Festival.

A

round the turn of the year there is not much to do for truck aficionados in a wintry Europe. Most shows and festivals are held in the period from May to October when the weather is in general much better for organising large outdoor truck events.

For some years however, there has been one exception, and that is the Mega Trucks Festival in Den Bosch, The Netherlands. In December 2018 this unique indoor event was held for the fifth time and attracted several thousand visitors from at home and abroad.

With more than 300 shiny big rigs it is the largest indoor truck festival of the Benelux and the only one of its kind in Europe. The two-day event is for drivers, their family and

Gumboots in winter! A stunning custom-built T730 hauls general cargo.

Left: Smart DAF XF from Austria features in Discovery Channel’s ‘Asphalt Cowboys’ series.

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Even some oversize rigs found a spot in the huge indoor halls.

Nice grille treatment on the left unit. That’s how you do it.

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A few new trucks, such as this unusual ‘Newgen’ Scania livestock hauler, were exhibited outside.

How would she go getting to Mt Algidus?

anybody else who supports the trucking industry. It offered 32,000 square metres of trucking pleasure, with something for everybody, including stunning owner-operator rigs, nicely finished company working trucks, brand new dealer vehicles, vintage wagons, rally trucks, specialist vehicles, crane trucks, and heavy haulage tractors. Participants not only hailed from the Lowlands but also from Belgium, France, Germany, Denmark, and Austria. Drivers who wanted to show off their wagons could pre-register in the months before. In the various halls were free spots available for about 300 large vehicles, and participating truck owners also received two free entrance passes during the weekend, a bag full of goodies, and some free lottery tickets.

All sorts of working and custom trucks could be admired.

Some were randomly presented, while other new and client rigs had found spots on stands hosted by DAF, Iveco, MercedesBenz and Scania. These importers had also set up a stage where a DJ and live acts entertained the public, and there were numerous food stalls and other sideline entertainment for both young and old.

Truck accessories, parts, ‘bling’, and merchandise were in abundance, not forgetting some well-known cab interior specialists.

With the European economy on the up, quite a few owneroperators are willing to spend a good sum of cash on turning their workhorse into something to be proud of.

Mega Trucks Festival 2018 proved again to be a winner. 

Hey look! They have them too. Ours is newer, Uncle! Churr.

Nicely refurbished Scania L110 from 1972.

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AUSSIE ANGLES

Scania’s

all-wheel drive XT Words and photography by Howard Shanks

It’s somewhat uncanny that for all the technology coming into trucking today, the trucks themselves still lead hard lives and need to be built tough. And, no one knows that more than Tim Murfet, manager of Launceston-based Altrac Spreading.

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Left: Dirk Van-Namen and Tim Murfet crunched the

The spread pattern of the new Southern

numbers on the more expensive Scanias and every

Spreaders bin is 50 metres against the

time they pressed ‘equals’, the electric abacus told

previous machine’s 34 metres.

them they were cheaper.

A

ltrac Spreading’s trucks have it harder than most specialised machines destined for heavy-haul and other severe-service applications, and the company has recently chosen Scania’s new XT construction, blending cutting edge tech with ‘tough’. It is that intricate blend of brain and brawn in the truck that first attracted Tim Murfet to Scania.

“Today we need a truck that is smart,” Tim began, “because the new generation of farmers who engage our services want accurate data on the amount of product we spread and where it was spread. At the other end of the scale we also need trucks that are reliable and robust enough to endure the rugged chassis-twisting conditions we have in Northern Tasmania.”

Tim said they have become a key partner in their client’s precision agriculture process.

“When my father-in-law, Dirk Van-Namen, took over Altrac Spreading back in 2012, the technology in spreading equipment was considerably limited compared with the results we can deliver today. I was new to the agriculture industry but came from a mechanical and transport background. For the first 12 months I juggled truck scheduling as well as driving one of our spreading trucks, before taking over the manager’s position permanently.”

Both Tim and Dirk still jump into a spreader whenever they get the chance.”

“I did a lot of logging back in my early days,” Dirk said. “We even had a few Scanias on the logs back then and they were good trucks.”

Today Altrac Spreading has diversified their services from spreading and transport to include crop and pasture sowing as well as filling in centre pivot irrigator ruts.

Along their expansion route, the path to increase productivity is one well trodden by Tim and Dirk, chasing efficiencies wherever they can. It’s a path that led them to their first 6x6 Scania, a G440, and subsequently to the P450 XT. “At the time, we were searching for a vehicle that could carry more product to give us efficiencies through economies of scale, along with far more reliability than we were getting out of some of the other marques in our fleet,” said Tim. “For instance, when we are on some of the larger farms there can be a five or six-kilometre lead from the stockpile to the paddock, which means that there can be a 20-minute loss of production from the time the truck leaves the paddock, travels to the stockpile to load, and returns. That’s one reason the 6x6 Scania appealed to us.

“The Scania is a very intuitive truck with technical features that can link in with our unique body, enabling more accuracy when spreading. Most of the new generation of farmers have college educations and really know their production costs and monitor their soils to enhance crop growth to maximise their yields. It’s what’s known today as precision agriculture.

“Today we work closely with our clients, and based on their requirement we can plot the path for spreading in the paddock and precisely measure and vary the amount of product we spread, then at the completion of the spread, provide the farmer with an accurate record of the amount of product spread in that paddock. With the variable rate application, the machine can dispense more product in areas of the paddock that require dense coverage and less where lighter coverage is required.”

Tim says that when he first looked at the 6x6 Scania

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... it certainly appeared to be a premium product on paper – confirmed when the quote for the vehicle came in $20K higher than his last spreader acquisition.

“Then there was a price jump from the G440 to the new P450 XT,” Tim said. “At first glance it might seem somewhat hard to quantify such a significant gap in the price from one vehicle to the other. However, for us we really had to look at what we are getting in that package and not only consider how the new technology will benefit our operation but also how the efficiencies of the new machine will reduce costs, and weigh up the integrity of the product, along with its back-up support to ensure we can provide the level of service we are promising our customers.”

Tim conceded that when he started crunching the numbers he couldn’t afford not to have the new Scania 6x6. The seven tonne payload the Scania 6x6 was able to legally carry on the road represented a 55.56 percent increase over the previous marque used, which ran in 4x4 trim. In the paddocks the differential was even higher. The spread pattern of the new, larger Southern Spreaders bin went from 34 metres to 50 metres (47 percent). Because the Scania 6x6 carried far more product in the field, the number of trips that Scania 6x6 trucks have to make back to the stockpile is reduced by 37.5 percent.

“When you weigh up the productivity and economic gains we were getting for a small 8.7 percent increase in the purchase price, we just had to have the Scania,” Tim said. “In fact, when I first saw it in the afternoon, I went back to my motel room and did the sums, then rang Dirk and we both agreed that the Scania 6x6 was the way of the future. So, Dirk rang and ordered it that night.”

Since the first 6x6 went into service in mid-2018, it quickly became apparent that Dirk and Tim had made the right choice.

The larger 440 horsepower truck was carrying more fertiliser as well as towing a tag trailer with the loader, and burning the same amount to a tad more fuel than the smaller 4x4.

“Like all transport operations fuel burn is one of the biggest costs,” Tim explained. “It did worry me how the Scania was going to go when it came to fuel, considering it had the larger engine and more power. But once it started working, the extra power actually proved to be a greater asset because it can get more product to the job site quicker because it can climb the hills at a reasonable pace.”

Altrac Spreading run central tyre inflation on all their spreaders, and in combination with the Michelin 495/70 R24 XM47 floatation tyres, soil compaction on precious crop fields is kept to a minimum. The added advantage is the greater the tyre footprint the more traction is improved.

“During a particularly wet week back in spring, the Scania

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Look Mum, no hands!’ The Topcon electric selfsteering system that allows the truck to self-steer and follow the exact plot the GPS lays out.

6x6 was spreading in a large paddock down Fingal way, it had been going in and out of the paddock several times, barely making a mark in the grass where it had been,” Tim recalled.

“One of our 4x4s that was spreading nearby had some product left over and drove into that same paddock and went about five metres and sunk down to the axles. We couldn’t believe how easily the bigger 6x6 was working in such wet boggy conditions and barely leaving any evidence it was there.”

Take one look at the steering wheel in these Scania trucks and it quickly becomes apparent that they’re a little more sophisticated than standard. They’ve been equipped with the Topcon electric self-steering that enables the truck to steer itself in the paddock to pre-plotted courses to ensure the product spread is directed where it has been programmed.

The driver still can override the system at any time simply by turning the wheel to avoid an object in its path. “It’s all part of our precision agriculture programme,” Tim added.

