New Zealand Trucking November 2018

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027 437 6623

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www.trgroup.co.nz

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2 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B205L

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B655J

2003

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

10,000

B958J

2004

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

15,000

D137F

2005

Maxicube

2 Axle (Thin Wall)

Single Temp

Alloy Plank

20,000

F125W

3 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

1997

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

1586G 8411K

1998

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

1999

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

9847L

2000

Maxicube

3 Axle

Single Temp

Alloy Plank

20,000

L553Z 2902U

2001

Fairfax

3 Axle

Dual Temp

Fibreglass

26,000

2001

Fairfax

3 Axle

Dual Temp

Fibreglass

10,000

8296Y

2002

Fairfax

3 Axle

Dual Temp

Fibreglass

25,000

468AS

2002

Maxicube

3 Axle

Dual Temp

Air Flow

25,000

604AP

2002

Maxicube

3 Axle

Dual Temp

Air Flow

25,000

786AH

2002

Maxicube

3 Axle

Dual Temp

Steel

25,000

911AQ

2003

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

30,000

B195L

2003

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

30,000

B951J

2003

Maxicube

3 Axle

Dual Temp

Alloy Plank

30,000

B266F

2005

Maxicube

3 Axle (Thin Wall)

Single Temp

Alloy Plank

35,000

F475U

2008

Fairfax

3 Axle

Single Temp

Alloy Plank

45,000

M795P

4 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Price

Rego

2002

Fairfax

4 Axle

Dual Temp

Fibreglass

35,000

304AW

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A571R

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A736Z

2002

Maxicube

4 Axle

Dual Temp

Air Flow

29,000

A598T

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

A133U

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

B757H

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

40,000

B755H B758H

2003

Fairfax

4 Axle

Dual Temp

Fibreglass

46,000

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

39,000

D641T

2004

Maxicube

4 Axle

Dual Temp

Fibreglass

45,000

C925Y D585A

2004

Maxicube

4 Axle

Dual Temp

Fibreglass

45,000

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D718F

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D844K D532P

2004

Fairfax

4 Axle

Dual Temp

Alloy Plank

51,000

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

E196F

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

51,000

D537P

2004

Fairfax

4 Axle

Dual Temp

Alloy Plank

45,000

D540P

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

39,000

D656T

2004

Fairfax

4 Axle

Dual Temp

Fibreglass

45,000

D699F

2005

Maxicube

4 Axle

Single Temp

Alloy Plank

56,000

H401A H602H

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

61,000

H462F

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

H665A

2006

Fairfax

4 Axle

Dual Temp

Fibreglass

55,000

H673A

We’ll make it happen for you ®

AUCKLAND & NORTH ISLAND TR Fleet Sales Team

SOUTH ISLAND Mark Kenworthy

027 437 6623

0800 555 678

www.trgroup.co.nz

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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 Frank Willis

– North Island

56 Blossom Festival Bonanza Central shine

Ph: 027 498 9986 Email: frksyl@xtra.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

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Faye Lougher Niels Jansen (Europe) David Kinch Carl Kirkbeck Faye Lougher Craig McCauley Jacqui Madelin Howard Shanks (Australia) Brian Weatherley (UK) PRODUCTION MANAGER

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Editorial Road Noise

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EDITORIAL

Adventure, opportunity, and genuine people

I

’m thrilled to say that in my view the RTF conference held in Dunedin last month was a step up on last year in terms of quality of information imparted. We’d gone from the vast expanses of Claudelands to the snug environment of Forsyth Barr, so although attendance felt better it was about lineball with last year, nowhere near where it should have been considering the industry’s current circumstances.

Cameron Bagrie was the economist invited this year to deliver his view on the state of the nation, which for many was once again was a highlight. His summation at the end of 20 minutes was the increased cost and uncertainty side of the ledger was flourishing, while the ‘incentives to a higher sustained level of productivity’ side of the ledger is looking a bit Mother Hubbard. His sentiment was reinforced by Paul Mackay from Business New Zealand who spoke about the potential shake up in employment law and pay negotiation frameworks that could well see return of those halcyon days – not – of the late 70s early 80s.

Phil Twyford roared in at the eleventh hour and delivered a resounding address from a minister one month into power. Oh no, that’s right, it’s a year now – oh well nothing much new there. There are lots of reviews, and people looking into stuff like where rail fits in, and what could we do with coastal ships.

What they appear to be finding is everything else is a support act to road. Well done the four gents who fired some salvos.

On the Twyford upside, he did acknowledge technology’s future in better managing road pricing and driving hours.

Hallelujah!

The great scene-setting work undertaken by Steve Divers and the SWEP programme over the past 18 months is starting to gain real traction. He said the Level 3 Gateway programme in schools has been approved by NZQA, meaning a there’s a programme that can be delivered in schools at years 11, 12, and 13. Kids can be kept in schools and they can work in our business and gain a qualification plus credits that go against year 12 and 13. In that time we can be progressing them to a full driver’s licence. From there, knowing our business, they

adapted masthead.indd 1

8

New Zealand Trucking

November 2018

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

can progress to the general Level 3 qualification for rigid or heavy combination, offered through MITO or any one of seven tertiary providers. In the case of Toi Ohomai Institute of Technology, they can progress right through to a Level 5 qualification.

This is fantastic news and the alignment finally creates the first rungs of nationally recognised truck driving qualifications in parity with so many other trade occupations. The next challenge is to increase the numbers engaged, with only 2.4% of MITO’s 5000 registered learners coming from our sector.

MITO chief executive Janet Lane challenged us as an industry to get those numbers to 12% by the end of 2019, and 18% to 20% by the end of 2020.

Delivering on that challenge is incumbent on everyone, present and not present at the conference. Having an aligned recognised qualification now gives us something to sell in schools. We owe it not just to ourselves, but also to those young folk who would otherwise have missed out on a great life, full of adventure, opportunity, and genuine people. So, all in all a far better affair. Roll on 2019.

STICKING WITH the theme of genuine people but on another note, it’s always exciting to see who will make the Road Transport Hall of Fame each year. The 2018 inductees was made all the more special for me personally, having had the absolute privilege to witness, play a small part in, and learn from the business journey of one of those awarded a place.

Congratulations Dave, an utterly appropriate place in the history of New Zealand road transport.

Dave McCoid Editor

WWW.GOCLEAR.CO.NZ

®

TOGETHER ON THE ROAD

NZ’S LOWEST TARE TRUCK ASSURES THE HIGHEST PRODUCTIVITY

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CONTACT US: Gisborne, Hawkes Bay, Manawatu, Wellington: Hugh Green 0274 831 024 Waikato, B.O.P, Wanganui, Taranaki: Jarod Maclennan 0274 831 092 South Island: Shaun Jury 029 777 0155 sales@intertrucknz.co.nz www.facebook.com/intertruck www.intertruck.co.nz

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R0AD NOISE NEWS

Community spirit and innovation at core of awards

1 October – new animal welfare rules

N

ew animal welfare regulations came into effect on 1 October. According to MPI animal welfare sector liaison team manager Leonie Ward, carriers currently complying won’t see significant change, believing if they are diligent in doing their job under the Act, the regulations provide a level of protection.

The regulations make it easier for MPI and SPCA to take action against animal mistreatment. New penalties such as fines will be issued for certain actions, however the worst offenders will still be prosecuted under the Animal Welfare Act 1999.

P HOT O: DAV I D K I NC H

G

reg Inch from Greg Inch Earthmoving was the winner of the VTNZ Outstanding Contribution to Road Transport at the 2018 NZ Road Transport Industry Awards in September.

Inch received the award for his work establishing and running Special Rigs for Special Kids.

Special Rigs for Special Kids gives special needs children an opportunity to ride in a truck and get up close and personal with the machinery. It provides families with special needs children a fun day out and attracts up to 200 trucks each year.

Road Transport Forum chief executive Ken Shirley said the awards were a celebration of old-fashioned community spirit and innovation in the industry.

“Special Rigs for Special Kids really is a fantastic community event and it is fitting that the industry recognises Greg’s hard work and the impact his event has for hundreds of Otago families through this award.”

The Teletrac Navman Industry Innovation Award went to Sysdoc and Fonterra for the development of the Transport Contractor Induction Training model used at Fonterra sites across New Zealand.

The companies got together to develop an easy to use online training tool so contract drivers could complete health and safety induction training at any time before visiting a Fonterra site.

Safe Business Solutions won the EROAD Outstanding Contribution to Health and Safety Award for their E-Text health and safety system, an effective and efficient way for staff to communicate health and safety issues across an organisation that relies on a mobile workforce.

The Outstanding Contribution to Training Award was presented to Derek Nees of Nelson’s TIL Freight for a lifetime

Greg Inch in his element at the annual Special Rigs for Special Kids event he’s been recognised by the industry for.

of work promoting and working on improving training and qualifications across the industry.

“Derek has played a prominent role in advising industry training organisations and reviewing driver qualifications to align with what the industry requires a driver to do on the job and he continues to make a big contribution through the development of a qualifications pathway for drivers from secondary school to the industry,” said Shirley.

The Castrol Truck Driver Hero Award for 2018, which recognises a driver who has significantly contributed to the safety of others, was won by Fonterra driver Phil Newton, who exhibited extraordinary calmness and composure in stopping his truck to sit with and talk to a young woman who was looking to jump off the Arapuni Dam in the Waikato.

MPI suggest: • Check – Are you doing it right? Encourage others to check too. www.mpi.govt.nz/animalregs • Ask – Email us your questions animalwelfare@mpi.govt.nz • Tell – Call us about an animal welfare issue 0800 00 83 33 • Download – The Fit for Transport App on your phone

Guide to the Animal Welfare (Care and Procedures) Regulations .

10

New Zealand Trucking

November 2018

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R0AD NOISE NEWS

2018’s top driver hails from the south

D

arryn Wilson of Road Transport Logistics took out the title of NZ Champion Truck Driver for 2018 and a cheque for $6000, courtesy of the event’s major sponsors TR Group and Master Drive Services, at the final of the NZ Truck Driving Championship in Dunedin.

The competition included a range of tests showcasing competitors’ theoretical and practical knowledge as well as an on-road and emergency response component.

“One of the things the industry is trying to achieve with this competition is an appreciation amongst the public of just how high the technical, practical and theoretical knowledge is of the top drivers”, said Road Transport Forum chief executive Ken Shirley. “They really are outstanding at what they do.”

In the class competitions, Greta Campbell from Waikato Fuels 2015 Ltd took out the Class 2 competition and Andrew Crandon of McFall Fuels won the Class 4 category.

Overall winner Darryn Wilson picked up the Truck-Trailer Combination class, while John Baillie of Baillie Transport yet

Darryn Wilson (centre) won the NZ Champion Truck Driver for 2018. NRC Inc chariman Don Wilson (left) and TR Group’s MD Andrew Carpenter (right) present Darryn with his prize.

again successfully defended the Tractor-Semi Combination category.

Tranzliquid’s David Rogers defended his title also, winning The EROAD NZ Young Truck Driver of the Year. David took home the $1500 winner’s cheque courtesy of EROAD. “The Young Driver of the Year category is an important event, especially in the context of the current driver shortage and the road transport’s endeavours to recruit young people into the industry,” said Shirley. “The young men and women who compete in the NZ Truck Driving Championship are an illustration of the potential for career progression and professional development that exists within the industry.”

John Baillie defended his Tractor-Semi Combination class. Don Wilson (left) and TR Group’s MD Andrew Carpenter (right) present John with his prize.

David Rodgers from Tranzliquid won the EROAD NZ Young Driver of the Year award for the second year. Partner Greta Campbell won the Class 2 Category and the accident scene assessment and response category.

Greta works for NZT005

Waikato Fuels 2015 Ltd.

12

New Zealand Trucking

November 2018

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R0AD NOISE NEWS

Truck trailer giants Roadmaster and MTE in joint venture

R

otorua-based Roadmaster Limited will join Hamilton-based MTE Group as two of New Zealand’s iconic truck trailer builders combine operations to provide the road transport industry with unrivalled manufacturing scale and leading-edge engineering innovation.

The announcement was made in a joint media statement by the two companies and took effect from 1 October.

MTE Group founder and chairman Robin Ratcliffe welcomed the move. “This is a logical expansion for MTE and offers the transport industry market-leading general freight trailers under the Roadmaster brand.

“The partnership between MTE and Roadmaster offers the market the best range of trailer options it has ever had, merging MTE’s Australian expertise and resources with Roadmaster’s history of technological innovation.”

Roadmaster’s design director Ross Bell said that under the joint arrangement Roadmaster will continue to operate out of its Rotorua plant, with both he and design director Lyall McGee remaining in their respective roles.

“It is important that Roadmaster’s clients are guaranteed continuity of service,” he said.

Ross added that Roadmaster’s staff will benefit from having a wider range of opportunities for career development. “This is a ‘win-win’ for clients, the market and for all staff.”

Roadmaster began operations in 1991 and is known for producing a wide range of trailers, including its curtainsided solutions.

Established in 1973, MTE (Modern Transport Engineers) is known for bespoke heavy-haulage trailers (including the largest ever built in New Zealand) and for being one of very few New Zealand trailer builders to successfully operate in the Australian market.

MTE Group founder and chairman Robin Ratcliffe welcomed the move.

Scania setting up in NZ

S

cania will open a wholly owned subsidiary business in New Zealand from 1 January 2019.

Scania New Zealand will be responsible for the importation, distribution and sales of new Scania heavy trucks and buses, as well as parts and business services.

CablePrice will be retained as its key provider of aftersales service and in-service support for customers through its existing dealer network.

“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 Mattias Lundholm, Scania New Zealand’s incoming managing director.

“We are investing in the future of Scania in New Zealand because we believe there is potential for us to offer more

14

New Zealand Trucking

November 2018

operators our efficient, safe and profitable tailor-made truck solutions for their transport needs.

Lundholm said Scania was a world leader in providing vehicles able to run on alternative fuels.

“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.”

CablePrice managing director and COO Pat Ward said his company would continue to provide its quality after-sales service to Scania customers. The company will also continue to carry out the physical warehousing and distribution of Scania parts to the dealer network, and preparing products for delivery, as a contracted service to Scania New Zealand.

WWW.GOCLEAR.CO.NZ O2NL being re-evaluated

T

he Otaki to north of Levin (O2NL) project is one of 12 state highway projects currently being re-evaluated.

The NZ Transport Agency announced the 2018-21 National Land Transport Programme (NLTP) that reflects the government’s new vision (for a safer transport network free of death and injury, accessible and affordable transport, value for money and reduced emissions) on 31 August, but the re-evaluation work for O2NL could not be completed by the time this was announced. NZTA says this does not mean this project is not included in the NLTP, but rather the recommendations from the re-evaluation process will be considered for inclusion as soon as practicable after this work is complete.

The O2NL re-evaluation work should be finalised by the end of October. Once this is completed, NZTA will update affected communities about the future plans for the state highway between Otaki and north of Levin.

New state-of-the-art TRT websites go online

TRT

(Tidd Ross Todd Ltd) has launched newly designed websites for both New Zealand and Australia www.trt.co.nz and www.trtaustralia.com.au The websites have been designed to create a userfriendly experience with easy-to-use navigation and functionality throughout.