The trucks still retain all their original functions for the on-highway side of the operation.

The latest Scania 450 XT is powered by Scania’s DC13 engine, coupled to the GRS905R 14-speed direct transmission with Opticruise shift. The power is fed into the GT900 transfer case where it can be directed to the forward and rear axles according to the conditions. This vehicle features the R4100 Retarder, which does an excellent job in the hilly country around Tasmania.

When asked how happy he was with the two Scania 6x6 spreader trucks, Tim said they were that impressed with Scania and the trucks were doing such a great job they had actually ordered two more 4x4s which will arrive in the next month or so, and scheduled another 6x6 in time for next season. 

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LIGHT COMMERCIAL TEST

Cargo Master Story and photos by Jacqui Madelin

enault vans might not be on the average Kiwi’s radar, but they’ve been the number one selling van range in Europe for 20 consecutive years, according to the New Zealand distributor. First launched in 1980, the Renault Master wasn’t exported to New Zealand until 2014, so it’s only now filtering onto business shopping lists.

It’s part of a line-up here that includes Kangoo and the 1.6litre Trafic long wheelbase (LWB) van, as well as this Master, in short-, medium- or long-wheelbase variants.

That will give you the choice of anything from eight cubic metres of cargo volume to 13, and payloads from 1.6 to 2.2 tons. There’s also front-wheel drive with a lower load floor, or rear-wheel drive, four lengths, and up to 12 lashing points as standard.

We tested the short wheelbase (SWB), rear-wheel drive van which, like all the range, gets the 2.3-litre turbo-diesel engine, a laid-back torquey unit which gets along at a relaxed pace – turning over at just under 2000rpm at open road speeds.

Renault claims a thirst of 8.0l/100km for this van, but we returned it at 10.4l/100km – admittedly our test route contained very little highway, and a lot of hills and urban going. We averaged just 27kph for the duration, so though the van was never full, nor was it driving at its optimum pace for frugality.

Speaking of driving, this Master was fitted with Renault’s automated manual transmission, which is a bit of an acquired taste.

You can drive it like any other auto by simply keeping your foot on the throttle as and when needed, and letting the Master control its own gear changes. However, you will drive more smoothly if you take a more active role by easing your right foot off the throttle as the gearbox swaps cogs, as you would in a manual, but without the need to use your left foot at all. It takes a little bit of a change of mindset to do, as it’s easy to think of an auto as requiring no input at all, but once you’re used to it, it’s seamless, without ever requiring your left foot to get in on the action.

Also requiring a bit of familiarity is the stop-start system, which will auto-stop the engine at lights, then auto-restart it again when you press the throttle. The aim is to cut fuel use – and emissions – in busy urban traffic, but again, it takes a certain mindset to leave the system to get on with it, rather than to think ‘shit, it stalled’ every time it goes quiet…

The Master is also fitted with Energy Smart Management, in which the alternator recovers the kinetic energy produced when you brake or decelerate, and stores it in the battery to

Sliding door on pavement side only, unless you pay extra. Rear

Good ergonomics and plenty of storage – lots to like in this

doors can open wide to ease loading. Plenty of space for a

simple cabin. Roomy lower door bin that’s hard to reach on the

pallet between the wheel arches.

right, but smaller upper bin and small cubby make up for it.

Forget French flair – Renault’s short wheelbase Master van may look smart, but once aboard you’ll find a thoroughly practical and easy-to-live-with load hauler.

R

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Handsome looks, good view out, well-thought-out proportions which hide the van’s size until you get up close.

help power electrical functions like the heater, lights and radio.

As for the rest of the working environment, it’s very much

been designed for those who spend a lot of time in that cab.

Which means as well as stuff like auto headlights and wipers to take the thinking out of vision in poor conditions, and cruise control with a variable speed limiter, to make it easier to avoid tickets, there are a lot of little touches you may not know you wanted until you have them.

There are two hooks high on the cargo wall from which to hang a coat hanger or coat, overalls or even a bag, and there is also space behind each seat for a day pack, certainly with the seat adjusted for our 167cm-tall tester. Plus there’s seatbelt height adjust, so shorter and taller drivers can be equally comfy with where the diagonal belt cuts across; common in cars, but not in our experience so far in vans.

As well as a huge lower door bin there’s another smaller one higher up and a wallet-sized one right by your elbow, two deep bins to the left of the gear lever – one shallower, including depressions for cups – and one beneath it. There’s a tray above the glovebox, a cubby above the rear-view mirror, and a tray each side below the roof, for clipboards, papers, etc – or an iPad for that matter, to keep it safely out of view when it’s not in use.

Plus of course there’s Bluetooth hands-free, two USB ports and an aux jack, as well as two 12V dash power outlets.

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Call for Expression of Interest –

Juken New Zealand

Juken New Zealand Ltd (“JNL”) is seeking expression of interest from providers of general freight services for JNL’s transportation of mills supplies and finished goods within New Zealand.

Out back the left sliding cargo door is standard, with glass, but a right-side matching door adds $1500 to your bill, and wasn’t fitted to our test example. We’re assured our tester was the standard item, fully glazed as you see here.

All the doors were easy to open, the sliding side door only reluctant to close on some hills, and the rear doors swung wide to allow forklift access for our load.

Given our test route includes steep hills, some strewn with gravel, we were glad of the rear-wheel drive for better slowgoing control. The Master showed no signs of fluster in test conditions, perhaps in part thanks to hill start assist – and if it starts turning pear-shaped, ABS and ESP can cut in.

Really the only fly in the ointment for us was the lack of a reversing camera – sometimes reversing sensors alone just won’t cut it.

Otherwise at $53,990 this Master stands up well to the competition, certainly well enough to expect that we’ll start to see more of the diamond badge plying Kiwi delivery routes in coming years. 

SPECIFICATIONS With a total of 182,217 tonnes moved in 2018 and forecasted to remain consistent in the upcoming five years, the agreement will be for a term of three years, with a two year right of extension and will involve:

Engine:

2299cc turbo intercooled direct injection diesel

Power:

110kW at 3500rpm

Torque:

350Nm at 1500rpm

Claimed economy:

8.0l/100km (6.9l/100km for the manual option)

Fuel tank capacity:

100 litres

Transmission:

6-speed automated manual

Suspension:

Leaf spring rear, Macpherson strut (standard shock and spring) front

Wheels/tyres:

6.5 J16, 225/65R16, full-size spare wheel optional

Michelle Song (Ms)

Brakes:

Discs front and rear with ABS

Assistant Manager, Logistics Juken New Zealand Ltd Level 3 AMP Centre 29 Customs Street West Auckland 1010, New Zealand

StabilityTractioncontrol:

Yes

Airbags:

Three

Min turning radius:

12 metres

Max payload:

1694kg

Email: michelle.song@jnl.co.nz

Kerb weight:

1816kg

Gross vehicle weight:

3500kg

• General freight cartage for JNL mills supplies and finished goods within New Zealand • Opportunity to provide onsite loading services including provision of labour • Opportunity to provide warehousing, container packing and cartage of export containers in Auckland • Other related services, if required

If you are a qualified general freight service provider with relevant experience, are continuously improving your services to deliver value to your customers and have a high level of commitment to best-practice health and safety, please send your Expression of Interest to:

Renault Master

IMPORTANT: Applications will close on Friday 8th March 2019

To view the EOI document please visit: www.nztrucking.co.nz/articles

The present call for EOI does not constitute an invitation to tender.

Only providers deemed qualified by JNL will receive the invitation to tender.

Cargo length:

2.583m

Cargo width:

1.765m (1.38 between wheel arches, cargo door is 1.58m wide)

Cargo height:

1.7m (rear cargo door is 1.627 high)

Cargo capacity:

Eight cubic metres

Towing braked/unbraked:

2500kg/750kg

Length:

5048mm

Wheelbase:

3182mm

Width:

2070mm (2470mm including door mirrors)

Height:

2310mm

Seats:

Two

Options fitted:

None. Tested as standard

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SIX OF THE BEST The HAMMAR 110 UL-UltraLight™ – the world lightest Sideloader in its class – works so well that TIL Logistics Group placed the first order of six for its fleet based on the impressive light tare weight, providing more payload for less fuel usage, the patented SledgeLeg™ for easy handling in tight spaces for placing a container near a wall or fence, and the SAFETY+ ™ system that monitors safe handling.

Like every Hammar, our new 110 is stable, strong and built to last and key features include: • • • •

Light – from 8.3-tonne tare Safe – optimal crane geometry Reach – long outreach cranes Weighing – by each crane or total

• • • •

Strong – 36-tonne Safe Working Load (SWL) Fast – new SledgeLeg™ technology, 50% faster Stable – legs extend for firm base and transfer Ease – Crane/Stabiliser side-by-side design

With more than 45 years experience in sideloaders and a reputation for quality of manufacturing and service, HAMMAR sets the standard.

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HAMMAR Sideloaders are Made in New Zealand from local and Swedish components to suit YOUR transport needs.

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SPECIAL REPORT

Education sector reform

by Faye Lougher

T

he Government is proposing to unite the country’s 16 existing Institutes of Technology and Polytechnics (ITPs) into one entity, with the working title of the New Zealand Institute of Skills & Technology.

The aim is to redefine roles for education providers and industry bodies to extend the leadership role of industry and employers, and to unify the vocational education funding system.

New Zealand Trucking spoke to Steve Divers, director of career pathways for SWEP, about the proposal.

“I think it’s possibly a good thing. We work with a number of tertiary institutes, and expanded the programmes last year from five to seven. Ara [Institute of Canterbury] in Timaru launched theirs last year, and so did Manukau Institute of Technology. In effect there was potential for them to compete against each other, into different regions. If we took it as read all the institutes are going to merge into one, then at least it will allow – hopefully – those programmes to be delivered in not just those seven locations, but potentially opening up the other nine ITPs, also offsite locations as well.”

A big part of the cost of developing a programme comes from each institute having to develop the written and electronic resources for the course.

“There was cooperation already; we assisted Toi Ohomai, NorthTec, Eastern Institute, and Whitireia back in 2017 when they were redeveloping their course. Those four ITPs worked together to develop that, which was great, but of course there is a challenge if a new ITP then comes along, how do they join that group? Do they have to buy in? I think under this new single entity model, it will allow their programmes to expand into other regions.”

Divers said a single entity training organisation had the potential to be more cost-effective.

“Particularly when they are looking at a national strategy, which includes supporting the National Driver Training Centre at Manfeild. The Manfeild Trust was awarded $2.85 million from the Provincial Growth Fund.”

Saving money is just one of the advantages the merger could bring.

“I think there are some other benefits too. We’ve been working with MITO, who developed our industry qualifications, and I think there will be a better link between the industry training organisation and the providers of the courses.”

Divers said currently there is a two-tier system. Someone who was training at a tertiary institute would be funded a certain way, or the tertiary institute would have been funded for EFS [Equivalent Fulltime Students].

“I believe that for MITO – also being an industry training organisation – to become involved in the training, they would have to rely upon an employer to employ somebody, and then come to MITO to arrange training. And that would become subject to SAC [Student Achievement Component] funding, and I think 20% had to come from the employer. So it wasn’t a particularly level playing field between industry training and tertiary training.”

Divers said there has always been a disconnection between

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the industry training organisations and the tertiary sector.

“The tertiary sector developed a qualification, based upon the New Zealand Certificate. The standards setting body is MITO, so MITO would say ‘this is the qualification we want’, register it on the NZQF, the national framework, but then it would be down to the tertiary institutes to develop their own course based upon that New Zealand Certificate.

“So there does seem to be a bit of duplication in process.

Why do the tertiary institutes have to develop a course based upon the New Zealand Certificate? They should all group together and develop the resource, and those trainers should get together and agree with the industry training organisation – and the industry – what that should look like.”

The Government’s decision to look at merging the training organisations will open the door to more formalised training, Divers believes.

“It will provide better coverage nationally, and potentially greater integration between the industry training organisation and the driver training departments of each of the ITPs.” Some courses run by training organisations were learning outcomes focused, which Divers said meant that there was a danger that unless you completed the whole course, you didn’t get credit for anything.

“Whereas the MITO courses are based upon unit standards, which means if you did half of it, you still get those credits you had achieved. This proposal does then start repairing some of these issues that we find in the training. If somebody starts a course at one end of the country and ends up moving to the other end because of a job, potentially they can still continue with their study, and that will, hopefully, be relatively seamless.”

Divers thinks the single entity training organisation could possibly also lead to a New Zealand-wide cadetship with better links to the industry.

“It gives us room to create something else, and that could be based upon micro-credentials. The TEC [Tertiary Education Commission] gave approval for micro-credentials some time last year, and they’re bite-sized chunks of training. The current Level 3 Certificate in Road Transport is 90 credits long. When you break 90 credits down, one credit is equal to 10 hours of learning and assessments. That’s 900 hours to complete that certificate.”

The programmes are at least 28 to 30 weeks long, and Divers said that is often too long.

“Some of the criticisms I’ve heard from the tertiary institutes that used to offer 16-week programmes is they’ve had to effectively double their programmes and it makes it more difficult for the students because they’re not being paid throughout that time. We’re unlikely to attract people who are changing careers, because of their commitments with home life, mortgages, children. So micro-credentials, instead of being say 90 credits to a programme, they might have a threecredit programme or a two-credit programme, which might be very specific to one thing. It might be a Road Ranger course, so you do 20 hours of learning about Road Rangers. When you’ve been signed off and got that credential, you can go to any employer and they should be able to check to say, ‘oh yes, you’ve had a Road Ranger course’; they can see that that has

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Steve Divers, director of career pathways for SWEP, said the new model could be beneficial, providing better coverage nationally, and potentially greater integration.

been done.”

Divers said there could be a number of similar courses students could complete, such as a SAFED [Safe and Fuel Efficient Driving] course.

“That could be a lot better for the industry because you could actually then target particular weaknesses in training.

“Let’s face it, we’ve got guys and girls driving 58 tonne trucks on HPMV permits and they’ve never received any

additional training to operate a 58 tonne. So imagine somebody who’s only ever driven a bulk truck, a tipper, and suddenly they’re driving a milk tanker the next week. It would be really nice to have a conversion course that then records their competence and their training to deal with live loads, heavy weights and permits. We could develop a whole suite of things that you could bolt together into a cadetship that then leverages what we’re doing with MITO at the moment with our Gateway and Three-plus-Two school programmes.”

Divers said last year more than 240 people undertook and completed a Level 3 certificate in Commercial Road Transport via a tertiary institute.

“They remain the largest contributor to industry training with a recognised qualification. The challenge remains to ensure that the industry partners with tertiary institutes so that students have the opportunity to gain experience in the workplace and accumulate driving hours.”

Submissions on the Government’s proposal close 27 March and Divers wants to ensure the industry has a say in what happens.

“This is an area of interest for us and we are likely to provide feedback on behalf of the industry, and we would certainly be very keen to hear from anybody who has a particular opinion on it.” 

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TECH TOPICS

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2

Chock the opposite side to the one being jacked.

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A long bar, a nutcracker, or a rattle gun if you’ve got some spare florins to invest.

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An old school and oft taught wheel removal technique.

Cleanliness is next to Godliness and prevents much swearing.

Changing 10-stud wheels – inner and outer 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 explore a tech topic for you.

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hanging a 10-stud wheel on the side of the road is one of those inherently unpleasant tasks that occasionally requires doing when we’d least expect or like. Nevertheless, if performed correctly the inconvenience to your journey can be minimised.

Before commencing any tyre changing work ensure you are wearing all your PPE, including: • Safety glasses • Ear protection • Gloves.

Step 1: Parking

Park the vehicle on a level surface in a safe location and ensure the park brake is applied. Most company policies require an ‘Out of Service’ or ‘Do Not Operate’ tag to be fitted and isolator switch locked if there’s one fitted, before any work is carried out.

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Step 2: Wheel chocking

Place wheel chocks at the front and rear of the wheel on the side not being raised; this will ensure that the vehicle does not move.

Step 3: Nut loosening and removal

Crack (loosen) the nuts before lifting the axle. Ten-stud wheel nuts should be tightened to manufacturer specifications, normally 600Nm (442 ft/lb) torque, and require either an extremely long bar (if you apply 50kg of force you’ll need an 1180mm bar to crack the nut) or a torque-multiplier – nutcracker – to loosen them. Torque-multipliers are available at most reputable parts stores. If you have a few extra dollars, it’s worth investing in a battery operated three-quarter-inch rattle gun, which will make light work of undoing all 10 nuts.

Once the nuts have been cracked, place the jack under the axle that needs to be lifted. When the wheel is off the ground, place an axle stand or suitable block of wood under the axle to support it. Never rely on a jack alone to hold the axle.

Step 4: Wheel nut removal

Now the wheel is in the air and the wheel nuts loosened, you can use the truck’s wheel brace or rattle gun if available to quickly remove the wheel nuts.

Note: Use a rag, container, or mudguards in which to place all removed wheel nuts. Do not place wheel nuts in the dirt.

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3 Jack and then block the axle. Don’t rely on the jack alone.

7 Finesse the wheel into position with a lever.

Works a treat.