Customers can now access comprehensive product information, technical specifications, drawings and videos across all business divisions – trailers, manufacturing, cranes, defence, parts, and service.

New Zealand’s website also showcases the extensive range of truck and trailer parts and truck seats, featuring information and drawings to make parts identification easier for customers.

The websites feature a streamlined, user-focused design with improved functionality and mobile friendly views to help customers find the right information easily, and to contact the right people across the organisation faster.

“We are excited to launch our new websites to customers, suppliers, and visitors who are looking to understand the breadth of TRT’s capability and how we can help them,” said Lawrence Baker, TRT’s COO. “This investment is part of our commitment to creating the best experience for our customers on both sides of the Tasman, for the long haul.”

The websites will be regularly updated with new products, new projects, news and information.

TRT in the garden city

T

idd Ross Todd Limited (TRT) opened its first South Island branch in Christchurch in August, meeting the growing demand from their South Island customers.

TRT’s new branch is focused on truck and trailer parts for all makes, with a range of products including commercial vehicle seating, driveline, hydraulics, and TRT’s own Traction Air CTI, heavy transport trailers and cranes.

Gavin Halley, TRT’s national parts manager, has led the team in developing

the new Christchurch branch as part of TRT’s strategic plan.

“As a privately owned business, we bring with us our family values. It’s fantastic that we are able to deliver our TRT standard of service and full product offering to our South Island customers.”

The new Christchurch branch is

located at 35 Parkhouse Road, Wigram and is supported by an experienced team of truck and trailer parts experts. In addition to the new warehouse facilities, there is also a team on the road.

The new branch also supports MC Transport Repairs Ltd, now based at the rear of the facility.

The TRT Christchurch team outside the new facility. From left, warehouse coordinator Emma Fraser, branch manager Ed Foster, customer service representative Stefan Duffell, sales representative Chris Wild, and national sales manager Gavin Halley.

New Zealand Trucking

November 2018

15

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R0AD NOISE NEWS

Freight cost increases inevitable

F

ollowing road user charges increases of up to 10 percent in October, the National Road Carriers association said freight cost rises for a wide range of goods were inevitable.

NRC’s CEO David Aitken said as the majority of goods consumed were delivered by truck to where they were purchased, the increased charges would affect every trucking company nationwide.

Other cost increases facing road transport operators include rising fuel prices, insurance, wages and salaries, congestion and waiting times at the ports.

Aitken said companies in the Auckland area were already paying 11.5 cents a litre more for fuel as a result of the regional fuel tax.

Increasing congestion – particularly in Auckland, but also in other major cities – has meant trucks were not getting through as much work in a day, but operational costs still had to be covered. There have also been increases in insurance premiums and higher wages and salaries necessary to retain staff in an industry where there are personnel shortages.

“Road freight transport costs are rising,” said Aitken. “It’s up to individual companies to calculate how much the rise might be and in some parts of the country it could be more than other areas.”

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ROAD NOISE NEWS Light Commercials

Holden launched its limited edition Xtreme Colorado at Great Barrier Island, following a trend for manufacturers to take their top-spec ute and add a package of accessories at a special price – think Ford Ranger Raptor, Mitsubishi Triton Huntaway and Toyota Gladiator.

Xtreme was developed from the concept ute shown at Mystery Creek Fieldays two years ago. Based on the Z71 Colorado, and painted vibrant orange with exclusive black accents, it includes a roof tray, leather seats with orange stitching, the black grille, a winch bar and winch kit – accessed by flipping the front number plate up – 18” black alloy wheels with all-terrain Goodyear tyres – approved by GM and tested at Lang Lang, Australia – black fender

The new Holden Colorado Xtreme

flares and tubular side skirts, a rear steel step and towbar, a black extended sports bar and soft tonneau cover, a vehicle recovery kit, and of course the Xtreme decals. The snorkel is not part of the kit, but can be added to any Colorado for $1160 installed.

All these accessories were developed

P H O T O S : M ERC ED ES-B EN Z N EW Z EAL AND

new interior with 7” or 10” screen interface.

New Zealand Trucking

in parallel with the vehicle itself, and are designed to integrate with everything already fitted, such as impact protection and park warning systems.

A plain Z71 retails at $69,990. This Xtreme adds $25K’s worth of kit, but sells in a limited edition of 30 for $79,990, from November.

Sprinting ahead

The new Sprinter. The

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HOL DE N NE W Z E A L A ND

Xtreme Holden

November 2018

Mercedes-Benz’s new Sprinter has landed with panel van, minibus and cab chassis variants, while tractor head versions are due in early 2019. There are rear-, all-wheel, and frontdrive versions, the latter delivered via a new set-up that lifts payload by 50kg and delivers a loading sill that’s 80mm lower.

We’ll bring you all the details when we drive one, but in the meantime customers are likely to approve the new telematics system, with its 7” or 10” touchscreen, also controlled via steering wheel buttons or voice.

Depending on variant, maximum load tops out at 17 cubic metres, and up to five tonnes.

WWW.GOCLEAR.CO.NZ In the well-side news snippets

Highways England chief executive Jim O’Sullivan says human drivers could be banned from UK motorways in the next 30 years. He reckons human drivers can’t be trusted, and will increase risk when autonomous vehicles can communicate with each other to cut crashes and congestion.

Nelson City Council reckons running two Nissan Leaf cars last year saved $4000 in costs and cut carbon emissions by six tons. So it’s now bought two Nissan e-NV200 vans for the environment team and council building inspectors. The vans cover around 25km per day, and can be charged to 80 percent in half an hour, with the monthly energy bill expected to be around $45.

Energy and Resources Minister Megan Woods has announced $3.87 million to be spent in the latest round of the Low Emission Vehicles Contestible Fund, to go toward 19 projects.

Beneficiaries include a lines maintenance electric truck, a water truck, five supermarket distribution trucks, and a number of electric vans working in parks and maintenance, rural post and food rescue.

A team of students from the UK’s University of Sussex recently competed in one of the world’s biggest sustainability services with a vehicle powered only by wind. The team came fifth in drag races and time trials – averaging 48.2 percent of wind speed travelling into the wind – using a lightframe car with a 1.8-metre wind turbine atop it, linked directly to its wheels and partially controlled by an auto yaw system. Can’t see it catching on for real world commercial use any time soon…

For Service & Supply See Your Local Battery Town Specialist

Upcoming changes to Ford’s Transit include hybrid technology and a 10-speed auto transmission.

The latest model debuted at the IAA Commercial Vehicle Show in Hannover, with the new microhybrid system attracting interest focused on improvements in fuel economy and throttle response.

A VW Transporter has set an unofficial Nürburgring lap time of nine minutes 58 seconds, not bad considering the fastest hatch made it in 7.43.8.

Brit Touring Car driver Rob Austin beat the current record, held by Sabine Schmitz and set in 2005.

Battery & Auto Electrical Specialists Nationwide Battery Warranty Over 90 Locations

Auto Emergency Braking is becoming common in new cars, and could come to vans next. UK Department of Transport figures show the tech could save 350 lives there every year. In the UK, buying a vehicle with AEB cuts insurance premiums by 10 percent.

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www.batterytown.co.nz New Zealand Trucking

November 2018

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2018 Mobil Delvac 1

NZ Road Transport Hall of Fame – INDUCTEES Photos by Faye Lougher

The seventh annual Mobil Delvac 1 NZ Road Transport Hall of Fame was held at Bill Richardson Transport World in Invercargill on Friday 28 September.

M

ore than 500 guests travelled from all over the country to celebrate the trucking industry and see five new inductees welcomed into the NZ Road Transport Hall of Fame at the prestigious, black-tie gala event.

HWR group director and NZ Road Transport Hall of Fame founder Scott O’Donnell believes it’s important to recognise the “game changers” in New Zealand’s transport industry.

“The inductees this year join 30 others in the Hall of Fame who have all made their mark on the transport industry. These people have made a lasting impact and help set a standard that the industry should be proud of,” he said.

The event was made possible through sponsors Allied Lubricants - Mobil Delvac 1, VTNZ, Mack Trucks, Volvo, TruckStops, Gough Group - Gough TWL and Gough Transpecs, Mobil Oil NZ, Coretex, VTNZ, Wynn Williams Lawyers, NZI Lumley, and Transport & General Engineers (Transport Trailers).

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New Zealand Trucking

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WWW.GOCLEAR.CO.NZ

Scott O’Donnell and Dave Malanaphy.

Dave Malanaphy

David Malanaphy was educated at Taihape District High School and began his long involvement with the transport industry driving for a local carrier there. In 1967 Dave and his brother Neil started Kimbolton Transport in rural Manawatu, which reached its limited potential within three years. Seeking greater challenges saw the brothers sell the Kimbolton business and purchase Thames-based freight company Parker Wilson Transport, which was geographically well placed for growth, being close to Auckland, Hamilton and Tauranga. They changed the company name to Thames Freightlines. Several small acquisitions followed. Thames Freightlines grew rapidly and successfully, diversifying into cartage of wood products and CKD components for the Thames Toyota car factory.

In 1979 in a move to further develop its wood products activity, troubled Nationwide Transport (in receivership) was purchased. Despite much effort, Nationwide was not fixable and the Thames parent company itself suffered for quite some time in receivership. The company did survive, however, and

went on to become a major player in the transport arena. In 1985 Neil sold his interests to Dave and Peter Coote and retired in Australia. The brothers remain close to this day.

After recovering from the Nationwide setback some significant acquisitions followed including Verran Brothers in Thames (1984), Fletcher Transport in Patumahoe (1986), Provincial Heatons Transport (1992), R&L Main Transport in Thames (2003), and Total Transport in Taupo (2004). The company’s name was again changed with the purchase of the Provincial Heatons business, the new name being Provincial Freightlines Limited. The rebadged business expanded into log cartage, bulk fuel cartage for Shell NZ (North Island) and fast moving consumer goods. The latter included customers such as Griffins Foods, Lion Breweries, CHH Tissue, etc.

Dave always said the people were the company’s best asset.

He also believed in cooperative relationships with other friendly operators, some examples being Five Star Freight Group, an Auckland-based metro pickup and delivery company co-owned by Provincial, United Carriers, Hooker Bros, TNL and Roadfreighters, and a joint venture with Total Transport to manage all North Island road transported timber for CHH Timber Limited. Provincial purchased Total when Matt Purvis retired. There was also a joint venture with NZL Group to then manage all timber and pulp and paper products for CHH, and a joint venture with Trevor Master’s Log Haulage to manage and transport all of Ernslaw One’s logs out of the Coromandel Peninsula. A joint venture with Tulloch Transport for warehousing and distribution of Iplex Pipelines saw Tullochs doing the South Island and Provincial the North.

In 2007 Dave was diagnosed as having a condition with an unsure prognosis. The family decided to exit the business, selling to a keen suitor, Lindsay Fox. As it happens Dave has survived that condition to date. He was a chartered member of the Institute of Logistics and Transport prior to his retirement and now owns a forklift importing company.

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Calven Bonney

Scott O’Donnell and Comer Board.

Comer Board

Comer Board was born in Huntly in 1955 to a farming family, but a long obsession with trucks would pave a way for a future career in the industry. After completing school, Comer spent his early career operating trucks and machinery in Australia’s open cast mines. Upon his return to New Zealand he became an owner/operator with Trailways. After time spent selling trailers and trailer components with Fruehauf and Road Haul, there was a move into selling North American trucks. Comer and his wife, Robyn, formed their first company in the mid-90s, Central Pacific International. Based at Mount Maunganui, they became a local International dealer under IVECO Australia. It wasn’t long before Comer realised the New Zealand client base wanted different options and lighter tare weights. Driven by customer demand, in 1997 Central Pacific International secured the importer, distribution and dealer agreement for International Trucks and Parts from Navistar. To differentiate from the Australian assembled product, the company rebranded, becoming Intertruck Distributors NZ Ltd. In close collaboration with Navistar, Intertruck commenced a pilot test programme to assemble International Trucks for the New Zealand market. In the same year, they established an R&D division designing and manufacturing tailored trucks for the local market. In 2006 Comer invested in a 35,000-square foot, purposebuilt truck assembly plant to manufacture and assemble custom-built trucks in line with our complex transport legislation. Notable achievements include the design and build of New Zealand’s first twin steer conventional, and designing and installing Euro 4 (followed by Euro 5) emission standards in the 9800 series truck.

Quickly reacting to VDAM axle group changes, in 2015 Comer steered his team in redesigning the 9800 to the new 9870, becoming a set-forward axle model.

Further cementing Intertruck’s reputation as a proven leader in the International Trucks network, they were awarded distribution rights of the Lonestar model.

In 2017 Intertruck secured the rights as the first global distributer outside of North America to build the ProStar.

Further expansion and growth continue for the company, having established a network of 24 dealer and service providers throughout the country. With his wife Robyn working alongside him, the company has grown and continues to grow from its humble beginnings in 1995.

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Calven Bonney was born in 1951 to a family with a history in transport dating back to the 1920s. His father, Alven, was a mechanic and truck driver who met his future wife, Dell, while collecting milk from her family farm in the late 1940s. Their life revolved around the family business L.W. Bonney & Sons Ltd, located in Papatoetoe directly behind the family home.

The depot housed a fleet of Commers, Leylands and then Mercedes-Benz that peaked at 26 tip trucks in the 1950s.

Calven had a variety of after school jobs and spent every spare moment he could in a truck or in the workshop. Postwar there was a strong emphasis on building Auckland’s infrastructure, and Bonney’s carted sand, coal and aggregate.

After leaving school in 1970, Calven joined Mayo & Sons, serving his time as a fitter and turner. It was here he was introduced to motor racing by Merv Mayo, who was friends with the likes of Bruce McLaren, Jack Brabham and Denny Hulme. Calven went on to crew for all of them and drove an early sprint car at Western Springs.

After three years he left to do a three-month International Vintage Car Rally around the South Island. When he got home it was into a Bonney’s TK Bedford before being promoted to a Mercedes-Benz semi and trailer carting sand and coal.

Ralph Maxwell

Ralph Maxwell’s father operated a horse and dray in Dunedin in the early 1920s, so he had an early introduction to the industry. In the 1930s his father established the DunedinRoxburgh freight service until the Labour victory in the 1935 elections saw long distance transport licences revoked in favour of rail and the subsequent demise of many businesses. After a short stint working for the Railways, Ralph went to work for Harry Hames, where his brother Wib already worked. With a loan from their uncle and Ralph’s war gratuity, they purchased Harry’s business and started Maxwell Bros in 1946 with two Fords. These trucks carried three cubic yards of metal, but soon after, with typical ingenuity, they added hungry boards to allow four cubic yards to be carried. Subsequently the purchase of better tyres allowed five cubic yards to be the norm.

The business grew from the two men’s hard work and honesty, and even without advertising they became busier and busier to the point where they decided to involve their two other brothers, Jock and Doug, and brother-in-law Noel Tamblyn. It was a harmonious business venture and their ability and reputation gained many new customers. Some of those early relationships continued after 50 years of business.

Jim Palmer (Palmers Concrete, Palmer & Sons – quarry) and Fulton Hogan were major clients in the early days and that continued. Later, Sheils Concrete, Humes Pipes, and Ravensdown Fertiliser became major clients. The business grew, and Fulton Hogan, realising the amount of work the brothers were doing for them, moved to become partners.

In 1955 an agreement was reached and the family took a shareholding in Fulton Hogan and integrated their business.

Some 18 trucks were involved at that time. This new direction saw all except Ralph move to different roles, and he stayed on as manager up until his retirement.

The 1970s saw the workload booming. Combined with Fulton Hogan’s roading requirement and chip cartage

WWW.GOCLEAR.CO.NZ

Scott O’Donnell and Calven Bonney.

In 1973 he met the woman he would later marry, nurse Ann Rambaud. Calven formed CD Bonney Ltd that year, purchasing a 1952 4-cylinder 2-stroke Foden to cart phosphate off the Ports of Auckland, replacing it the same year with a 1966 Mercedes-Benz 1418.

In partnership with the family business he won the contract to cart for Bycroft’s and Champion. By 1974 his fleet had expanded to three with the addition of a second 1418 Merc and a K Series Ford. That same year he was elected to the

for sealing, Palmers required more resources due to the development of the Port Chalmers container port. Maxwells regularly had six single drive artics with rock bodies plying the route from the quarry to the port, five to six days a week.

With hard work and a ‘never say die attitude’, Ralph grew the business in the late 50s, 60s and early 70s to include acquisitions and diversification like firewood harvesting and delivery, livestock cartage, working on the Twizel power project, plus a foray into logging and demolition contracting.

A major diversification came in the late 60s when Ralph, along with company accountant Russell Pellowe, identified rubbish as being a source to grow the income. A skip service was started that rapidly expanded, and Ralph was personally involved in selling the bin concept to Dunedin. He became extremely passionate about this area of the business and obtained literature and information on rubbish disposal from around the world. Ralph’s intention to ship a compactor from the USA, which would have been a New Zealand first, failed to eventuate as the local council wouldn’t commit to using it. Not to be outdone, in 1979 the company set up New Zealand’s first

board of the National Road Carriers, and remains on it today.

Altranz acquired CD Bonney and LW Bonney & Sons’ flour fleets in 1980, and in 1984, Calven bought the family business from his father and uncle. They had three trucks based in East Tamaki carting bulk product, and he added the International Paystar to the fleet, which in later years became one of New Zealand’s first race trucks.

Bonney’s were the first to put flour into tankers in 1964 and then sugar into pneumatic tankers in the 1980s, and they continued their innovation under Calven’s stewardship. A run of acquisitions saw the fleet grow to around 120 trucks with depots in Auckland, Waikato and Blenheim. Today the company provides specialised bulk transport services with a fleet of immaculate high profile trucks.

Calven has served as a director and president of the NRC, and as a director and chair of the Road Transport Forum, being recognised by both with life membership. This year he was made a Member of the New Zealand Order of Merit for his services to transport and motorsport. Through his association with motorsport, as a driver and also instigator of truck racing here with Trevor Woolston, he has provided transport and support for many events.

waste transfer station in Dunedin. With steady growth over the the years, by the time Ralph retired in 1983 the fleet numbered more than 50, making it one of the largest, if not the largest, in Dunedin. The purchases in 1984 of Taieri Carrying Ltd and J.C. Mowat & Sons increased this total.

Ralph was an extremely approachable person who could talk to anyone and he was regarded very highly by his staff. At a recent reunion the common comment was he was ‘the best boss I ever worked for’. Ralph was usually referred to by the staff as ‘Uncle’ and would do anything he could to improve the job for his staff, assisting wherever possible in their private lives to solve issues. He was a dedicated transport operator who was well respected by other operators and he was fully involved in the Otago branch of the Road Transport Association, rarely missing a meeting. When the RTA, in conjunction with Otago Polytechnic, set up a cadet scheme to encourage drivers into the industry, Ralph jumped in boots and all and spent time every week at the polytech as a volunteer tutor – a real testament to his character.

Ralph’s family collected his award on his behalf.

Left to right: Scott O’Donnell with Ralph Maxwell’s son Graeme, grandson Todd, son Keith and grandson Cameron.

New Zealand Trucking

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John Brady Born in Lawrence in 1937, John Brady grew up in Roxburgh.

His early working days were spent as an apprentice painter and paperhanger in Roxburgh and helping out on the family orchard before commencing his driving career. In 1959 he moved to Mossburn to drive for Mossburn Transport, which at the time was owned by Cliff and Marj Bennetts. The company later merged with other local companies and formed the present-day Northern Southland Transport Holdings Limited (NSTH).

The company continued to grow and was joined by other companies in the late 1960s. In 1969, John transferred to the office in Mossburn, where he was promoted to the role of branch manager in 1972, then appointed a director in 1981. He was responsible for the control of rural cartage from then until his semi-retirement.

John and his wife, Irene, moved to Queenstown in 1999 where John helped set up transfer stations in the region and the subsequent waste collection in Central Otago. Before retiring in 2009, he was responsible for purchasing new vehicles for NSTH. He became involved in the Southland Road Transport Association in 1980, and was a national councillor from 1984 to 88 and branch president from 1988 to 90. John remained on the executive committee until 1996, also becoming involved with the association’s restructuring to become NZRTA Region 5. He was made a life member of the association in 1999 and was involved in organising RTA conferences in the region. 

Scott O’Donnell and John Brady.

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New Zealand Trucking

November 2018

WWW.GOCLEAR.CO.NZ OBITUARY

Mike Treloar 1950–2018

The transport industry lost one of its real characters with the passing in September of Pacific Haulage’s Mike Treloar.

Mike, along with partners Calvin Paddon and Graham Manson, formed Pacific Haulage in 1985 with four trucks based in Gisborne and a contract to cart logs from the Patunamu Forest to the new Pacific Pine Mill.

Despite the mill going into receivership, Pacific Haulage continued. Mike, Calvin and the crew based themselves – perhaps deliberately, certainly fortuitously – at Napier’s Westshore Hotel.

From the outset Mike’s role in the company was managing the day-to-day despatching, repairing, paperwork and, whenever he could, driving.

Mike, Calvin and Graham steered Pacific Haulage through the good times and the bad – and there was quite a bit of both.

In 2007, Graham sold his shares to Warwick Wilshier. The partnership grew the company from four trucks in 1985 to the successful enterprise it is today, with a fleet of 40 and a new purpose-built facility to support the fleet.

A hard worker, Mike would appear at the company assiduously each day – even when circumstances and, later in life, ailing health, suggested he would be better off at home.

Workmates recall him turning up each day with the morning papers – always checking the death notices for his name and then declaring to staff that he must be okay because “[his] name was not there”.

Mike Treloar.

He also had a great liking for magazines – New Zealand Trucking among them – and sometimes the company’s tearoom table would bow under their weight.

Even in his declining years, Mike was a strong man. He was able to swing a large sledgehammer with great accuracy. The sledgehammer was a gift from Graham and while it may have served few useful purposes, the ‘big man’ used it as a test of his strength – even to the end.

The sledgehammer is still in the workshop today.

Mike passed away at his Gisborne home on September 8, less than a month before his planned retirement. He was aged 67. Mike is survived by two adult daughters and four grandchildren.

New Zealand Trucking magazine extends its condolences to the family.  Mike Isle

New Zealand Trucking

November 2018

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MAIN TEST

A new sun rising Story by Dave McCoid and Craig McCauley Photos and video by Dave McCoid and Craig McCauley

Think of the national truck fleet as the All Blacks and you could say UD has added a whole new player and position to the team.

A much anticipated and 26

New Zealand Trucking

November 2018

hugely important truck to the industry, that for many will add significant midnight oil to the lamp when agonising over fleet replacements.

WWW.GOCLEAR.CO.NZ

W

elcome to the main test this month. If we’re discounting alternative power sources and remain focused on diesel for the time being, it’s one of the most significant tests of the decade. In terms of heavy truck product ex the Land of the Rising Sun, UD has blown the market apart with the introduction of the new QUON (meaning ‘the eternal flow of time’ in Japanese).

There have been Volvo bits and pieces sneaking into the UD product for a while, but the new QUON is the first, unashamedly trumpeted from the mountain top, platform HD truck, and in producing it they’ve essentially created a new market segment, and for a short time at least, it’s all theirs. As we said in the intro, they’ve added a ‘flock’ to the All Black forward pack, or a ‘full five-eighths’ to the back line. There’s never been a Japanese truck like it, dripping with standard safety and performance enhancements previously reserved for products further up the Volvo Group food chain, things like disc brakes, intelligent cruise and braking systems, stability controls, lane departure warning, and even fatigue management if you want it. But let’s face it, creating a new player and a new position is all well and good, but the question then becomes…

Relevance?

Answer. Huge, on so many fronts. I remember the media in late 2015 scrambling around the then Volvo Group Australia (VGA) UD vice president, Jon McLean, firing a volley of direct questions on the dumping of the 13-litre GE13TD motor in the company’s HD trucks. Of course, the strategy was well in hand and on a beautiful spring morning almost three years later the final answer appeared from behind a large roller door in Christchurch’s industrial Hornby – the metaphor of spring’s relevance as a new beginning certainly wasn’t lost in the moment. There in front of us was Charter Transport’s gleaming new QUON GW 26 460. Testing a new QUON in Charter livery is about as good as it gets. Aside from the presentation, the Volvo Group brands play an integral part in the company’s success. Looking at a new truck in a company with brand history is fantastic, doing it in a company with group history helps piece so many more parts of the puzzle together. Charter understand exactly where and how to make the Volvo Group products play to their strengths…and in this sense ‘their’ means both parties.

With the new QUON the stereotypical definition of a Japanese truck is no more. It’s reset the bar in terms of safety,

New Zealand Trucking

November 2018

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... comfort, build, economy, and arguably performance per cubic centimetre. And that’s just as well, because aside from the fact the traditional Japanese brands no longer have the local Asian truck sector all to themselves, compliance may well start to make life a little interesting for some OEMs in general.

Understandably, how the trucking industry functions in Japan has a huge influence on cab design. When asked the cab design question in Japan earlier in the year, Fuso designers told us sleeper cabs aren’t a big thing, likewise cross-cab movement, and drivers tend to wait at ports and unloading points with the seat reclined and feet up on the dash or centre consoles.

Market size means we tend to get what they want; therefore the bunks are ‘rest’ squabs, and it’s handy to fill in the abyss between driver and passenger with a plethora of storage lockers set at a height that’s really comfortable when your feet are up. However, the Japanese condition is not apparently the ubiquitous Asian situation. One of the things that stood out in last year’s Sinotruk test was the sleeper size and the room Noel Aitken had to move around the cab, and although it’s still largely a phantom on the home front, the Hyundai Xcient certainly gives us an indication on how our ole mate in Korea likes to ride – and it ain’t cramped.

On the compliance tangent, it’s only a matter of time before we see a WorkSafe investigation that questions the buying rationale of someone who chose a truck that lacked certain safety features, when equivalent or close money could have purchased something that ‘may’ have avoided whatever it is they’re investigating. In the new QUON, you’ll rest easy knowing you took all reasonable steps when doling out the good shekel.

With those two considerations on board, the engine and gearbox are also interesting in terms of relevance. The 11-litre engine is a beacon to the future in many on-highway applications, and search to your heart’s content, you won’t find the manual option when specifying the transmission in your new ride; it’s ESCOT-VI AMT all the way.

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Renovating the house The new QUON has a whole new cab and if you knew nothing whatsoever about the corporate connection you’d be forgiven for thinking the guy who did the new FH and FM Volvos also did the QUON. There’s the same expansive bland style of grille that gives you a ‘Crikey’ moment when you first see it. One thing the previous model had in spades was looks. It was a great looking machine, so let’s just say the new truck gives the purveyors of bling and pigment more of a blank canvas with which to express their talents.

Thankfully, Charter’s livery and embellishments lend themselves to any machine and the new addition is a striking example of what can be achieved. It’s not always about going nuts with the cheque account.

Inside the new QUON takes its operator to a whole new class of cabin. It’s a forward control unit and so there’s a bit of company in the cab. Being Japanese it’s still festooned with a central island of cross-cab lockers – although it’s more open and airy than the Fuso HD Euro – and the bunk’s true calling in life is probably more bag storage than the Delta state.

When talking ergonomics and class, the driver sits in a smart cockpit that screams Euro influence. The I-Shift look-alike EXCOT-VI shifter sits nicely to hand in a tower, and there’s a lovely flowing wrap in the dash.

In front of the driver is a swish binnacle housing two gauges with six outputs and a bunch of warning lights. There are more lights outside the gauges as well as the now familiar trip and truck metrics on a central screen. Amongst the usual menu items is UD’s Nenpi Coach (Nenpi – sounds patronising initially but calm down and stop being so defensive, it means fuel mileage), telling the driver how they’re going and offering tips on doing better.

In the wrap there’s a media and navigation station, switches, air conditioning/heating, and comms back to base.

The four-spoke smart tiller continues the classy looks.

The upper left spoke houses Traffic Eye cruise controls, and ECO-off, and on the right, menu navigation. Left wand on the column is wipers, hazard, and auxiliary brakes, and the right, indicators and lights.

Seating position is snug but there’s been a huge effort in the design room to accommodate bigger

WWW.GOCLEAR.CO.NZ The dash is a marked improvement on the old. All mod cons with more of a classy mellower Euro twist on a traditional Japanese theme.

examples of the species. Throughout history some of our big-boppers have not looked entirely at home in Japanese trucks, with a knee either side of the steering wheel, but you won’t find that in the UD. Dave’s a tall, slender fellow and he fits just fine, with plenty of room and a steering column that adjusts for telescope and rake. In fact, he said the stiff neck that plagued him in the 420 QUON has gone completely in the new truck.

On the quirky front, the adjuster for the comprehensive mirror set-up is on the left of the dash almost behind the steering wheel. ‘Why not on the door?’ we hear you say.

This is Japan people – the ashtray has that space. Epic! If you’ve been there you’ll understand entirely. Back to mirrors themselves, they’re well placed and plentiful, although like all the modern examples, just double check at intersections.

If you’ve read our previous UD sojourns you’ll know we’ve always rated the fit and finish highly in the UD product. The fit is as good as ever, and the visual finish a marked step up again. The colour tones are more mellow, and there are nicer materials. There’d be nothing wrong at all with spending a day leaping in and out of this cab. Speaking of which, big grab handles and a beautifully cascaded three-step entry get top marks.

As we’ve said there seems to be no end of storage and there’s even a thermal drawer next to Dave for the drink.

There’s a big centrally mounted overhead locker and they’ve carried over an improved version of the handy-as-heck folder slots above the driver. The foolscap clip folder goes in a treat, never moves, and is in a grab-and-go position the minute you need to alight from the confines.

We’ve covered off ride elsewhere. As for sound insulation, the meter was bobbing around the 70dB mark, slightly more if working up a sweat, less if cruising. That certainly isn’t in the realms of the whispering Jacks we’ve been in, but definitely acceptable nonetheless.