Step 5: Stud cleaning

Clean the wheel nut threads with a wire brush and lubricate with CRC/WD40 or equivalent.

Step 6: Wheel removal

Remove the outer and inner wheels using the correct manual handling techniques.

Recommended techniques: Outer – stand with your back to the wheel and knees

slightly bent. Get a good grip of the rim and straighten your knees as you pull the rim off the hub.

Inner – using a small bar placed under the tyre as a lever to lift the rim off the studs. With small movements either left or right it, will rotate slightly and wriggle out. Once clear of the studs, refer technique for outer.

Avoid contact between the wheel and the studs.

Step 7: Rim replacement:

Ensure all hub, drum and wheel mounting faces are clean and will allow a flush fit with the mounting surface of the wheel.

This is critical in attaining a secure fit.

• Clean all stud and threads to eliminate foreign material that may affect the correct function of the nuts.

• Lightly lubricate between the nut and flange, and on the outer end of the stud threads.

• Do not allow lubricant to contact the mounting faces of the hub/drum or wheel.

• Mount the inner wheel on the hub using correct manual handling techniques (refer step 6 above – inner – and apply in reverse).

Note: Take care not to damage threads while mounting the wheel.

• Mount the outer wheel on the hub using correct manual handling techniques (refer step 6 above – outer – and apply

4 Look after your nuts. Always.

8 Always use a torque wrench and know the manufacturer’s settings. Note the tightening sequence.

in reverse). Ensure the valve stem is staggered or opposite to the inner wheel.

• Using a clock-face analogy, install wheel nuts finger-tight at the 12 o’clock and then at the 6 o’clock positions first, then fit the remaining nuts finger-tight. Ensure that all the nuts rotate freely on the studs before tightening them. If using a rattle gun, be careful not to tighten wheel nuts to levels approaching or beyond the recommended torque settings.

• Use a torque wrench to complete final tensioning of the wheel nuts to the recommended manufacturer specifications (refer step 3) using the correct tightening sequence. Using the clock-face analogy again, the majority of manufacturers recommend starting at the 12 o’clock position then 6, 10, 4, 8, 2, 7, 1, 5, 11.

Step 8

• Lower the axle, remove and stow the jack back in the toolbox.

• Remove and stow the wheel chocks.

Finally, remove the ‘Out of Service’ tag and deisolate the truck.

Step 9

It is your responsibility to alert your shift partner or workshop personnel that you recently changed a wheel.

Outside of the routine pre-trip tyre and wheel inspection carried out by a driver, it is imperative that the driver is aware that recent service has been performed.

This service includes notification of any tyre and rim assembly removed and/or fitted.

Step 10:

Always recheck the wheel nut tension after the vehicle has been operating for one to two hours or before 200 kilometres.  New Zealand Trucking

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FUEL FOR THOUGHT

Manage your idling

By Russell Walsh

All you’re doing when it’s sitting idling is giving

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.

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iesel engines are designed to provide optimum performance within a specified range of revolutions per minute (RPM). An engine that is idling for excessive periods is costing you money, and getting you nowhere. Tests have shown that a typical 298kW (400hp) diesel will consume around two litres of fuel per hour at idle. In addition, an idling engine is not operating at the correct temperature to ensure injected fuel is burnt completely, leading to the build-up of harmful residues that can result in increased emissions, the need for more frequent oil changes, and premature engine wear.

Some will argue that stopping and starting an engine uses more fuel than leaving it idling; this may have been the case in the past, but for today’s engines, with their electronic controls, this is not so.

Many on-board computers will tell you how long the engine is idling for during each day. Using the two-litres-per-hour figure as a rule of thumb multiplied by what you are paying for

cash to the universe.

a litre of fuel allows you to quickly see how much money you are wasting each year. Some computers will even tell you the volume of fuel used. If you have this information available, use it. If you have this equipment fitted and are not sure what it is telling you, ask your equipment provider. You can use the information from your on-board computer to review your operation.

For some drivers, old habits die hard. They don’t think about, or understand, the consequences of over-idling. Any idling above about three minutes can be easily avoided. Practices such as warming up the engine first thing in the morning, allowing the engine to idle when on a break, when loading or unloading, must be avoided. A common cause of excessive idling is building up and maintaining air pressure; often this can be fixed by attending to leaks in the air system.

Ultimately, reducing your idling time can be achieved by educating your drivers and telling them what is acceptable and what is not. The money you save goes straight to the bottom line. 

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Call 0800 683 683 or visit macktrucks.co.nz

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TRUCKERS’ HEALTH

Short Circuiting: 1 Last month we showed you a simple, no-frills bodyweight circuit. Over the next two months we’ll break that down into easy to follow pics.

Bodyweight circuits can be extremely effective in targeting muscles all over your body without the need for any fancy equipment or weights. Using correct technique is important for injury prevention and getting the most out of each exercise and to feel the burn in the right place.

High knees: (right and left). Walking on spot.

(Higher intensity – jog.)

Plank: Off the knees (Higher intensity – off the toes). Remember, no back pain allowed.

Press-up: Off the knees upper and lower phases.

Have a go at this simple and straightforward bodyweight circuit. Circuits can either be done on a time or reps basis.

For example, you could do three rounds of 12 repetitions of each exercise, or three rounds of 40 seconds duration of each exercise, with a 20 second rest in between each exercise. Next month we’ll add some more exercises. 

Squat: Bum goes back.

(Lower intensity – sit on chair (bum still going back), stand up.)

Laura Peacock Personal trainer TCA Fitness Club

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097-0219

CERTIFIED

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SHARE THE ROAD

What’s the cyclist doing driving a Kenworth K200?

How does one ensure a cyclist will not ride up the curb side of a truck where they are hard to see? Putting them in the driver’s seat of a big unit is a good start so they learn why they can be difficult to spot.

I

t always works. The idea of the Share the Road Blind Zone workshop for cyclists is to ensure riders will do the right thing when they are sharing the road with heavy vehicles. Operators all around the country have been providing us with trucks for the five years we have been doing this. When asked to find a truck for a workshop in Mt Roskill in the middle of the Christmas rush, I thought I would improve my chances by offering to drive it. Having recently done a Class 4 refresher course with TR Masterdrive in Penrose, I put the idea to Neil Bretherton, general manager strategic development, and it was all on.

When I approached the towering Kenworth K200 prime mover they had allocated me, I knew that plenty of common sense care was going to be the order of the day. Being popular in a country with freeways across wide open prairies, the K200s are ideal for our workshops. But plenty can be hidden from the unwary on the congested Friday afternoon roads between

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Penrose and Mt Roskill I was about to enter. With my folding bike tucked between the seats, the trip went smoothly.

The Share the Road Campaign Blind Zone workshop I was taking the truck to promotes three messages for cyclists: 1. To maintain control over their bicycles and their immediate environment. This means their bike being fit for the road being travelled on, riding at an appropriate speed, and the rider being aware of what is happening around them.

Looking over one’s shoulder is key here. Trucks today are often very quiet, and having a plan for how to manage an approaching heavy vehicle is important for everyone in the vicinity. This was clear to me when driving the K200, as there was no passing room in the lane I was in, and traffic filled the rest of the road. Any cyclists on these types of road need to have a plan to be able to exit the scene safely if things around them go pear-shaped.

2. Ride to be seen and be predictable to make the driver’s job easier. My takeaway from the drive was that to know what was down the left side of the truck I had to turn my head around to see the mirrors clearly. I could only do this when I was sure no dramas were about to unfold in front of the truck. Objects are small in the mirrors; cyclists wearing contrasting clothing and using bright lights were easier to see.

As a cyclist, I understand the importance of riding out from the curb and parked cars so I don’t have to swerve to avoid car doors opening and glass etc. on the roadside. This also means I can ride in a straight line, making me easier to see, and faster, so I can be out of the way of following traffic sooner. As a driver, when stopped at traffic lights I paused for a few seconds

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The Kenworth K200 is a great truck for exemplifying the care both parties need to take when sharing the highways and byways.

after the lights turned green to let any cyclists who might have been hiding out of view emerge.

3. Choosing a safe route, this not being the one that they would drive on, generally speaking. I definitely would not ride on those freight routes between Penrose and Mt Roskill; fortunately there are off-road bike paths in the area.

The workshop participants were quiet for a while after getting down out of the K200 when they realised how their riding habits needed to change. They were surprised at how hard it was to get the attention of their colleague who was in the driver’s seat when they were outside moving around the truck looking at the mirrors. They mentioned the challenges that heavy vehicle drivers must face, and how they now knew how to minimise the risks of not being seen. Thanks again to TR Group for the use of the K200 for the workshop.