The new cab meets all the trick impact and strength requirements (ECE-R29 for the prop heads) and has FUPS (Front Underrun Protection System). The driver gets an air seat with endless adjustment and the whole thing is sitting on fourpoint air, with shocks. Daily checks are under the front flap.

Left: The GH11TD460PS is easy to get to in its nest under the QUON cab. Daily checks under the front flap.

It’s more reassuring having a truck you can actually

Access is superb for rapid

check the vitals on…if

entry and exit and the

you’re a child of that era.

steps beautifully designed.

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With the platform truck they’ve also tapped into fleet maintenance with a new level of enthusiasm, making best use of the parental punch, as well as allaying any niggles customers might have at this juncture in history committing to an 11-litre boiler as their front of house act.

Volvo currently has 700,000 connected trucks around the globe, so contributing to and tapping into that ever increasing IP can only be good for customers and product development going forward.

So, back to Christchurch on a spring morning where we’re about to breast the step plates of the beautiful new, top of the line Charter GW 26 460 QUON tractor and B-train.

Perfect pitch

Driver of the Charter machine is Dave Connor. He’s a perfect placement, an avid truck enthusiast who also has considerable management experience across a breadth of industries. He knows about things like outlay, return on money, productivity, and all that stuff.

We jump on board and start our first journey of the day, south along the straights of the vast south Canterbury Plains.

We’re towing a brand spanking new TMC 6-axle B-train loaded with high-cube low-weight product for North Otago.

Payload on the truck wouldn’t exceed 8 tonne, meaning the all up weight was somewhere in the 28 tonne vicinity. Obviously, the burden on the QUON was nothing, and we made exceptional time as we glided along in traffic.

“The cruise is amazing,” said Dave. “I have followed trucks cruising at 90 from Timaru and never touched a pedal all the way through to Ashburton where I had to stop at the lights; it

The GW 25-460 looks smart in the Charter livery.

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just slowed down and then took off again. You get accustomed to it quickly.”

Of course your initial thoughts are what sort of a load is that to test the truck with, but in the context of the machine’s best fit for purpose, it’s the perfect start to a varied day.

As we stand the 343kW (460hp) GH11 engine is Top of the Pops in the new range, with that bastion of Kiwi carriage the 8x4 yet to appear on centre stage. But that’s okay because not only is ‘Freddy-four paws’ close, placement of this machine strategically in the market is also going to be key to its success, and nine axles at 54 tonne day in and day out on the Arthurs Pass or Napier-Taupo Road may not be its happiest of homes over a 10-year working life. That said, on a set route in places like the Canterbury Plains, it’s likely it’ll happily work away for years in 50MAX territory. Alternatively, you could do what Charter do, and give it a broad mix of work with a proportion of lighter and full weight, metro and line haul tasks, across a mix of topography, the Jack of all trades approach. Again, that will likely end with all being well with the world come life’s end. Big, consistently heavy line haul grinds, where the driver also needs slightly more of a home away from home? Well, that’s probably more the realm of the UD’s bigger Swedish siblings in the company’s red and white livery.

QUON in 60 seconds

Under the forward control cab is the GH11TD460PS 10.8litre 6-cylinder engine. It’s an SCR motor that features a variable geometry turbocharger, as well as both common rail and unit injectors. There have also been changes to the shape of the combustion chamber. The result is an engine that

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Early signs At the time of the official New Zealand media and customer drive day in July this year there were four new QUONs operating, several nearing completion, and forward orders of 84. As at the end of August forward orders numbered 134.

“The interest in these new trucks has been great and the order intake to date has exceeded our own forecasts,” said UD Trucks New Zealand general manager John Gerbich .

Speaking at the annual Volvo Group Australia media conference last month, Mark Strambi, VP for UD Trucks Australasia, said the new QUON was attracting significant interest from buyers who had not previously engaged with the UD brand.

“This is the safest Japanese truck in terms of technology, available on the market today. We are loud and proud about the QUON.” Volvo Group Global president and CEO Martin Lundstedt said at the same conference that bringing products into the platform meant the benefits of future advancements could be more readily shared across the portfolio of products. Amen to that.

It’s all pretty positive stuff if you’re a backer of the UD brand.

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Highly manoeuvrable around the city, and able out on the black-top. The QUON is the Jack of all trades.

exceeds Japanese heavy vehicle fuel economy standards by 5% and complies with their tough PPNLT (Post-Post New Long-Term) emissions requirements, meaning it’s cleaner than Euro 6.

The engine produces 338kW (460hp PS) at 1800rpm and 2,200Nm (1623lb/ft) at 1200rpm. Let’s investigate more closely. There’s a healthy 2,100Nm (1549lb/ft) at 1000rpm, rising to the peak at 1200rpm and then tapering away to 2,000Nm (1475lb/ft) at 1600rpm. Looking back to what’s happening with power, at peak torque (1200rpm) that’s sitting on 275kW (375hp PS), and at the point power and torque cross, power is a hair off its 338kW (460hp PS) peak, with torque about 1850Nm (1364lb/ft). You might say the top torque is comparable with last month’s Cursor 13 or MX, but in the GH11 it’s definitely a peak, a moment in time at 1200rpm; there’s no flat span. The point being you’re best to leave the optimisation to electronics and fancy tuned transmissions – another reason there’s no manual.

Before we scrutinise it against the only contemporary engine that’s a fair comparison, let’s just remind ourselves of our recent past. Punching big loads around the joint with small displacement engines is nothing new or revolutionary.

Companies were built on the back of Mack’s Maxidynes, Thermodynes and E6 motors, and 3176 and C12 Cats as well as Cummins M11s were also great servants to a good number of punters (we won’t say all). Looking back to a test of a Car Haulaways’ MC Mack in 1987, the Mack E6’s peak power was 261kW (350hp) at 1900rpm, and 1,553Nm (1131 lb/ ft) at 1400rpm. In 1995 an E7 in 12-litre trim was under the microscope, this time in a Chemical Cleaning CH. Peak power was 338kW (454hp) at 1800rpm, and torque was 2115Nm (1560lb/ft) at 1250rpm. It’s a fascinating walk through time. It

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shows the rise of the electronic intervention – the MC would have been microprocessor-free, while the 12-litre E7 certainly wasn’t. However, neither bulldog had any flatulence issues, what came out the exhaust was the price you (we) paid for grunt. How things have changed.

So, the takeaways are one, haven’t we done amazing things with engines, curbing their parameters and tidying up the atmosphere, yet still able to advance performance; and two, don’t get too hung up with what you can and can’t do with 11-odd litres, it’s all been done before – very successfully, albeit well under 50 tonne (most of the time).

Of course in terms of a contemporary comparison it’s best to look at an engine that is yet to arrive. The UD’s unique position will be short-lived. Mid next year Japan’s second, truly platform-based safety enhanced HDT will turn up in the form of the new Fuso. Their initial arrivals will also sport a modest engine block in the form of Daimler’s 10.7-litre OM 470, the biggest of which delivers – you guessed it – 338kW (460hp PS) at 1600rpm and 2,200Nm (1623lb/ft) at 1200rpm. The UD comes with disc brakes; the Fuso won’t at this stage, but Fuso have a 13-litre in the wings...Oh let the games begin!

Behind the GH11TD is the latest ESCOT-VI 12-speed AMT. It’s the UD tuned and configured I-Shift. Like its platform sibling it’s a beautiful piece of kit and there’s no doubt the shift speeds and ability to optimise the smaller engine’s tighter sweet spot helps produce an on-road performance that belies what the paper alone conveys.

Out back UD RTS2370A axles at 4.13:1 sit on 8-bag electronically controlled air suspension rated at 21,000kg (There is a leaf option at 18,000kg). Front suspension comprises parabolic leaf and shock absorbers.

Brakes on the UD are disc as standard with EBS. Auxiliary

WWW.GOCLEAR.CO.NZ A Charter in every way Charter Transport Ltd is more than just a company where people turn up to work. There’s an inclusiveness, engagement, enthusiasm and energy apparent in every company position – there’s a culture. It’s a people first, can-do, service oriented, quality focused philosophy that the company owners and their management team have propagated throughout the organisation.

Meet general manager and 25-year veteran Dean Middleton, and instantly you’re buying into the red and white world.

“There’s no us versus them in our company structure.

The bloke washing the trucks is no more or less important than I am; we just have our own roles within the company to focus on. To have a genuinely great culture everyone needs to feel part of something. We believe we’ve managed to achieve that for many years now.”

His words are not spin, put on to impress, there’s a genuineness and sincerity in his communication and evidence is everywhere you look, from the fleet presentation, to the ultra-smart company HQ in Sockburn, to the branded clothes and gear bags, to the two huge roasts being cooked on the BBQ for the staff as another week draws to an end. There are regular company outings and a culture of inclusiveness that extends beyond the gates with close relationships fostered with business partners on both sides of the ledger.

Bringing everyone into the fold is very much a company thing. Walk around the yard and the “G’days”, “How are ya?”, “Are you right there?”, “Who were you after?” tell you it all.

There are two full-time driver trainers and licensing assessors who bring the team through the licensing system – Dave Connor being a prime example – and all management have Class 5 licences, able to down tools and leap aboard.

“Our philosophy is to say ‘yes’ and make our customer’s challenge our challenge. The ‘how’ comes

after the phone is put down,” says Dean. “We would bring on new customers, often as their secondary provider, having been told their regular carrier was too busy. In many cases it wasn’t long before we were the primary provider.”

But you can only service a customer if you’ve got something to turn up in, and so maintaining supplier relationships is equally important to the company. As we said previously, the Charter, Commercial Vehicle Centre (CVC) relationship goes back a long way.

“CVC have been the South Island agent for a very good product for a long time, however it’s the exceptional overall service and the fact they stand behind the product that is equally as impressive. The entire process from speccing through to ordering and receival is seamless thanks to local CVC branch manager Rick McIntosh. Workshop manager at CVC Richard Swift takes care of our repairs and maintenance, continually working with us to minimise downtime.”

Today the fleet stands at seven Volvos and 31 UDs. Dean sums up the fleet situation: “UDs have been an excellent fit within our evolving fleet requirements and we believe they are the best Japanese truck on the market. Historically a large portion of our work was within the greater Canterbury area and 30,000 kilometres per year for one of our units was the norm. In recent years we have diversified somewhat and while metro work is still a large portion of what we do, our line haul work has grown exponentially, and our larger fleet now averages between 60 and 100,000 kilometres per year. We find the UDs to be versatile and suited to both the local and longer distance work. This has been enhanced even further with the Volvo group technology in the more recent models.”

Charter Transport general manager Dean Middleton. The company works hard on creating something its people feel a part of.

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Dave Connor enjoys the variety in work that comes with driving the QUON.

Never a dull moment for Dave.

braking comprises a four-stage exhaust/compression brake combo (EEB).

No loss of identity

The great thing about the new QUON is it’s still very much a UD. In 2016 we drove a previous model QUON truck and dog on one of the legs of the Volvo Group around Australia road show. We said then that it was a fun truck to drive and gave off an air of enthusiasm, wanting to chase off up the road after the big boys if that makes sense…okay, so you have to be a truck person, some feel lazy and others excited…never mind.

The new truck has retained all its ‘UD-ness’. The light, airy and inviting interior, combined with the chirpy free-spinning GH11 instantly gives you an ‘I wonder if I can get another

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load in’ enthusiasm. Carrying over their own style in such a markedly different truck from its predecessor gives a sense of identity, that they know who they are and what they’re trying to do, and that’s a great thing. Again, that style and placement fits magnificently with the Charter culture, and their interpretation of the truck’s placement.

Here, there, and everywhere

Travelling along the engine note contributes a lot to the feel in the cab. With the drop to 11 litres you lose that deep earthy note that the 13-litre seems able to carry over from the big burners. It’s a higher pitched, more lively note. Dave said his first twenty-odd thousand kilometres have been issue-free, and it’s a completely different truck from his two previous rides, a

WWW.GOCLEAR.CO.NZ Joining the game in the second half Dave Connor was a relative latecomer to the truck driving game. Charter Transport is his first driving job, having signed on in 2013 following a lengthy career in both the hospitality and tourism sectors.

Dave grew up in Dunedin and many school holidays were spent with his uncle, Percy Holder, who operated Macraes Transport, a two-truck rural carrying operation based in East Otago. He remembers big days in the passenger’s seat of a 187kW (250hp) Cummins powered ERF 5MW carting two loads of lambs per day to freezing works at both Timaru and Oamaru.

Unfortunately, Percy passed away when David was 16 and the transport business was sold.

During this era, he acquired a camera and maintained an interest in the industry by photographing trucks around the region. A selection of these images appeared in August 1987’s issue of New Zealand Trucking magazine.

His desire to experience life behind the wheel went on the back-burner while he indulged in one of his passions, playing senior level football before he headed offshore to do his OE. Much of the 1990s was spent in the United Kingdom working a variety of jobs as well as travelling.

Upon returning to New Zealand he started work with motorhome company Pacific Horizon, in what was to become a 13-year career.

When Dave started, the fleet numbered around 60 vehicles and the job involved everything from reservations and customer service to vehicle grooming and maintenance. At the end of his tenure, he held the role of national fleet manager, a position which involved looking after the fleet, which had grown to in excess of 350 vehicles.

2013 saw Pacific Horizon exit the motorhome industry and as a result Dave was made redundant.

His interest in photographing trucks led to a conversation with Charter Transport general manager Dean Middleton regarding his current employment situation, and soon after, freshly armed with a Class 2 licence, he joined the team, starting off on metro work in a 4x2 Nissan Diesel.

“Just for a few months to help out over the busy summer period,” Dean said.

Now after notching up five years with Charter, Dave has had the opportunity to experience several facets of the transport industry, from metro delivery and truck-mounted crane work, to line haul with both curtainsider units and flat-decks.

He thoroughly enjoys the mix of both local work and long-distance work that the UD undertakes and speaks highly of the Charter Transport ‘culture’ that resonates throughout the company.

“They really look after you,” said Dave.

From his uncle Percy’s ERF to the latest UD. Dave Connor’s enthusiasm for trucks goes back a long way.

Dave Connor loves the variation in his work day. Rarely are two the same.

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420hp GW 26 420 QUON and before that the 13-litre 470 GW 26 470.

“This one just feels like it wants to go, especially on hills,” said Dave. “It has a real tenacity and wants to pull harder. It’s a completely different feeling truck to the other two. I take it out of Eco mode and use Power on the climbs. It just gives those few more revs you need to keep momentum. A couple of weeks ago I was on the Kilmog at 39 tonne, and it romped up there between 35 and 40km/h. Another recent load out of Nelson in the low 40 tonnes it climbed up Spooners and Hope Saddle in 7th and 8th and pulled away no trouble at all. It would outperform both the other trucks, not just the 420. Generally speaking it’s 10 to 20km/h up on the 420.”

The truck’s work profile is as varied as it gets and can see Dave carting around town, or in all points of the lower land.

Trailer swaps are a part of most days as the jobs are ticked off the operations list.

“There’s no typical day on this truck, and that suits me. Curtains, flat-decks, trombones, in dimension, out of dimension, line haul, rural or metro, the variation makes the job challenging and interesting.”

As we roll along at 90km/h with the engine ticking over at 1500rpm, Dave pointed out that the Canterbury Plains wasn’t the best place to make the most of the ESCOT Roll function, UD’s I-Roll equivalent, where the truck rolls along in neutral when conditions allow in order to optimise fuel consumption.

When these systems first appeared, they did more than raise eyebrows; now they’re just another thing modern trucks do. It’s a brave new world.

“It is much better off-road too. Some of our work involves paddocks and it really can be horrendous. This QUON gets in further before requiring a tow, and has a better chance of getting out once empty. It has much better traction.”

Apart from the normal traction aids, that’ll be in part down to the clutch optimisation function on the ESCOT-VI. Depressing and releasing the throttle allows the driver to rock out of situations that would have once required those other traction aids called tractors, diggers, graders, and strops.

Back up the road with a pick-up or two along the way, it was into Charter’s classy Sockburn depot for a trailer swap onto a flat-deck super-quad and a load of steel that would see the unit now grossing in the high 30 tonne region. The remote air suspension control makes the job of adjusting the truck to the next trailer’s king-pin a cinch, and Dave pointed out that

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the UD had a neat little holder for the remote, something the Volvos didn’t have.

This time we’re on heavy metro and the ESCOT-VI comes into its own motoring around the busy city. Modern AMTs allow the driver to concentrate on those with whom he shares the road, and in that regard protecting the asset against the actions of others has never been harder. Because of its genealogy the ESCOT-VI is a beautiful piece of kit, with smooth changes, and it dances around the gears as required.

It would have been one of the easiest to follow from a user perspective too, if you were chucked in the truck cold and had to do something. R, N, D, and M pretty much explain themselves and there’s a +/- on the right-hand flank of the shifter. If you can’t piece that together then some other worthwhile occupation might be your calling. Having said that, imagine a situation arising where you’re thrust into a bang up-to-date modern truck if you’ve not driven one before.

If UD’s Traffic Eye, safe brake blending, hill-hold, and lane departure were all on you’d be forgiven for thinking it needed some sort of spiritual cleansing. Yes, the old days are gone, and new drivers in today’s latest gigs certainly need to be subjected to that 21st century joy...an induction.

It’s not easy switching from B-train to self-steering superquad to fixed tri-axle semis, but Dave’s used to whatever he’s seeing in the mirror and adapts instantly. The steel unloaded, it was back to the yard, and an empty box was delivered to a container park. From there it was through the hole in the hill to Lyttelton and on with a 24 tonne 20-footer for delivery in the city.

The UD is an extremely nimble and capable truck for heavy metro work with an exceptional lock, and as good as the disc brakes are out on the road, they’re potentially more valuable an asset on this city work. Touching again on the UD traits carried over to the new truck is the ride. It’s a firmish ride in the cab, at times you might even lean towards ‘lively’. Comfortable and contemporary it most definitely is, but there’s no mistaking what surface the truck’s rolling over. It suits us fine. It’s a US cabover sort of affair in feel, definitely not a Japanese version of a Volvo ride, and again, although now part of a platform, the UD is still its own truck. Handling wise there are no grumbles, the forward control cabs always have an initial ‘understeery’ sensation or feel the true COEs don’t, but it’s without fault.

Once you’ve been there for 10 seconds it’s home.

WWW.GOCLEAR.CO.NZ Safety and the centrepieces of strong relationships

Talking about protecting the asset and its inhabitant(s); once upon a time it was up to the driver to look after themselves and their truck. More and more nowadays drivers have a helpmate, being the truck itself, and the QUON is right at the cutting edge when it comes to being the Tonto to your Kemosabe.

We’ve talked about Traffic Eye cruise and braking, disc brakes, but there’s also safe brake blending, lane departure warning, UDSC (UD Stability Control), hill-hold, and as we said, a fatigue management option.

Let’s touch on a couple. The UDSC feature for air suspended models automatically adjusts the suspension if the lateral loading on the truck is out of whack in order to maintain handling integrity.

The safe brake blending is an interesting one also. The heavier the load and the more pressure applied to the brake pedal, the greater the level of input from the truck, blending the brakes and four-stage retardation, dissipating energy and relieving impetus as smoothly as possible. It starts with the application of the exhaust brake, adding downshifts to increase the revs and compressive resistance, and progresses through to compression brake engagement and further downshifts if required. The intent is to optimise the input of auxiliary brakes, so reducing wear on the service brakes. It’s a great system when you’re actually driving it, smooth and effective.

The sum of all the driver aids makes the truck more than just a tool and says something about the philosophical position of the company that bought it, and the value they place in the people they employ as well as the product carted. That can only be a good thing in the eyes of reputable customers looking to engage their services.

Likewise, Charter Transport has a long-standing relationship with local sales and service firm Commercial Vehicle Centre.

It’s an association that dates back to the early 90s when the previous owners of Charters purchased a new Nissan Diesel truck.

“Over the last 10 years that the current owners have owned Charter Transport, CVC have enjoyed being closely associated with the company as it has evolved into an expanding, well branded and immaculately presented fleet of transport equipment and people,” said Rick McIntosh, branch manager, truck sales, CVC Ltd.

Making work easy

Back at the yard and Charter Transport general manager Dean Middleton appeared.

“What do you think?”

The whirlwind that is a day in the life of Dave Connor left you with any number of answers, but aside from the calm capability of the operator, the overwhelming take home from the day was the suitability of the tool to the task. Everything on this machine contributes to making a day more productive; the intelligent cruise and braking, stability correction, blended stopping, the responsiveness of the GH11, the transmission’s speed of change and smoothness, cab access, and general ease of operation. Combine all that with a switched on enthusiastic operations cell, and it’s a recipe for happiness in every branch of the business’s relationship tree.

A sure-fire indication that specification is on point is always fuel consumption and in this area the UD’s keeping its Swedish stable buddies honest. Bearing in mind the stop/start, uphill and down dale nature of the Charter business, the truck is returning 2.32kpl (6.54mpg). Putting that into context there’s a 2018 FH Volvo bought around the same time and doing pretty much the same work as the UD, currently sitting on 2.08kpl (5.87mpg), and a 2015 FM on 2.18kpl (6.15mpg). Best in the HD fleet at the time of the test was a QUON GW 26 420 at 2.48kpl (6.99mpg).

As far as service intervals go, UD Trucks New Zealand general manager John Gerbich said they can be tailored to suit the work (understandable), but he said in an application that was heavy metro and line haul you could expect 30,000km, and if it tended towards more line haul, 40,000km.

Summary

There’s no question Japan’s long reign in the southern oceans as the ‘Asian option’ has ended, and redefining their point of difference is important. With the assistance of their Swedish parent, UD has done a super job of announcing that point of difference in the new QUON, at the same time retaining all that makes them ‘them’. Elevated in class, style, and fit-out, the cab is still very much a ‘Rising Sun’ special, however mother Volvo’s magic wand on the underside has resulted in a machine that, played to its strengths, is immensely capable and forward focused. Like Australia, UD Trucks New Zealand may well find a plethora of new relationships to nurture. 

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SPECIFICATIONS

UD QUON GW 26 460 6x4 rigid tractor Tare:

7860kgs (leaf suspension) 7830kgs (air suspension) 8440kg (as tested ready to go with driver and fuel)

GVM:

26,000kg

GCM:

60,000kg

Engine:

UD GH11TD

Capacity:

10.8 litre

Power:

338kW (460hp PS)

Torque

2200Nm (1623b/ft)

Emissions:

PPNLT compliant (exceeds Euro 6)

Transmission:

ESCOT-VI (AMT)

Clutch:

Single plate

Front axle:

UD

Front axles rating:

8200kg

Front suspension:

Parabolic leaf springs and shock absorbers

Rear axle:

UD RTS2370A

Rear axle rating:

21,000kg (air suspension) 18,000kg (spring suspension)

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Rear suspension:

8-bag air suspension electronically controlled Parabolic leaf spring suspension with rubber cushion

Brakes:

Disc (430mm rotors front and rear) EBS.

Auxiliary braking:

Exhaust and engine compression brake

Fuel:

400 litre

DEF tank:

(Not specified)

Wheels:

Alloy

Tyres:

Air 275/70 R 22.5 Leaf Front: 295/80 R22.5 Rear: 11 R22.5

Additional safety:

Traffic Eye brake and cruise control system Hill-hold UD Stability control Lane departure warning

Cab:

All steel cab with four-point air suspended cab and dampers. Side door beams, FUPS, ECE-R29 cab strength compliant.

Fully adjustable UD air suspension seat. Rest bunk.

Electric mirrors. Radio/CD MP3 player with Bluetooth and steering wheel controls. Air conditioning with climate control.

Extra:

Roof deflector and side extenders

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Commercial Vehicle Centre Proud to be supplying and servicing UD Commercial Vehicle Centre

NELSON 5 Merton Place NELSON Sales - Service - Parts 5 Merton Ph 03 546Place 4605 Sales - Service - Parts 24hr Callout Ph 03 546 4605 24hr Callout

Trucks Island forservicing over 30 years Proudtotothe beSouth supplying and UD Trucks to the South Island for over 30 years CHRISTCHURCH 8 Waterloo Road CHRISTCHURCH Sales - Service - Parts 8 Road PhWaterloo 03 349 0044 Sales - Service - Parts 24hr Callout Ph 03 349 0044 DUNEDIN 24hr Callout 12 Strathallan Street DUNEDIN Sales - Service - Parts 12 Strathallan Street Ph 03 455 6449 Sales Service - Parts 24hr Callout Ph 03 455 6449 24hr Callout INVERCARGILL 120 Bill Richardson Drive INVERCARGILL Sales - Service - Parts 120 Richardson Drive Ph 03Bill 215 8250 Sales Service Parts 24hr Callout Ph 03 215 8250 24hr Callout

CVC We know Trucks CVC We know Trucks

- www.cvc.co.nz - www.cvc.co.nz

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TOP TRUCK 2017-18

On top of the world in more ways than one The South Island has done it again. For the third year running New Zealand’s Top Truck of the year hails from the great Southern Island, and once again Christchurch seemed to know it, turning on a fabulous day for the presentation of the New Zealand Trucking magazine John Murphy Memorial Top Truck 2017-18 to Steve Richards and his stunning Scania R620.

H

is truck originated from a country that’s on top of the world, now Christchurch operator Steve Richards is too. It seems a lifelong passion for trucks and an unfailing desire to keep his gear looking absolutely on point has paid off.

“I remember riding my bike down to the stationers in Timaru as a kid and getting the latest mags and looking at the

Here Rochelle Thomas’s stunning portrait of the Scania is presented to Steve Richards (left) by New Zealand Trucking magazine’s editor Dave McCoid.

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cool trucks. I never thought it would one day happen to me.

It’s pretty cool,” said Steve.

In what was the closest voting since the annual Top Truck of the year was re-established in 2015, Steve’s R620 Scania edged out the Mack Trident of Otago based Central Machine Hire Ltd by fewer than 50 votes.

Steve’s truck won the monthly prize in March this year.

The 8x4 Scania and 5-axle controlled temperature unit plies SH1 between Christchurch and Dunedin each day carting Goodman Fielder product.

The major sponsor of the monthly top truck and annual competition is Power Retreads, and managing director Dave Leicester was on hand this year to pass over the award.

“There’s no question this is a worthy annual top truck winner,” he said. “It’s a credit to Steve.”

Major prize for the Top Truck of the year winner is a full set of Vipal premium retread drive tyres. The winner also receives a portrait of their truck by artist Rochelle Thomas, as well as the plaque for the office wall.

“It’s a great competition and we look forward to it every year,” said New Zealand Trucking magazine’s editor Dave McCoid. “This one was special because we decided a while back to dedicate the top truck of the year competition to the late John Murphy, one of the magazine’s co-owners, and the response we’ve had to Steve taking the title this year gave the whole thing the right feel. His gear is recognised throughout the industry as being bang on.”

WWW.GOCLEAR.CO.NZ

Steve Richards (left) receives the New Zealand Trucking magazine John Murphy Memorial Top Truck 2017-18 award from Power Retreads Power Retreads

managing director Dave Leicester.

is the major sponsor of both the monthly Top Truck competition and the John Murphy Memorial Top Truck of the Year competition. The winner receives a full set of Vipal premium retread drive tyres.

New Zealand Trucking

November 2018

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The

Rigs of 2008

Story by Carl Kirkbeck Photos from New Zealand Trucking magazine archives and as credited What happened to the trucks New Zealand Trucking featured on its cover and road tested back in 2008?

Well, we have tracked them down and here is what they are getting up to now.

T

urn the clock back a decade and there were warning bells and alarms starting to sound as financial markets began to haemorrhage around the world. In ’07 if you asked the average Kiwi in the street who Lehman Brothers were they would probably have answered a country and western band, however by mid-September ’08 Lehman Brothers were top of the 6pm news.

Their US-based bankruptcy had sent not ripples but tidal waves crashing through the world banking industry, contributing significantly to the global

financial crisis (GFC) of the late-2000s.

New Zealand was not exempt; we too found ourselves having to tighten the belt and be financially mindful.

The national records show the effects of the GFC, with vehicle registrations that had been achieving significant growth over the previous years suddenly plateauing as vehicle owners made the decision to hold back on purchasing new.

Through the turmoil the transport industry was in the midst of releasing new models, with amongst other things larger front grilles aimed at

increasing airflow to accommodate the new emission control technologies being implemented. Some engine manufacturers were still experimenting with exhaust gas recirculation (EGR) systems on their offerings to try and meet the forthcoming new EPA rules as well as Euro 4 and 5 on the horizon.

Caterpillar decided in late ’08 it was time to announce a complete exit from supplying the worldwide heavy-duty truck market, much to the dismay of many. Kenworth Bayswater had released its updated model range, suffixed with an 08, designed to comply with the new ADR 80-02 emission standards.

The appearance of the 8x4 bonneted tractor unit pulling super quad trailers continued to accelerate amongst most brands, including Mack with the introduction of the twin-steer Trident.

Automated Manual Transmissions

JANUARY / FEBRUARY 2008

T408 On The Trail EDT555 – TDL – Kenworth T408

C A RL K IR K B E CK

With ADR 80-02 and Euro 4 and 5 requirements just around the corner, in 2008 the development team at Kenworth in Australia had jumped the queue with the release of an entirely new line-up designed to accommodate the new powertrain technologies. Transport Dynamics Ltd (TDL) was the first to have a T408 off the rank and

NOW

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New Zealand Trucking

November 2018

working. An early pre-production unit, it was equipped with the latest offering from Caterpillar, the C15 ACERT, mated up to an Eaton Fuller RTLO18918A AutoShift transmission with the optional Cobra shift lever fitted. The combination has proven to be a solid performer for TDL throughout the years, with little to report. After its stint in line haul with the B-train curtainsider, the tractor unit was transitioned into metro swinglift operations, and later on to skeletal container movements. Now the unit can be found in a position of ‘semi’-retirement, based at a TDL client’s facility in Wiri and working as a yard shunter, moving the company trailers as required.