For Service & Supply See Your Local Battery Town Specialist

Battery & Auto Electrical Specialists Nationwide Battery Warranty Over 90 Locations

For more information about the Share the Road Campaign, contact Richard Barter 021 277 1213 richard@can.org.nz www.sharetheroad.org.nz

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

0800 566 667

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March 2019

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HEALTH AND SAFETY

Can workers be held accountable?

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• Keeping a training plan for each role so that the training, had an interesting conversation with someone the other skills and qualifications required to undertake that role are day. They had been told that workers who ticked boxes easily identified. without completing the actions on the check sheet could • Having training records, preferably evidence based, to be prosecuted. At face value, this appears to be correct. prove that the worker had been trained and had understood However, the story included the statement that the workers the information they received. A short questionnaire or are ticking boxes because they are not aware of or do not observation record is helpful. This will understand what is required of them. also include copies of certificates.

This changes the whole story. The • A register of expiry dates and evidence PCBU (person conducting a business or that retraining occurs in a timely undertaking, often the company) must How can Safewise manner. ensure, as far as is reasonably practicable, help?

• Records of updates to standard that workers are provided with training We work with organisations operating procedures and refresher and supervision so that they can do their that need more health training to include these updated. job in a safe manner. Of course, this also and safety knowledge, • If the PCBU and officers have means that there is quality in the work. or more time, than they managed this process well, and the In addition to this, officers (usually the have in-house. For more worker blatantly fails to follow the directors or owners) must ensure and verify information, check the rules, then there is a possibility that the that the PCBU has processes in place. website worker may be prosecuted. Hopefully, Remember that workers must comply with www.safewise.co.nz any such worker has been identified reasonable instructions. and managed before this ever becomes So, if the PCBU is responsible for a problem.  providing training and supervision and officers are responsible for ensuring this happens, how can the worker be held liable if he or she is not aware of or doesn’t understand what is expected of them?

Tracey Murphy is the owner and director of Safewise Limited, a Absolutely a worker can be prosecuted. But, and it’s a big health and safety consultancy. but, the PCBU and officers will have to have carried out their She has more than eight duties thoroughly and effectively. If they have not provided years’ experience working with adequate and appropriate training, how can they expect a organisations from many different worker to undertake his or her work in the manner they industries. Tracey holds a Diploma expect? The onus is on the PCBU and officers to prove they in Health and Safety Management have done this well. Evidence can include: and a Graduate Diploma in Occupational Safety and Health.

• Having standard operating procedures, or similar, to ensure She is a Graduate Member of training is consistent regardless of who is delivering it.

New Zealand Institute of Safety • Records of supervision and feedback, demonstrating that the Management and is the Waikato worker has been assessed and areas for improvement have branch manager.

DANI1 TRUCKING AD.pdf 27/5/10 3:12:58 PM been noted, and acted on.

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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• One key access to all weighbridges • Real time data provided/email dockets • EDI options – no need to enter data at kiosk • Full drivers support via web interface

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LEGAL LINES

Changes to the heavy vehicle legislation

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he Land Transport Amendment Act 2017 contains changes to the law that will affect the drivers of heavy transport vehicles. The following is a summary of some of the amendments that will have the most impact on operators.

Definition of gross vehicle mass

Prior to this amendment, the term used to describe total mass for a vehicle was ‘gross laden weight’. This is now replaced by the term ‘gross vehicle mass’ (GVM). If an operator exceeds the GVM in service the immediate consequence is an overloading fine, using the same scale as other overloading offences. Other penalties could include an assessment for unpaid road user charges.

Certificate of loading

A certificate of loading (COL) label is only required to be displayed if a rule sets that requirement. This is designed to allow the removal of the physical label at some future point, when the information currently on the COL would be available in an alternative electronic form to an enforcement officer.

Overloading or breach of dimension requirements

A consistent list of mass limits (axles, axle sets, axle groups and total mass) must now be observed. Two new components have also been added, namely observing GVM limits and overdimension requirements.

Temporary restriction of heavy traffic

The road controlling authority (‘RCA’) now has the ability to close a route to some or all heavy vehicles. Before the amendment, this could be a closure for any reason, and did not expire after a set duration. The RCA could carry out this process through public notices and signs on the route. Now, the legislation makes it clear that it can only be used to meet an urgent requirement such as road damage or public safety and it can only last six months.

Stopping and inspecting vehicles

The maximum distance for diversion of a vehicle has been decreased from 20km to 10km and the reason for diverting a vehicle has been simplified. Previously, the police had to believe that the vehicle was trying to avoid detection, which was difficult to prove, before they could order it to divert more than 5km to a weigh point. Now, a diversion can occur for safety reasons or because the site is not level enough for accurate weighing.

Previously an ‘all trucks stop’ signal was required to be used.

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The new provision allows the sign to indicate that vehicles of a particular type or an individual vehicle must pull in for inspection. This takes into account the increasing volume of heavy vehicles on main routes that would rapidly fill a weigh station or similar facility if an ‘all trucks stop’ sign was used. A more flexible signal shifts the focus onto a high-risk segment of the heavy vehicle fleet.

Off-loading

The police can require off-loading when either the total vehicle mass is 10% over what is permitted, as well as when the vehicle is 2 tonnes over its limit, whichever is the lesser. The 10% margin was set when the maximum gross mass for heavy vehicles for 39 tonnes and the accuracy of weighing devices could be questioned. There are now high productivity motor vehicle (HPMV) combinations of up to 58 tonnes on primary routes and weight measurement is more reliably accurate. Offloading has been found to be a more effective penalty than fines alone, so the new provision has been enacted to encourage operators to stay as close as possible to their mass limits and help reduce the additional wear on pavements, roads, bridges and other structures.

Bridge protection

Driving a vehicle across a bridge where the weight exceeds a posted limit has been a flat fine of $500 for many years, and the fee applied regardless of how far in excess of the limit the vehicle was. Given that posted limits are applied to weak structures, where a heavy vehicle could cause the collapse of a bridge, this did not appear to be a sufficient deterrent.

The new penalty regime is now another type of overloading offence. The heavier the vehicle, the larger the potential fine will be. For example, exceeding a posted limit by 4 tonnes incurs a $1650 infringement fee, according to the current table of penalties for overloading. 

Please note that this article is 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

WWW.GOCLEAR.CO.NZ THINK OUTSIDE (NO BOX REQUIRED) Below is a problem AECS’s technical support team solved.

Truck and trailer brakes were tested on a roller brake tester (RBM) during a COF. The third axle in the set repeatedly failed the brake test despite having had a recent full brake overhaul.

When the rollers started the truck would vibrate and shudder when the third axle was under test, and when the brakes were applied, the RBM would shut off. A repeat to confirm it was just on the third axle gave the same result.

There are many factors to consider and not all are related to a braking problem. Brake roller surfaces can wear, tyre

pressures can be incorrect, the tyre could be worn or no longer round, the brakes may be worn or incorrectly adjusted – never assume the brakes are faulty.

Check the tyres are round and correctly inflated and check the tyre pressures prior to the brake tester as an under/ overinflated tyre will make the small roller (presence bar) between the large brake rollers on an RBM spin at a different speed from the other side of the vehicle. The STT45 is set up to look for the change in speed, so it knows when slip is occurring.

The outer tyre on the righthand twin set on the third axle was found to be deformed. A replacement was installed and the truck tested again. The

vibration had gone, but shortly after the rollers started, the machine stopped again. The driver was not touching the brakes during start-up, but the RBM indicated there was too much drag on the axle.

The truck’s two rear axles truck are joined by a power divider mechanism that was fully disengaged. However, the diff lock for the third axle was still activated, effectively linking both together. Because of the energy required to start an

RBM, the brake tester starts one side before the other, which caused both wheels to spin unexpectedly and was viewed as an error. Disengaging the diff locks satisfied the machine’s requirements for start-up, the test was completed and the third axle passed.

To talk about our automotive training or equipment, call us on 06 874 9077 or email info@aecs.net

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NZ TRUCKING ASSOCIATION

Your business culture is the key to your success

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he trucking industry is a tough game, competition is fierce, and margins are thin. Why are some businesses more successful than others? Is it the shiny trucks with the cool paint jobs, the wages they pay, or the free coffee for employees? Or have they mastered something that their competitors have failed to grasp?

For many of these successful businesses, the key to their success is the culture that they have developed. Your business culture is the people performance engine that drives your business success or failure. Your culture is your brand.

Every business has a culture; unfortunately not all of them are great. For many their business culture reflects a lack of management skills, poor decision making, poor planning, a lack of employee engagement, and acceptance of poor behaviours. By contrast, successful businesses have developed high performance cultures, through planning, engagement, and sharing a common mission and vision with their team. People are loyal to your culture, not to your strategy.