NOW

MARCH 2008

Spud Shifter EBG99 – Riordan & West – Freightliner Argosy

The present-day fleet for Riordan & West Transport from Pukekohe is heavily weighted towards the Freightliner product, with no fewer than 19 examples of the marque being graced with the standout two-tone blue and white livery (most recently fleet number 6 featured in New Zealand Trucking magazine August 2018). Back in 2008 EBG99 was the fourth Argosy in the fleet and was set up as a dedicated bulk unit with a matching 4-axle trailer.

This combination’s primary task was the collection and distribution of waste potatoes. Talking to Dave West he is very quick to bestow praise upon the brand, the product, and their dealer, Trucks & Trailers Ltd in Wiri, who have served them admirably. This truck NE W Z EA L A ND T R UC K I NG M A GA ZI N E A RC HI V ES

THEN

N E W Z EA L A ND T R UC K I NG M A GA ZI N E A RC HI V E S

(AMTs) also continued their development and infiltration into the market. The products started to display their increased reliability and user friendliness as more hit the road, in return earning acceptance in certain applications.

Once again throughout the duration of 2008 New Zealand Trucking featured a broad spectrum of truck brands in a wide variety of applications. To our delight all but one, which had an unfortunate and untimely demise, continue solid service on a daily basis, earning their keep. We also found six that are impressively still with their original owners, and one other that is currently enjoying a factory based rebuild-rebirth, including a brand new 5-axle trailer while in the process of changing fleets. Let’s take a look at the Class of ’08.

CARL KIRKBECK

WWW.GOCLEAR.CO.NZ

in particular is testament to that claim.

Having completed 700,000 trouble-free kilometres, the Detroit Diesel 60 Series received a birthday rebuild, and at 1.2 million kilometres the AutoShift and driveline have only ever had general maintenance. “In fact, it still has the original clutch in it,” remarked Dave.

The truck is still very much in daily use and is now more versatile, having been converted to a swap body system with fifth wheel also. Duty called recently where EBG99 had to step up to the frontline for six months with the start of a new contract running three loads of coiled steel a week to Wellington while the new purpose-built number 6 was under construction, and like a trooper EBG99 got on and got the job done.

THEN

New Zealand Trucking

November 2018

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APRIL 2008

Real MAN for hard work

THEN

CARL KIRKBECK

NOW

Ltd of Auckland purchased the truck and put it to work distributing the company’s seafood products throughout the North Island.

It was September 2017 when EFA712 was purchased by Machinery Relocations Ltd (MR-L) of Penrose to join the fleet on all manner of semitrailer work. Talking to James Fogarty from MR-L we learn that the MAN is a pleasure to drive and has lived up to their expectations with the ability

THEN

MAY 2008

Trident Twins EEE287 & EBW182 – Barry Caulfield – Mack Trident

out of Wellington, and EBW182 is with Hood Transport also out of Wellington, with both units still operating on logs.

An opportunity to join the Tahoe forest harvest presented itself to Barry Caulfield, which resulted in a request to the team at Motor Truck Distributors in Palmerston North to supply a matched pair of twin steer 8x4 Mack Tridents. The challenge was accepted by the creative team at Palmy, resulting in the very first twin steer Tridents on New Zealand’s roads. Later the pair made their way into the McCarthy Transport Ltd fleet where they operated successfully until 2014, at which time they were sold on. Now EEE287 can be found with DM Transport operating

44

New Zealand Trucking

November 2018

NOW

to complete the task at hand, however some rather expensive maintenance work and EGR repairs have tainted the relationship slightly. With that in mind James is quick to add that when you purchase an older truck you expect a niggle or two to iron out.

“All that aside, if the Russians buy them secondhand and send them off to Siberia then that’s a good measure of product reliability in my eyes,” said James with a laugh.

EBW182 has been and continues to be a good reliable workhorse for Hood Transport; unfortunately DM Transport have had a couple of component issues with EEE287 to do with engine management and the associated wiring loom and intercooler. Both companies made the decision along the way to swap out the 18 series Roadrangers for the stronger 20 series units purely for ongoing reliability out in the bush. As Dave from DM Transport said, “They might not win any races, but at the end of the day they get on and get the job done not that far behind”.

DWAY NE H OO D

EFA712 has had an interesting first 10 years, with no fewer than five owners in that time. As tested it was the pride and joy of Classic Transport on general freight duties operating out of Lower Hutt. The next registered owner is shown as Midway Haulage Ltd from Taupo from February 2011. From there the unit was with Penske Commercial Vehicles NZ in Manukau from February 2013. In June of 2014 Anton’s Seafoods

N E W Z E A L A ND T RUC K I NG M A G A Z I N E A RCH I V E S

N E W Z E AL A ND T R U C K I NG M A GA Z I NE A R C HI V E S

Was EFA712 now KWD375 – Classic Transport – MAN

WWW.GOCLEAR.CO.NZ NE W Z E A L A ND T R U C K I NG M A GA Z I NE A R C HI V E S

JUNE 2008

NE W Z E A L A ND T R U C K I NG M A GA Z I NE A R C HI V E S

THEN

World first For Scania EHS70 – Murray Crooks – Scania R500

the motherland factory would have produced, and these Kiwi number 8 wire efforts paved the way for the production model.

When first delivered, Murray was unsure of the Opticruise AMT transmission; safe to say these initial jitters evaporated as the benefits were soon realised. Records show that the unit changed hands in February 2012, and unfortunately also show that it was in the wrong place at the wrong time on the Desert Road and ended up written off by its insurer in April of 2015.

This Scania was in effect a prototype for the marque. Murray Crooks approached CablePrice and asked the question, ‘Can we spec an 8x4 tractor unit?’ As luck would have it a highly specced cancelled order for a R500 rigid truck 8x4 was available. The okay was obtained from Scania HQ to remove the excess rails and modify the chassis into a tractor unit. There were a few suspension set-up niggles to sort along the way, however the result was as good as anything

JULY 2008

Stock Mercedes with extras

NOW

expectations, requiring normal levels of maintenance and no real nasty surprises along the journey thus far. At time of writing this there was no indication of EDJ966 retiring any time soon from daily duties, there is still far too much work to get through.

N EW ZE A L A ND T RU C K I NG M AG AZ INE A R CH IV E S

When Canterbury Plains Transport Ltd (CPT) took delivery of EDJ966 there were already four other MercedesBenz Actros units within the fleet. However there was one significant difference, this particular V8 powered 3254 dedicated stock unit was the first in the fleet specified with an automated manual transmission (AMT). The G330 Powershift 12-speed made an immediate lasting impression on managing director Mike Cowens. That impression continues right through to the present day with big horsepower Mercedes-Benz trucks fitted with AMT transmissions making up the lion’s share of the CPT fleet (Refer New Zealand Trucking magazine May 2018 road test of CPT’s new Arocs 3263). Talking to Mike we find that EDJ966 has been a solid performer and has more than met

M I K E C OW EN S

EDJ966 – CPT – Mercedes 3254

THEN

New Zealand Trucking

November 2018

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AUGUST 2008

Hino Torques Big

N E W Z E A L A N D T RUCKI N G M A GA Z I NE A R C HI V E S

Again we have a truck that was well specified at time of order and 10 years on it is still performing both on task and on paper.

We will let Mark Klinac of Keriland Earthworks tell the story this far. “We have had a good run out of this truck, as with the other three Hinos we are currently running. It has now done just over 800,000 kilometres and still goes as well as the day it went on the road. A good call at the time was specifying this

M A R K K L I NA C

EMG799 – Northland Bulk Haulage – 700 series Hino

NOW

truck with the Dana rear end. It made for a very comfortable ride and gave amazing traction off road. We are yet to find an option that can better it, or for that matter even match it off-road. The only major work this truck has required were new heads and manifolds plus a turbo, however this seems to be a common problem with this model, although with the number of kilometres now on the clock we cannot grizzle too much. If they had disc brakes they would be very hard to head off regarding bang for buck. All in all the 700 series has carried on from where the old 380 Hinos left off. A bloody good reliable workhorse that does the job well.”

Well said.

THEN

SEPTEMBER 2008

DAF Playing Hard Balle Ten years ago Don Wilson placed this standout CF85 stock unit on the road.

Stepping out from behind the shadows of its stablemates, the DAF XF105 and K108 Kenworth, this truck soon proved its ability with its US influenced driveline and Euro styling. As our editor at the time, the late John Murphy, so aptly wrote, ‘Rocky Balboa in an Armani suit’. Talking with Don about EMN978 you soon understand his respect for both

the marque and the level of back-up and support for the product he has received from Southpac.

“This particular truck suffered a serious engine failure at 400,000 kilometres and Southpac went above and beyond to sort out the problem under warranty and get us back on the road as fast as possible. Commitment and loyalty to the brand all comes back to the quality of after sales support, and

Southpac have been superb.”

EMN978 now has more than 1,000,000 kilometres on the clock and works as hard for the fleet today as it did when first tested. “It has been a great truck, and although a new K200 has just joined the fleet, we will definitely be ordering more DAF product in the future,” said Don.

THEN

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New Zealand Trucking

NOW

November 2018

C AR L K I RK B EC K

N EW Z E A L AN D T R UC K I NG MA GA Z I NE A RC HI V E S

EMN978 – Balle Brothers – DAF

WWW.GOCLEAR.CO.NZ OCTOBER 2008

Southern Kenworth Easy Rider L8LOAD – Anderson Linehaul – T408SAR KW

NOW

KEN BELL

N E W Z E A L A ND T R U C K I NG M A GA Z I NE A R C HI V E S

As we saw with the Jan/Feb 08 issue, Kenworth had been busy redesigning their entire model line-up ready for the impending, more stringent, emission requirements just around the corner.

Being a fan of the classic SAR, Dwight Anderson of Anderson Linehaul set about ordering a new T408SAR when they became available, an addition to the fleet working a contract with BOC New Zealand. The truck was ordered with a healthy array of accessories and bling; however the order was placed four weeks after the cut-off for Euro 4, which meant if it was

THEN

to be built with a Cummins it had to be an EGR unit. As was the case with a number of operators who lived through the early EGR years, this would prove to be an Achilles heel for this truck. For all the EGR heartache along the way, the truck has got on and done its job and is still a head turner.

The truck remains in the hands of Dwight and is seen in and around Kennington on all manner of tasks.

Mack Granite rocks ENS977 – Coastline Transport – Mack Granite

At the time, the much-anticipated arrival of the Granite did not disappoint.

This was more than just a replacement for the Vision, it was also a bold step towards the future for the marque with the new MP8 heart beating to a Scandinavian rhythm. What is now accepted as being the norm back then were early steps towards a global product that shared the best of both Mack’s American heritage and Volvo’s technological advancements.

RE L OC AT I ON C ON TR A CT O R S L I M IT E D

NOW

Coastline Transport in the Bay of Plenty was one of the first off the rank with a Granite, double-shifting it on bulk cement deliveries. The lugging capability of the new MP8 500 over the EA7 470 in the older CH was the immediate observation. The truck was moved across to Fletcher Construction & Infrastructure Ltd in 2009 and continued the task of distributing the Golden Bay Cement product throughout the Bay. Midway through

N EW ZE AL AN D T R UCK I NG M A GA Z I NE A R CH I VE S

NOVEMBER 2008

THEN

2015 it was returned to TR Group, and in March of 2016 it found a home with the team at Relocation Contractors Ltd in Rotorua. Talking to Dean from RCL you hear how the fleet has its pedigree firmly placed in the Bulldog brand, and adding this younger pup to the line-up was a natural progression.

“The rig is well suited to the task that we ask of it,” said Dean. “It is the perfect match to the older Bulldogs that do the heavy lifting, with this rig perfectly geared to run down the highway with its purpose-built 4-axle removal trailer.”

New Zealand Trucking

November 2018

47

DECEMBER 2008

International’s sweet success EQL486 – Toll – International 980i

EQL486 enjoyed a long and productive life contracting with Vanzanco Ltd under the Toll banner. April of this year saw it change ownership for the first time into the Daltons Landscape Supplies fleet from Matamata. Talking with Peter Crawford from Daltons we find that five of the original line-up now reside at the depot. Peter said the original spec was the attraction of these units and just how well they fit their application. EQL486, as seen here now,

A contract for Toll with Cadbury running between the North and South Islands bought about the need to find no fewer than 12 combinations that could deliver a calculated result.

After extensive research the resulting solution was to become known as the ‘International 9800i 63TS 8x4 Eagle day cab – Cadbury Spec’. The homework paid off, with a solid driveline specification delivering the numbers at the bottom of the balance sheet.

THEN

is currently undergoing a factory rebirth at the Intertruck Distributors (NZ) Ltd plant at Mount Maunganui. Chatting to Hugh Green from Intertruck he describes the bumper-tobumper process and how all aspects of the unit are given the once-over.

“This is a whole lot more than just a coat of new glossy paint,” says Hugh proudly, and looking at the end result it is fair to say they will be good for another 10 years.

M I KE BE E S L E Y

D A LT O N S ’ CO L L E CT I O N

NOW

NE W Z E A L A ND T R U C K I NG M A GA Z I NE A R C HI V E S

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TOP TRUCK

Southern T ProStar Story and photos by David Kinch

Container Waste has some impressive trucks in their growing fleet but this new International ProStar is on the next level.

he International ProStar is a relatively recent addition to the New Zealand market, however there are already some fantastic examples on the road, none more so than this month’s Top Truck, which earns its keep for Canterbury company, Container Waste.

Company owner Darryn Harris has always wanted a truck with a hood in the fleet, but it never quite worked out at the correct weight spread for a hook lift combination. However, the axle spacing of the International ProStar was ideal, running Meritor MFS-143 wide-track axles, which enhance the turning circle, rated at 13.0 tonne on the steer axles, and Meritor RT46-160GP axles on the rear. “With a new contract carting directly from transfer stations to the Kate Valley landfill the Cummins X15 580 horsepower engine and the automated manual Eaton two-pedal UltraShift PLUS combination is performing well and the truck is very

Bill Keenan has been with Container Waste for 18 months and is enjoying his new ride.

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New Zealand Trucking

November 2018

WWW.GOCLEAR.CO.NZ

The new Cowan trailer sets the whole look off, with sleek lines enhanced by the side underrun protection. As can be seen, the rear axle lifts when running empty.

The International’s interior isn’t a difficult place for Bill to spend the day. The Eaton UltraShift PLUS is a departure from the manual transmissions usually specified by the company.

comfortable,” says Darryn.

The transmission choice is a departure from the usual manual Roadranger but driver Bill Keenan is adapting to the new gearbox. The truck has a new Hiab XR26 Multilift hook unit also.

Bill is a long-time friend of company owner Darryn, and wanted a change from working at the Lyttelton Port Company.

He’s been with Container Waste 18 months now. He is enjoying driving the ProStar, having recently taken time off work with health issues.

Following the International close behind is the 5-axle trailer built by the team at Cowan Trailers Ltd. The trailer has a Bisalloy Steel high tensile chassis, front dolly, and a sliding pole drawbar with a zero play pin set up. Hendrickson 19.5” disc brake axles sit on air suspension with air lift on the rear axle.

Paul Walters at Identity Signs has made a great job of the signage with the yellow stripe flowing along the cab and down to the grille. Partnered together with the deep alloy bumper, this International ProStar is a tough looking unit and certainly deserves to be this month’s Top Truck. 

New Zealand Trucking

November 2018

51

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Just Truckin’

Around

www.trt.co.nz

Kevin Jackson Kevin Jackson’s immaculate 2015 MAN TGX was looking sharp in Shannon so it didn’t take much to persuade him to agree to a Just Truckin’ Around chat with Faye Lougher.

Kevin has been driving trucks for about 32 years and has been a Mainfreight contractor for about a year. While his business is based in Mt Maunganui, he lives in the Coromandel and regularly travels all over the country hauling general freight.

He was heading to Wellington the day we spoke to him, after setting off from Hastings.

“I got into driving because my brother-in-law used to drive and I used to go along for a ride before I started driving trucks myself. I just love the freedom and seeing different places, especially down South. It’s something different every day.”

The only problem Kevin could

identify in the industry was the high number of young drivers coming through who are inexperienced.

“They need better training,” he says.

When faced with the choice of an airliner or a cruise ship, Kevin opted for the airliner.

“It gets you there faster!”

Steve James Steve James was about to unload logs at Mitchell Brothers Darfield sawmill when Craig McCauley caught up with him recently. His driving career spans more than three decades, commencing in the North Otago town of Herbert where his family operated logging trucks.

A lengthy period followed carrying livestock and seeing much of New Zealand in the process. He thoroughly enjoyed his time on the stock but concedes, as many others do, he missed out on seeing a lot of his children growing up.

His current rig is a Kenworth K200 8x4 sleeper cab owned by the wellknown Canterbury logging operation Steve Murphy Limited. It is fitted with Patchell gear and operates as an HPMV combination carrying logs from Canterbury forests to local mills and the export port at Lyttelton.

Following some discussion about the New Zealand industry in general, Steve thought the biggest problem facing it at

52

New Zealand Trucking

present is too much unnecessary health and safety nonsense, creating a driver who lacks common sense.

Our light-hearted question was on the topic of rugby; when asked did he prefer

November 2018

to watch the game on TV or go and see it from the sideline, Steve told us his armchair at home nowadays is much more comfortable than those grandstand seats, so the TV wins.

WWW.GOCLEAR.CO.NZ Just Truckin’

Around the world

www.trt.co.nz

Just Truckin’ Around the world Jannis Stavropoulos Aspropyrgos, located 15km northwest of Athens’ city centre, has an oil refinery along with a large industrial area that is home to numerous transport companies and truck parks. It was here that Paul O’Callaghan encountered Yannis Stavropoulos who was enjoying a Greek salad and a can of beer in the cab of his truck. Hailing from the seaport town of Nafplio, two hours southwest of Athens in the Argolic Gulf, Yannis travels all over Greece in his 1986 Mercedes-Benz 1935.

The outstanding condition of this 32-year-old truck is impressive. While there are still quite a few Volvos and Scanias of similar vintage working in Greece, to see a long distance MercedesBenz in this condition is quite rare.

“I bought this truck 21 years ago

when I started out on my own. I travel all over Greece and often collect oranges in Thessaloniki for delivery to Athens.

Also I transport steel and can be heavy at 50 tonnes gross.” [Yikes! Count the axles people and do the math – Ed]. The increasing cost of diesel and road tolls

were his biggest concerns, along with the worrying trend of cheaper transport operators from Bulgaria undercutting for work.

When asked if he prefers secondhand or new, it came as no surprise that his answer was secondhand! 

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TRUCKS OF NEW ZEALAND POST

By sea and land By the early 1930s, vans built on light truck chassis were starting to enter the fleet. Some of these were designed for a specific task, such as this one used to move parcels between ships and the Chief Post Office in Wellington. Parcels would have come into and left New Zealand in traditional mailbags that would have been loaded/ unloaded by rope nets from the ship’s hold.

This W series ‘British’ Bedford entered service

the body design is unusual with the curved front

in May 1936. With a 6-cylinder 19kW (26hp)

– perhaps this was an early acknowledgment

engine it had a capacity of 1½ ton. From the

of the effects of airflow around the front of a

front window back, the body would have had a

vehicle. It is an adaptation of the Luton body,

timber frame covered in sheet tin and built in the

common in furniture removal trucks. Luton truck

P&T Workshops. The roof was most likely canvas.

bodies take their name from the English town of

Compared with other similar vehicles at the time,

Luton, the traditional home of Bedford trucks.

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Blossom Festival bonanza Story and phots by Craig Andrews

B

igger, brighter, blossoming‌ The 2018 Alexandra Blossom Festival truck show proved as popular as ever, with a total of 89 trucks competing for honours this year, an increase on last year’s total.

The great team from Heavy Trucks was again the sponsor. The Star of the Show award went to Ricky Rodgers from Summerland Express Freight Ltd with his immaculate Western Star, a deserving winner considering the 916,000 kilometres on its clock. He also took out the Best Western Star prize.

More overleaf

Jesse Rout with his T904 Kenworth from the Nuroad Civil fleet in Queenstown, on the way home.

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New Zealand Trucking

November 2018

WWW.GOCLEAR.CO.NZ Long-time supporter of the Blossom Festival show, Ricky Rodgers from Summerland Express Freight Ltd, took out the Star of the Show award.

RESULTS

Alexandra Blossom Festival Truck Show

A number of Argosys graced the show, which proves just how popular they are. Cromwell Transport had two in the show.

Category

Owner

Star of the Show Best DAF Best Foden Best Freightliner Best Hino Best International Best Isuzu Best Kenworth Best Mack Best Man Best Mercedes-Benz Best Nissan Best Peterbilt Best Scania Best Volvo Best Western Star Best Curtainsider Best Stock Truck

Summerland Express Freight Purdue Bros Ltd Carriers Neville Little ATL Hoskins Transport Eden Haulage Ltd Fulton Hogan Faulks Investments Ltd Central Machine Hire Mainfreight Mainstream A & T Haulage Pullan Haulage Ltd Transworld Central Lift Cromwell Summerland Express Freight Eden Haulage International Beckers Transport Co

Best Fleet Best Light Commercial Best pre-1995

Fulton Hogan Tim Garden Construction Hino Central Machine Hire Mack

New Zealand Trucking

November 2018

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Hoskins Transport’s immaculate Hino won the Best Hino category.

Maungatua Contracting from Wanaka with their stunning new example of Kenworth’s T900 Legend series.

Central Lift from Cromwell with their impressive FMX Volvo.

Carl Davis took out best Mack with his CH from the Central Machine Hire fleet.

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November 2018

Neville Little’s restored Transpac Foden took out Best Foden.

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AUSSIE ANGLES

On the Scania road show Story and photos by Howard Shanks

In a bit of an Aussie Angles special, New Zealand Trucking magazine’s Howard Shanks spends time with the roadshow touring the new Scania range around Australia. Adelaide was where he leapt aboard the latest R620 V8. So let’s hear how it went first-hand…

N

ew Scanias don’t come along that often and so when they do, it’s a special occasion. Over the past few months the latest G500 and R620 have been circumnavigating the Australian continent on a mobile roadshow. My flight touched down in Adelaide a few minutes ahead of schedule, and that was handy because my host, Scania’s Alan McDonald, was keen to get on the road.

I scribbled the rego number into my work diary along with a corresponding line next to the time, threw my bags up into the sleeper and we were off.

The seat adjustment in the new Scania is relatively straightforward, with the controls located in the right-hand side of the seat base, and in few moments the seat was set up comfortably. The mirror adjustment is via switches located in the forward section of the door’s armrest, which also houses the vehicle’s light switches.

Glancing around the dash it’s evident that a lot of thought has gone into the ergonomics of this cockpit layout. At the Australian launch, Kristofer Hansen, Scania’s head of styling and industrial design, explained at length how his team had focused on putting the essential switches and controls a driver would frequently use within easy reach without the driver needing to take their hands off the steering wheel. That includes gear selection and the retarder lever.

These days the ability to quickly adapt to a new truck’s environment is paramount for large trucking fleets with tight schedules, and compliance with fatigue requirements.

In the space of few moments I had the Scania rolling out of Wingfield bound for the border town of Mildura up on the Murray River.

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To be perfectly frank, I like V8 engines. My Holden ute is powered by a V8 – albeit a tad smaller than the 16.4-litre V8 under the shed of this new Scania R620. However, while the R620’s V8 appeared to have an unyielding appetite to haul the 62 tonne B-double with relative ease, it lacked the tenacious, punchy, robust V8 note.

The ride inside the cabin is smooth and quiet. There are few distractions for the driver because the smarts of the new Scania take care of the little things. The driver is free to concentrate on the road ahead.

Talking about the road ahead, the new R620 cabin has enhanced visibility when compared with the model it replaces.

For starters, the flat windscreen wraps around the outer edge of the cabin. This means the A-pillar is set further back, and along with redesigned mirrors, this greatly reduces the blind spot area at intersections.

The short four and a half hour run from Adelaide to Mildura meant there was little time to test out the new integrated auxiliary cab cooler. However, Alan explained that the cooler runs on battery power to maintain constant cabin temperatures when the vehicle and driver are at rest.

While on the subject of rest, Alan pointed out that the spring mattress in the bunk extends to a full metre in width.

The cabin is fully appointed with generous storage space above the bunk.

Up front the standard H7 halogen headlights have been replaced with LED headlights and daytime running lamps, and the rear lamps have also been upgraded to LED. Like most trucks on the market today, the Scania comes with a raft of safety features that include Advanced Emergency Braking, which provides semi-autonomous protection; Adaptive Cruise Control with Active Prediction that monitors topography for improved fuel saving strategies; Electronic Stability Programme, and Lane Departure Warning.

Ride and handling in the new R620 is a step up from the previous model, and according to Scania, is partly attributed to the revamped front suspension that sees the front axle 50mm further forward compared with the model it replaced. This has the added advantage of reducing dive under braking.

The relatively flat floor in the cabin means there is room for a decent size fridge with sliding drawer under the bunk, and a pullout drawer beside that.

While the creature comforts and ease of operation in the driver’s seat were making light work of the journey north along the Sturt Highway, the conversation turned to the research and

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development that had gone on behind the scenes to improve the operating efficiency of this new NTG Scania range.

Alan indicated that Scania had invested around AUD$3 billion over 10 years to deliver the machine we were driving.

“Fleets are not only looking at all our safety features when making a purchase decision,” Alan said. “They’re looking for greater efficiencies from engines and driveline components. On top of that they want the longest service intervals possible to increase vehicle utilisation, and expect the vehicle to do a million

kilometres before any major rebuilds. It’s this type of criteria that Scania took into consideration when developing this model.”

The 16.4-litre V8 in this R620 is the Euro 5 variant and punches out 456kW (620hp) with 3000 Nm (2213lb/ft) of torque from 950 RPM through to 1400 RPM. The power is transferred through Scania’s GRSO905R overdrive Opticruise transmission to a final drive of 3.07:1 ratio. Scania also offer Euro 6 versions of the V8 with power ratings from 388kW (520hp) through to 545kW (730hp).

The tall diff ratio did mean that cruising RPM was relatively low, and that, according to Alan, is where it needs to be to get the optimum fuel economy. Higher torque with tall final drive ratios is becoming a more common spec these days. You could be forgiven if you thought the tall final drive might mean the truck is lethargic leaving traffic lights, but not so. Agreed, it won’t be the quickest machine off the mark but the torquey V8 does have the fully loaded R620 B-double mobile in a timely manner.

This new Scania, like the models before it, has the driver support centred around a display system in the main instrument panel. It provides ongoing advice to drivers, such as suggesting they reduce the power slightly before cresting a rise.

“To avoid making drivers feel under pressure or frustrated, the system rewards fuel-efficient driving,” Alan explained. “It assesses areas including reversing, brake use, gear selection and the driver’s ability to plan ahead. If a driver often accelerates and then subsequently brakes, it detects a lack of forward thinking and the driver score will drop.”

If you recall earlier in the article, I mentioned Scania’s smarts take care of the little things. The system’s smarts also monitor

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Hi-tech and operational efficiency is what it’s all about in the new Scania. The question then becomes ‘what’s in it for the man behind the wheel?’ You wouldn’t want to ding the driver’s door.

how the truck is being operated and reports this information to Scania, which is used to calculate the service intervals and costs. The new Scania truck is clever enough to monitor how it is being operated and adjusts its scheduled maintenance accordingly.

But what’s in it for the driver? Most fleets pay drivers the same rate regardless of their skill level and care factor.

Getting five little green stars in a message on the dash is ok, but does it put a few extra dollars in the driver’s pocket? Sadly, across the board the answer is no, it’s a flat rate regardless of the driver’s score.

From a driver’s point of view the new NTG Scania certainly is a comfortable truck that is well appointed with ample storage space and creature comforts for long haul drivers. Its road manners are what we’ve come to expect from Scania; the truck is very sure-footed, which conveys confidence even over some the rougher sections of highway. In terms of fit and function it ticks all the boxes, with good visibility and a simple to use cockpit.

From a fleet operations point of view, this R620 is primarily set up for B-double line haul work, and in this application, is a vehicle that should at least make into the pile for consideration.

“How did you enjoy that?” Alan enquired as I handed him the keys to the R620 in Mildura. “Very nice,” I replied. “But sadly I’ll have to wait till I get home to hear a V8.” 

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SPECIFICATIONS

Scania R620

Highline sleeper, 6x4 Tractor Engine

DC16 115 Euro 5

Capacity

V8 16.4 litres

Power

456 kW (620 HP) @ 1900rpm

Torque

3,000Nm (2213lb/ft) @ 950 to 1400rpm

Fuel system

Scania XPI extra-high pressure injection

Emission system

Scania SCR

Gearbox

GRSO905R overdrive 12-speed plus 2 crawler gears, Opticruise fully automated gear change

Retarder

Scania R 4100 D retarder (plus engine exhaust brake)

Front suspension

Steel parabolic leaf

Rear suspension

Two-spring air

Rear axle ratio

3.07:1

Brakes

ABS/EBS7 disc brakes with Advanced Emergency Braking

Cab

CS 20H Highline sleeper cab with 1000mm extendable pocket spring bunk, electric cab tilt system, 53cm side air deflectors, 65cm roofmounted air deflector, double catwalk at back of cab

Standard features

Scania Communicator C 300 Electronic Stability System and Traction Control Lane Departure Warning and forward-looking camera Eco-roll, Hill Hold, Differential Lock, LED tail lights LED Daytime running lights and position lamps LED fog lamps

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INTERNATIONAL TRUCK STOP

Since 1969 Volvo Trucks’ Accident Research Team has analysed more than 1700 accidents involving Volvo trucks.