Your competitors can copy your services, your pricing, your imaging and your business strategy. But what they will struggle to copy is your culture; this is what makes your business special, this is your competitive advantage.

All cultures are made from the same five key components: behaviours, relationships, attitudes, values, and environment.

So how do you build a great culture for your business?

Define your business mission and values

Having a clear mission statement and set of values for your business is the best thing you can offer your people. Include your people in developing your mission and values. These will be the guiding principles for how your team will behave.

Include them in everything you do. Have a mission beyond making a profit. Most people don’t leap out of bed each morning excited about how much profit they are going to make for your business. They need to feel like they have a real purpose and are an important part of something they believe in.

Put the right team together

The people you hire can make or break your business. You need to take time to get this process right. Too many businesses focus on hiring for the person who can do the job right now, without any training. This is like playing Russian roulette; you never know what you are getting until it is too late. Skills are important but these can be taught. The most important factors are to hire based on attitude and how the candidate will fit within your business culture. Hire people who can work as part of a team, but are prepared to challenge the status quo.

Someone who brings diversity of opinion, thought, experience and background can add value to your team culture.

Build your business brand

Your brand is an important way to communicate your business culture to not only the world, but also your team. Your brand reflects your business values, your purpose, your image, your business story. For a trucking business, the presentation of your trucks, your people, your premises, your service, your interaction with your clients and the wider community, are all important factors. In a world of instant communication, brand development through social media gives you the opportunity to communicate directly with people.

Have some fun

NZ Trucking Association can be contacted on 0800 338 338 or info@nztruckingassn.co.nz

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by Dave Boyce, NZTA chief executive officer

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Having a positive business culture drives your employees’ engagement and your business success. 

Your business culture starts at the top; it’s your behaviour and actions that will dictate how others follow. Learn from your past mistakes; we all have experiences we can draw on. Engage with your team and gather their thoughts. You may have previously worked for businesses that had a fantastic culture – what was their point of difference? What drives their success?

C

CM

Engage in activities with your employees that are not all work. This will vary between businesses and will depend on individual situations. Examples include: a team day mountain biking or hiking, an early morning BBQ breakfast, finishing early on a Friday and taking the team on a wine tasting tour, providing rewards for meeting targets, and taking team members to industry conferences and events. All these opportunities give people the chance to relax and engage.

Review your existing business culture

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WWW.GOCLEAR.CO.NZ NZ Trucking NZ Trucking NZ Magazine_VTL_AH31_DH31_TH22_297x210mm_print Trucking Magazine_VTL_AH31_DH31_TH22_297x210mm_print Magazine_VTL_AH31_DH31_TH22_297x210mm_print copy.pdfcopy.pdf 1copy.pdf 19/02/2019 1 19/02/2019 1 19/02/2019 1:59:33 1:59:33 p.m.1:59:33 p.m. p.m.

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ROAD TRANSPORT FORUM

Infrastructure delays our own fault

I

n many respects we are our own worst enemy in this country. Now, don’t get me wrong, New Zealand is a great place to work and generally a good place to do business, but when it comes to tying ourselves in knots over the provision of infrastructure necessary to keep the country running, we must be world champions.

It has recently been revealed that the absolutely critical Mt Messenger Bypass project for State Highway 3 north of New Plymouth is now going to be delayed another 12 months or so due to four appeals on the resource consent and notice of requirement. This is obviously extremely disappointing news for a region that has been waiting for this project for so many years. The delay will have a major impact on road transport companies operating around Taranaki and the central North Island. It will literally cost the economy millions of dollars.

There are two incredibly annoying aspects to the Mt Messenger delay from my perspective. First is that it was entirely predictable that the project would end up in this situation. Nearly every major project now seems to get bogged down in a lengthy appeal process. Not only do these appeals delay projects and increase the cost to the taxpayer, but they also lead to uncertainty over whether the project will happen at all.

You may recall the saga with the doomed Basin Reserve Flyover in Wellington. Well, there is no doubt that the decision that went against that project has had a major negative impact on public confidence in proposed infrastructure projects ever since!

The second infuriating aspect of the Mt Messenger situation is that one of the appeals is from the Department of Conservation. Now you know you have got your processes seriously wrong when the government is lodging appeals and holding up the progress of its own projects. I mean, how insane is that?!

Yes, I understand that DoC has a role in the preservation of indigenous species and the conservation of their natural habitat, but there must be a better way for government departments to collaborate and deal with such concerns before it gets to an appeal process. NZTA and DoC’s headquarters are literally about two blocks apart, so it seems silly that they cannot deal with concerns during a project’s more formative stages before having to make an appeal and contribute to holding up the whole project.

The Mt Messenger situation is further proof of the complete unsuitability of our current resource consent and planning laws and the siloed, cloistered nature of our government departments.

Lately, I’ve also expressed concern at the propensity of successive governments to constantly change the direction of policy when it comes to transport and roads.

The previous National-led Government was enamoured by building brand new four-lane highways (Roads of National

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Significance), which while of a high standard and much needed, were at the expense of improvements to existing roads and their maintenance. By contrast the Labour/NZ First/Green Government has gone in the complete opposite direction and is refusing to fund even the most necessary new highways such as Katikati to Tauranga and Otaki to Levin, while throwing a lot of money at safety improvements to existing roads and public transport.

The swings from one party to another should not impact our industry as they do. It’s going to take a brave Government and smart officials to look decades into the future and decide the kind of transport requirements our country will need and then plan and fund the infrastructure accordingly. Such a plan should also break us away from the false binary of road versus rail. There is a place for both; as an industry we know that roads will only ever meet most freight demands, however there is still room for more rail in our freight network.

I believe that New Zealand is too wealthy a country to have to choose between new highways or improvements to existing roads. We can afford to have both. New, well-designed highways contribute to productivity, ease congestion, and they also happen to be extremely safe.

Additional median barriers, shoulder widening and more rumble strips, as this Government has promised, are welcome, but they should not come at the expense of much-needed new highways. The Government’s new policy direction seems to be designed more around doing the exact opposite from what National did than actually doing what is right from NZ Inc.’s point of view.

I don’t just blame this Government either. For a while now, entrenched political partisanship has held us back from the kind of consistent, planned, methodical development that we need to build a truly modern, world-class transport system.

A far-sighted and mode-balanced plan for transport should be every government’s goal, yet for that to become a reality it requires the kind of political bipartisanship and magnanimity that appears too challenging to expect, especially if we look to the UK and US as examples. Ideological extremes and entrenched positions reign supreme in world politics currently.

Sadly, it’s people and their livelihoods that will suffer as a result.

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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New Rigs New ON THE ROAD ON THE ROAD

The Sky’s The Sky’sthe theLimit Limit Aruman-avi MAN Caption

Trans West Twins Twin Tippers Twin KenworthTippers K200 Aerodyne 8x4 rigids

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 MAN TGX35.540 8x4 rigid Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Aruman-avi Enterprises Ltd Driver Richards Driver Frank Richards Engine: MAN D26 402kW (540hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp MAN TipMatic Transmission Transmission Optidriver Optidriver Rear axles:Renault P2191 MANwith Hypoid Rear axles hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: MAN Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Roadmaster Palfinger crane Body: Palfinger crane Features Disc brakes, Bluetooth, Trailer: Matching 5-axle Roadmaster Features Disc brakes, Bluetooth, alloy wheelscab, stainless steel sun visor, XLX sleeper Features: Dura-Bright Dura-Bright alloy wheels Operation roofing aroundand light bar LED material marker lights Operation Carting Carting roofing material around thethe Bay of Plenty area Bay of Plenty area

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 West Freighters (2011) Ltd Operator: Trans Operator Roadex logistics Ltd,X15 Mount Maunganui Engine: Cummins 458kW (615hp) Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Transmission: Roadranger RTLO20918B Driver Frank Richards Engine 460hp Rear axles: 0Xi11, Meritor 46-160GP Engine 0Xi11, 460hp Transmission Optidriver Transmission Optidriver Rear suspension: Airglide 460 Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Body: Total Stockcrates Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Trailer: Jackson Enterprises 5-axle Palfinger crane Features: Palfinger crane ToolBluetooth, lockers, dog kennel, twin truckFeatures Disc brakes, Features Disc brakes, Bluetooth, mounted effluent tanks, stone guard Dura-Bright alloy wheels Operation: Dura-Bright alloy wheels Basedmaterial out of Greymouth servicing the Operation Carting roofing around Operation Carting roofing material around greater West Coast and beyond the Bay of Plenty area

the Bay of Plenty area

FuelHauling Hauling FH Fuel FH Hill’s New Pup

Shooting Star Shooting Star ‘The Landlord’

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Mack Trident 8x4 rigid

RenaultLander Lander460.32 460.328x4 8x4 Renault Kenworth K200 Aerodyne 8x4 tractor unit

Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: Hill Log Haulage Ltd Driver Frank Richards Driver Frank Richards Engine: Mack MP8 398kW (535hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverRoadranger RTLO22918 Rear axles: Renault Meritorwith 46-160 Rear axles Renault P2191 with hub reduction Rear axles P2191 hub reduction Logging Truck body Flat deck with front mounted PK12000 Truck bodyequipment: Flat deckPatchell with front mounted PK12000 Features: CTI,

Palfinger crane Palfinger cranestainless steel pre-cleaner covers, offset steerers, inbuilt toolboxes Features Disc Disc brakes, Bluetooth, Features brakes, Bluetooth,

Dura-Bright alloy wheels Operation: Central Dura-Bright alloy North wheelsIsland log haulage Operation Carting Carting roofing material around Operation roofing material around

thethe Bay of Plenty area Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Richards Altranz Driver Driver Frank Richards Engine: Cummins X15 Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission Optidriver Roadranger RTLO20918B Rear Meritor with full cross locks Rear axles Renault P2191 with hub reduction Rear axlesaxles:Renault P2191 with46-160 hub reduction Rear suspension: Airglide Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front 400 mounted PK12000 Roadmaster quad flatdeck Trailer: Palfinger crane Palfinger crane Features: Disc Alcoa Dura-Brights, imaging by Truck Features Disc brakes, Bluetooth, Features brakes, Bluetooth,

Dura-Bright alloy wheels Signs, set-up by Southpac Trucks’ new Dura-Bright alloy wheels Operation Carting Carting roofing material around prepmaterial divisionaround using an array of Chris Operation roofing

the Bay of Plenty area accessories the Bay of Stanley Plenty area

November 2015

88 New Zealand Trucking March 2019 10 10 NZNZ TRUCKING TRUCKING November 2015

Drivers:

Driver:

Dylan Pupich and Mike Johnson

Stu Appleby

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Mellow Miles & Michelin Men ‘Mooving Blue’ Renault Lander 460.32 8x4

Carperton Argosy Eagle Eyed Yelavich Renault Lander 460.32 8x4

Volvo FH-540 8x4 rigid Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Operator: Garrity Brothers (1990) Ltd Engine 0Xi11, 460hp Engine: D13-540 402kW (540hp) Transmission Optidriver Transmission: I-Shift Rear axles Renault P2191 with hub reduction Body: Jackson Enterprises Truck body Flat deck with front mounted PK12000 Stock crate: PalfingerTotal craneStockcrates Features: Stainless steel tool lockers, full cab aero Features Disc brakes, Bluetooth, kit alloy wheels Dura-Bright Operation: Carting roofing From home base Greytown throughout Operation material around thePlenty lowerarea North Island the Bay of

Operator Roadex logistics Ltd, Mount Maunganui Driver Operator: Frank Richards Yelavich Transport Ltd Engine 0Xi11, 460hp Engine: Cummins X15 458kW (615hp) Transmission Transmission:OptidriverRoadranger RTLO20918B Rear hub reduction Rearaxles axles: Renault P2191 Meritorwith 46-160 Truck body Flat deckDomett with front mounted PK12000 Body: curtainsider Palfinger crane Trailer: Domett 5-axle curtainsider Features Disc brakes, Bluetooth, Features: Stainless steel drop visor, stone guard, LED Dura-Bright alloy wheels driving lights, fridge Operation Carting roofing material around Driver: Hare Reneti the Bay of Plenty area

Superb Super Liner Renault Lander 460.32 8x4 Croydon’s New Ride

Dew’s Jewel Renault Lander 460.32 8x4 Heavy Metal

Operator Roadex logistics Ltd, Mount Maunganui Kenworth T610 8x4 rigid Driver Frank Richards Engine 0Xi11, 460hp Operator: Freight & Bulk Transport Holdings Ltd Transmission Optidriver Engine: Cummins X15 410kW (550hp) Rear axles RenaultRoadranger P2191 with hub reduction Transmission: RTLO20918B Truck with front mounted PK12000 Rear body axles: Flat deck Meritor 46-160 with full cross locks PalfingerPatchell crane Logging equipment: Features Disc brakes, Bluetooth, Trailer: Patchell 5-axle Dura-Bright alloy wheels Features: Stainless steel sun visor Operation Carting roofing material around Operation: Hauling logs throughout the wider Taranaki the Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Freightliner Coronado 114 6x4 rigid Driver Frank Richards Engine 0Xi11, 460hp Operator: Makaretu Farms Transmission Optidriver Engine: Detroit Diesel DD15 417kW (560hp) Rear axles Renault FO20E318MXP P2191 with hub reduction Transmission: UltraShift Truck with front mounted PK12000 Rear body axles: Flat deckMeritor 46-160 PalfingerAirliner crane Rear suspension: Features Disc brakes, Bluetooth, Body: Mills-Tui Dura-Bright alloy wheels Features: Custom Ali Arc bull bar, CTI, offset steerers, Operation Carting roofing material around stainless steel visor and bug deflector the Bay of Plenty area

Driver:

Driver:

Blake Garrity

and central North Island regions Croydon Donaldson

International 9870 SkyRoof 8x4 rigid

Operation:

From home base carting metal up and down the East Cape

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

0800 50 40 50

New Zealand Trucking 2019 89 11 NovemberMarch 2015 NZ 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

Hanes B-train A new build straight out of the TRT workshops in Te Rapa, this stunning low loader B-train for Hanes Engineering Co Ltd in Hamilton will be seen working nationwide. The new trailer set is equipped with a WABCO SmartBoard that simplifies loading and unloading. Without leaving the cab, the rear unit’s brakes can be applied, the sliding turntable on the front unit can be unlocked, and the front and back trailers butted up. The trailers also feature on-board

electric hydraulics to raise and lower the rear loading ramps and a tipping mid deck on the front unit to access the upper level of the gooseneck.

Features: WABCO SmartBoard scales and EBS, on-board electric hydraulics, polished alloys running 235/75R17.5 tyres, LED lighting throughout, stainless steel tool lockers and tie down protector plates.

TRT Ltd

Northland Hard This new Hino FS2848 for Northland Earthworks from Kaitaia has just been put to work fresh out of the Rage Engineering workshops in Whangarei.

The HD Hardox body is built to take the knocks.

It has also been built with convenience in mind, with inbuilt side-mounted ladders, dual swinging tailgate, and remotely operated trip gear.

Features: NZH tipping gear, dual coupling drawbeam with full width flaps, Hella Slimline LED lighting, guard-mounted turn signals.

Rage Engineering Ltd

KIWI 16, 17 90

New Zealand Trucking

March 2019

KIWI 175

WWW.GOCLEAR.CO.NZ Going Topless A new open top bulk feed trailer has recently been supplied to Steele Transport Ltd of Bell Block, New Plymouth. The new trailer will be paired with a matching 8x4 FM Volvo and used to distribute stock feed to farms in and around the greater Taranaki district.

Features: Walinga brand bulk bins from Canada, Hendrickson axle/air suspension components, Wabco EBS equipped with SmartBoard, remote controlled automated safety hand rails, Alcoa alloy wheels and Bridgestone tyres.

Total Transport Engineers LP

Light Heavyweight A new Kenworth T610 SAR for HBH Ltd out of Gisborne has just been fitted with a new lightweight Hardox body configuration from Rage Engineering in Whangarei, offering the benefits of alloy with the durability and strength of Hardox steel.

Features: NZH tipping gear and Delta ram, 50mm drawbeam with full width flaps, Hella Slimline LED lighting, guard-mounted turn signals and a custom centre console with concealed cab controls.

Rage Engineering Ltd

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

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KIWI 175

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Multi use tread pattern

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17mm extra deep tread

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www.kiwitrucktyres.co.nz New Zealand Trucking

March 2019

91

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Find a word Austin DAF Foden Ford Freightliner Fuso Hino Isuzu IVECO Kenworth Leyland Mack MAN MercedesBenz Scania UD Volvo Western Star

See how you go. They could be written backwards, from bottom to top, or against another word.

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New Zealand Trucking

March 2019

WWW.GOCLEAR.CO.NZ

Billy Adams (13)

Brooklyn Phothirath (13)

Gracie Bell-Booth (5)

Benjamin Loeman (9)

New Zealand Trucking

March 2019

93

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MEMBERS’ REVIEW

Lusk Engineering Ltd NZTTMF member since 2002 Opinions may differ but there are usually three main qualities constituting a solid operation in our industry: longevity of service, quality work, and repeat business. There is a company in Ashburton that claims all three. Dave Lusk’s Lusk Engineering has been in business for 30 years. That’s 30 years in which the company has consistently supplied its customers with quality work, leading to repeat business and word-of-mouth recommendations from a customer base throughout New Zealand. That’s good going for a company that doesn’t advertise, and has never had the need to. It’s called a track record, and it is a powerful tool in the right hands.

Dave and his eleven-strong team turn their expert hands to most types of transport engineering, including design and customisation, but their core work and reputation are built on aluminium trailer and truck bodies.

Working with aluminium is highly specialised work. In the early days, it was not for the faint-hearted. Even today, with modern technology, it is a skill, a craft.

Lusk Engineering has the technology, and the skill. But,

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New Zealand Trucking

March 2019

it also has the experience, Dave’s been in the transport business for 48 years and in his own business for 30 years; Lusk’s workshop manager, Les McIntyre, has been with the company for 25 years.

With that experience and skill, they consistently produce trailers and truck bodies noted for their strength and resilience. Some of Lusk’s first trailers are still on the road today.

Dave’s recommendation to any bulk operator is to give him a call.

Have a chat. If it is customisation you want, Lusk Engineering can handle that. If it is a repair, Les is the man to organise that for you. If it is simply an idea you have requiring real craftsmanship to make it a reality, well, there is a great little place in Ashburton that is well worth a visit.

WHO:

Lusk Engineering.

WHERE:

Ashburton.

WHAT:

High performance bulk haulage truck and trailer bodies

EMAIL:

luskeng@xtra.co.nz

PHONE:

+ 64 3 3082410

WHO TO ASK FOR:

New equipment: Dave Lusk; Repairs: Les McIntyre.

WHAT TO ASK FOR:

Craftsman quality.

WWW.GOCLEAR.CO.NZ

ROAD SAFETY TRUCK Road Safety in schools was taken to a whole new level at Papanui High School when the Safety MAN visited. The senior students were enjoying some activities on their day out of the classroom, which involved a visit to the Safety MAN to learn some tips on how to share the road safely. Many of these students are about to get their car licence and experience the freedom that driving a car can give them.

Proactive Drive came along and ran a car fit programme. Proactive Drive is a charitable trust that has been set up to create better, safer drivers by teaching driving skills once a licence has been obtained.

Tim from Proactive Drive demonstrated to groups of teens how to sit correctly in the car by adjusting the seat so that you have the best control of the vehicle, along with how to adjust the mirrors to maximise your vision. Also along for the day was Ray from Alpha Load Piloting.

Ray set up his vehicle in front of the Safety MAN and demonstrated what the lights mean when you come across them on the road.

The more we can do with these young people the safer the roads will be. More and more of them hit the road every year with only a driver’s licence and very little experience or knowledge about safe driving practices. Proactive Drive run courses on skills and what to do when the unexpected happens. How do you stop quickly? How do you avoid that lamp post when you have hit shingle and are heading straight for it?

Riding along with the Safety MAN whenever they can will enhance the Safety MAN’s programmes and give students around the country an opportunity to enrol in one of their courses and also learn how to be safer on the roads. For more information on the courses available, please visit wwwproactivedrive.org.nz or to find out more about the Safety MAN Road Safety Truck, please email contact@roadsafetytruck.co.nz or phone us on 0800 338 338.

WWW.ROADSAFETYTRUCK.CO.NZ

DANGEROUS PASSING Before you start to pass a truck, think twice! You need a lot of space to pass safely. Behind every bend there could be another truck or road user.

HOT TIPS

Don’t start your pass un�l you can clearly see enough straight, clear road in front Because of their load, it takes �me for a truck to stop or slow down Dip your lights - trucks have lots of mirrors and full beam can temporarily blind the driver

HEALTHY TRUCK DRIVER TOP TIP Drink Water. Your body doesn’t always tell you when to drink until it’s already in a state of dehydration, i.e. when you feel thirsty. Dehydration can cause many other health issues, including headaches and fatigue. Try to sip at your water throughout the day rather than only drinking when you’re thirsty. It can take some time to get into the habit of drinking when you’re not thirsty, but on average you should be drinking 8-10 cups of water each day.

Alpha Load Piloting helping out at Papanui High School and Proactive Drive, teaching the students how to position their seat and mirrors.

If you would like to join the NZ Trucking Association and get involved with our intiatives like the Safety MAN, contact us today: info@nztruckingassn.co.nz BANK

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?...

WHAT’S ON Tui Truck Stop Show and Shine Sunday 31 March 2019

Reunion – former transport staff NZCDC Te Awamutu

Tui Brewery Mangatainoka

Queen’s Birthday Weekend 2019

Contact: www.tuihq.co.nz

Contact: Lloyd Jackson 027 370 6485 pamandlloyd@xtra.co.nz

Facebook Page events@tui

Eric Riddet 021 127 2018 erdriddet@xtra.co.nz

Wheels at Wanaka Cars, motorcycles, trucks, tractors/agricultural, earthmoving equipment

Alexandra Blossom Festival Truck Show

20 and 21 April 2019 (Easter weekend)

28 September 2019

Three Parks, Ballantyne Road, Wanaka

Contact: www.blossom.co.nz/events/truck-show

Contact: info@wheelsatwanaka.co.nz

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

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

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

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.

NZT914

WWW.GOCLEAR.CO.NZ

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THE LAST MILE

Thank you I

don’t know if the driver who pleaded guilty in the Taupo District Court to a range of work time offences early in February will read this, or if any of his mates who read it will tell him, but I would like to thank him for pleading guilty to the charges laid instead of opting for a defended hearing. Mind you, the family had already endured 10 months of hell by him pleading not guilty on previous occasions and then seeking adjournments of his hearing.

By changing his plea, he has saved the family of the two deceased from the anguish and trauma of reliving the crash in court. Time will tell what his sentence is, but whatever it is it can never compensate the family for the pain of what happened on that day of the crash and the days following; pain that will never go away.

It is clear from the report I read that the driver would have been aware he was not in a fit state to drive, but then he is not alone; every day hundreds of our so-called professional drivers

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New Zealand Trucking

March 2019

risk their own and other people’s lives by getting behind the wheel in a fatigued state.

We need to destroy once and for all the myth that if you are within the legally allowed work time hours you are not fatigued and are therefore okay to drive. What we now know as work time hours were originally put into place in 1936 to assist in protecting the railways, restricting the number of hours a driver of a goods vehicle could drive.

Another measure adopted at The accidental this time was the need to hold a transport service licence. The trucker’s monthly original driving hours remain ‘mull’ largely unchanged today, albeit The same British with a change of focus. I have yet engineering that gave us to read any conclusive evidence the Wellington bomber, that a driver who has completed the Spitfire, the Concorde, 13 hours work is not fatigued, and the Mini Minor, also whereas a driver who completes gave us the Austin Allegro, 14 hours is. New Zealand has Morris Marina, and Tasman one of the most liberal work time Kimberly. (driving hours) regimes in the developed world, yet we operate in one of the worst environments, where a momentary lapse in concentration can have fatal results. We choose to ignore this simply because it suits us.

To any right-thinking person, it just does not make sense. Of course, having numbers by which a driver’s potential for having a crash related to fatigue aids the enforcement agencies. Causal data by simply counting the numbers is overly simplistic and is having a disastrous effect on all road users on an almost daily basis. It must stop.

It is no use the industry blaming the need to work longer hours on the driver shortage, among other reasons. These are just excuses and not reasons for the way we behave; we behave the way we do because we don’t think of the potential consequences of our actions and, in some cases I suspect, have lost the ability to act responsibly.

Perhaps our only hope is to look towards technology to save us from ourselves. There are already interlock systems that can be applied to vehicles to prevent alcohol impaired drivers driving them, so why not a fatigue impairment device? Such a device could require the driver to log on to the vehicle and then be required to complete a series of cognitive tests. If the driver passes the test, then they are safe to drive. If they fail, then the park brake could not be released, or the electronic transmission would be isolated. Such a device could eliminate the need for logbooks and work time hours. I guess though, with the inventiveness of our industry for coming up with ways to circumvent the rules, it would not be too long before somebody came up with something to override such a device. However, the reality is fatigued drivers on our roads will continue to be business as usual.  The accidental trucker.

WWW.GOCLEAR.CO.NZ LITTLE CAN BE HUGE

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VALUABLE THINGS

Spark uses industry-leading tech to give businesses on-demand visibility of where their outdoor, portable and valuable assets are.

Whether it be on or off the road.

Find out how we can give your business an operational edge with Spark IoT Asset Tracking.

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