Researching safety… by accident Story by Brian Weatherley Photos as credited

Ever wondered what’s the biggest cause of road traffic accidents? Try the person behind the wheel. Volvo Trucks’ latest safety report yields some thought-provoking stats…

R

oad safety, and especially what causes us to do daft things once we get behind the wheel, is an interesting topic. When it comes to informed debate on HGV accident statistics, a go-to source is Volvo Trucks’ Safety Report, an infrequent, though highly informative analysis of European Union road accident data involving HGVs of all makes, not just Volvo.

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The report is compiled by Volvo Trucks Accident Research Team (ART), one of the main driving forces behind increased traffic safety at the Swedish truck manufacturer for the past 49 years. Since its creation in 1969, ART has studied and analysed more than 1700 accidents involving Volvo trucks, using the information gained “…as a basis for the development of our products to become as safe as possible”. Incidentally, MercedesBenz operates a similar in-house accident research unit that attends collisions involving trucks with the three-pointed star, analysing the details, and seeing how the safety systems it has developed have proved their worth in the field.

When it comes to what actually causes an accident, the 2017 Volvo Trucks Safety Report confirms that, while accidentcausing scenarios are complex: “It is seldom vehicle technical failure or [road] infrastructure solely that causes an accident.

Human factors are involved in approx. 90% of all cases.”

Interestingly, it then adds “…human factors are not necessarily

V O LV O A CCI D E N T RE S E A RCH T E A M

WWW.GOCLEAR.CO.NZ put thanks to their seatbelt. the same as human errors. For instance, if you look in the side Now here’s the kicker. Having seen the video a couple of mirror for a split second and the car in front of you suddenly times I was asked by one of Volvo’s safety experts “Which stops, you may not react in time to apply the brakes.” dummy survived the roll-over?” ‘Easy peasy’ I thought, “The That sounds to me like the kind of scenario that one with the seatbelt on.” He smiled knowingly, and then Autonomous Emergency Braking Systems (AEBS) were re-ran the video, pointing out the bit where the unrestrained designed to handle. Since 2015 AEBS has been mandatory dummy flies across the cab and smashes into the one wearing on most new trucks sold in Europe above 8 tonnes fitted with the seatbelt with such force that had it been for real, both rear air suspension (with some notable exemptions), while this occupants would have sustained severe injuries. Food for November the breakpoint comes down even further to 3.51 thought. tonnes for trucks with all types of rear suspension.

One of the more surprising findings of the report is that “A As to what constitutes ‘human factors’, the report lists vast majority of all severe accidents occur during daytime in three examples: Inattention; lack of risk awareness; and fair weather.” You’d have expected night-time and in winter. misjudgement of complex traffic environments. Commenting However, the simple explanation is that there are more cars and on the first, it says: “It’s difficult to know exactly how many HGVs on the road during daytime – so consequently accidents accidents are caused by inattention. Research suggests it’s a are more frequent. Drill down and you find another surprise. common cause, one that’s been increasing over the past few Dry roads are the most prevalent road conditions of all types years.” Given the growing number of distractions in today’s of accidents, which the report says “correlates with the fact world, we shouldn’t be surprised. that most accidents occur in fair weather”. So what’s going on Inattention is certainly a typical contributory factor in two there? Dry roads offer the best braking surface, though clearly of the most common ‘Type A’ accidents – categorised in the not for many drivers. report as solely involving HGVs, resulting in an injury or It’s sobering to know that according fatality to the occupants of the truck. to the Volvo report, “30-35% of all (‘Type B’ accidents involved cars and HGV collisions are ‘Type C’ accidents” HGVs). The first involves a single truck A tip from Brian i.e. those involving a vulnerable road driving off the road, often, though not Weatherley user (VRU) – be they pedestrian, cyclist necessarily, followed by a rollover or a While I’m all in favour of high-tech or motorcyclist – resulting in death or collision with an object (35-40%). The help, many years ago, while sitting serious injury. And the most common second is where one truck drives into in a truck belonging to an owner(30%) of them involve a collision the back of another (15-20%). driver, I came across a particularly between a VRU and the truck at an Naturally, inattention cuts both memorable accident avoidance intersection where the VRU suddenly ways – as any truck driver will tell you system. Pinned to the dashboard crosses in front of the truck. Typically who’s just had a pedestrian staring was a Polaroid snap (remember it’s down to inattention on the part of into a mobile device step out in front those?) of his wife and family. When I the VRU, or the HGV driver, a lack of them. The report clearly identifies enquired about it he told me, “That’s of judgement, or misjudgement of the that as a problem. Under the heading to remind me not to do anything truck’s speed by the VRU, and limited ‘Smartphones steal attention’ it says: stupid.” Not a bad idea…don’t you visibility of the VRU from the cab.

“17% of all pedestrians use their think?

Close behind (20%) is the classic smartphones while crossing the roads HGV turning manoeuvre (right in a and fail to pay attention to the traffic left-hooker and left in a right-hooker) situation.” But then again, pedestrians where the front or side of the truck strikes the VRU as the gap aren’t the only ones who can be distracted by a smartphone… between the truck and a cyclist or pedestrian closes up as the are they? vehicle turns. Again, typical causes include limited visibility Moving on to the above-mentioned ‘lack of risk awareness’, from the cab nearside, a lack of communication between the a good example amongst HGV drivers would be those who VRU and driver, or inattention and misjudgement on the part consistently refuse to ‘belt up’. While no one would dispute of the VRU. However, as the report’s authors acknowledge, seatbelts save lives, the report says: “Despite this, drivers of “Accidents involving VRUs are very complex since VRUs are HGVs show lower usage rates [compared with car drivers] somewhat unpredictable. They can move in ways that leave even though strengthened HGV cabs can only protect their little room for a driver to react. Hence, accidents happen even occupants if they are properly belted.” Apparently one of when the driver is focusing fully on the traffic.” the common reasons given for not wearing a belt is that Amongst the ‘Prioritised Areas for Improving Traffic Safety’, it’s “Too much work” or “it takes too long.” Getting more Volvo recommends further development of active safety HGV occupants to wear a seatbelt is one of the report’s key systems like AEBS “to include scenarios involving VRUs, recommendations. for example crossing accidents”. For the record, MercedesPersonally, I wouldn’t drive a truck without wearing a Benz’s latest generation optional Active Brake Assist 4 system seatbelt, and wouldn’t be happy if anyone else in the cab wasn’t (AEBS), available on its long haul Econic trucks and Setra wearing one either. There’s a famous Volvo Trucks video coaches, already features a pedestrian detection function that showing two crash test dummies in the cab of an FH filmed automatically warns the driver of an imminent collision when during a rollover test. One has a seatbelt on, the other doesn’t. one walks out in front of the vehicle, and simultaneously As the truck tumbles down a slope the unrestrained dummy is initiates partial braking. The system is active at speeds up to flung all over the place before finally being ejected through the 50km/h. front windscreen. The belted dummy, on the other hand, stays

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Ultimately, as the report confirms, active safety systems don’t just mitigate an accident, they can also prevent it altogether.

Moreover, the ongoing reduction in accidents involving HGVs in Europe shows that active safety systems like AEBS, adaptive cruise control (ACC), and electronic stability control (ESC) can be powerful allies in avoiding death and injury on the road.

Brian’s last column This is my last column for New Zealand Trucking but I’m leaving you in excellent hands. Will Shiers, editor of Commercial Motor, the UK’s premier weekly trucking magazine, and UK jury member for International Truck of the Year, is taking over. So you’ll get plenty of great stories from him on what’s happening up here. It only leaves me to say so long, good luck, thanks for reading me! It’s been a real privilege.

Brian – everyone here and I’m sure all the readers wish you a great retirement. Your contribution has been outstanding and having you as one of the Euro team an absolute privilege.

All the best, Dave, Matt, Margaret and the team. 

Read the safety report Watch the dummies To find out more about the work of Volvo Trucks’ Accident Research Team go to https://www. volvogroup.com/en-en/about-us/traffic-safety/ accident-research-team.html where you can also download a copy of the 2017 Safety Report. It’s well worth reading.

To see that Volvo rollover video go to this YouTube link and keep watching the dummy without the seatbelt! https://www.youtube.com/ watch?v=pxCQlUEKiUs Last but not least, check out the YouTube video featuring Mercedes-Benz’s latest Active Brake Assist 4, including a demonstration of the latest pedestrian detection system. https://www.youtube.com/ watch?v=Rt4pqsDPAmw

Volvo

Volvo rollover

Mercedes-Benz

Accident

seatbelt

Active Brake

Research

demonstration.

Assist-4.

report.

A must-watch.

2019 CALENDAR ENTRIES WANTED Januar y 2018

February 2018

)

IMMORTALISED? We are taking entries for Hankook and NZ Trucking magazine’s 2019 Calendar. Each of the 12 winners will have their Truck professionally photographed and will be supplied with a A3 Mounted and Framed picture

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For information on Hankook Truck tyres, phone 0800 825 838

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Email your photo to editor@nztrucking.co.nz Please include picture and contact phone number Winners will be selected by Dave McCoid NZ Trucking magazine editor

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WANT YOUR TRUCK

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WWW.GOCLEAR.CO.NZ CLEAR BACK OF CAB

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IVECO’s award-winning Stralis 8 x 4. Available ex-factory in Clear Back of Cab (CBOC) specification, allowing bodies to be mounted closer to the cabin for improving weight distribution and for taking full advantage of the front axles’ legal weight limit. Plus with volumetric load now increased with up to 14 pallets, you’ll be scratching your head wondering what to do with all this extra productivity. Phone 0800 FOR IVECO (0800 367 48326) Iveco NZ – 21 Vogler Drive, Wiri, Auckland Adrian Thompson – 027 290 8426 – Auckland, North

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New Actros Distribution.

A new class of truck for a new era in metro transport.

The new Actros Distribution. Both a milestone and a benchmark for the future. A whole new class of truck that has been specifically developed for distribution work from 18 t upwards. This is all thanks to practical, comfortable cabs, with responsive and dynamic powertrain configurations featuring fuel-saving, low-emission Euro VI engines, and standard Active Brake Assist 4 – the first ever autonomous emergency braking system with vehicle and pedestrian detection.

Visit mercedes-benz.co.nz for more information or contact your local authorised Mercedes-Benz Truck dealership today.

Trucks & Trailers Ltd | Auckland | Palmerston North | Wellington | 0800 327 777 Keith Andrews Trucks Ltd | Whangarei | 0800 637 282 Prestige Commercial Vehicles | Christchurch | 0800 37 98 99

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ROAD NOISE NEWS Light Commercials

Electric Avenue Story and photos by Jacqui Madelin

The Renault Kangoo EV. A bit tough on the wallet but not tough on the planet. The choice for the time being is still ours to make.

Renault’s Kangoo is more than a concept – it’s an urban delivery van that produces no emissions, makes no noise, and never visits a petrol pump. So what’s the catch?

U

sing electricity to power inner-city delivery vehicles makes a lot of sense. They don’t travel long distances, so there’s no problem with range – especially if the business leaves them on site overnight, where they can be plugged in. They make little, if any noise (some, like this Renault Kangoo EV, produce a subdued but artificial sound at slow speeds to alert pedestrians), and of course they don’t produce noxious emissions. The electricity required to power them costs considerably less per kilometre than petrol or diesel – especially if you’re anywhere with differential charging – and they couldn’t be easier to drive. Stick the lever into D, press throttle. Lift off throttle, brake, select N, and the park brake. There are no gears, just forward and reverse, and indeed very little in the way of maintenance given few moving parts, no filters, and no oil changes required.

All well and good, but this tester lives some way out of town, and over hills. Electric vehicles are not at their best at open road speeds, where they suck power from the battery at a greater rate, even allowing for power regeneration on braking. And the

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Kangoo we tested had a winter range of 80km and summer of 120km (batteries are weaker when it’s chilly), more than enough for courier deliveries from a truck hub to destination, or for flowers or service items round town. Not so good for an hour each way commute, so the good news is that from now on, Kangoos landing in New Zealand have a 120km winter/200km summer range, at the same price as the one we tested.

As it happened, the Kangoo still impressed.

In purely practical terms, it’s extremely well thought out. The cabin is pleasant and easy to navigate, and the glassed sliding side doors deliver a better than expected rear three-quarter view, assisted by a reversing camera and parking sensors.

Those side doors add access to the two side-opening rears, with hinges that easily disengage to open the doors a full 180 degrees.

The cargo barrier is included, and comes with a nifty little trick. Fold the front passenger seat base forward, out of the way. Fold the seatback down. Unlatch that side of the barrier

The Kangoo’s side doors with windows make rear three-quarter vision easier.

WWW.GOCLEAR.CO.NZ Light, airy, and easy to drive.

and swivel it to notch into a depression in the now horizontal seat back, to maintain driver protection, and increase load length for that side from 1862 to 2880mm. The load space itself totals a very useful 4.6 cubic metres.

Any electric engine delivers brisk acceleration from rest – it gives its best close to zero revs – so Kangoo’s 225Nm ensure it feels keen enough round town, and certainly while lightly loaded it keeps up easily with other traffic, both around town and on the highway. However, the faster you go, the higher the draw from the battery, and the heavier the load, the shorter the range; something to bear in mind when you decide whether a Kangoo is for you.

Given we weren’t using it as designed – around town only – we opted to leave our usual half-ton load behind, to reduce the risk we’d run out of power halfway home. But we were more than able to test that range – admittedly with a light load – but pushing its boundaries by spending most of the time on hilly open roads. From this writer’s west coast base we crossed the Waitakeres – watching the range plummet uphill, then soar as we regenerated power while braking (and used less when gravity assisted) – to Kumeu, manoeuvring around a lifestyle block for our first delivery, then into Henderson for our second delivery, at 55.4km, before heading for home. By the time the Kangoo had hit Scenic Drive, range remaining was insufficient to reach our turn-off downhill, let alone our waiting electric socket. But with downhills using next to no power, indeed regenerating some, we kept going. As the number dropped below 6km remaining (with 10km to go) the range screen went blank. We hit the ECO button, clenched our buttocks in a vain attempt to reduce the downward heft of our too-generous bodies, and kept going, turning downhill with 8km to go, and finally making it up the last steep climb to the garage with 79.9km on the clock, on a chilly day. Had we been driving at a maximum of 50kph round town, it’s safe to say we’d have had more than that 80km winter range – Auckland is mild enough not to cause too much suffering to the batteries. And we challenge you to find any business in need of a compact delivery van like this, working in urban areas, that needs to travel further each day.

Overseas comparisons produce figures suggesting the

Renault

SPECIFICATIONS

Kangoo EV Engine:

Electric synchronous with rotor coiled

Fuel tank capacity:

12-module 192-cell lithium-ion battery, six hours recharge using 7.4kW wallbox, 11 hours using 3.7kW wallbox

Power:

44kW (59hp)

Torque:

225Nm (166lb/ft)

Claimed fuel economy:

80km (as tested) winter, 120km summer, 120/200km from September

Transmission:

BVEL reducer gear (automatic)

Suspension:

MacPherson strut front, torsion beam rear

Wheels/tyres:

15-inch steel wheels, 195/65R15 low rolling resistance tyres

Brakes:

Disc, front and rear with ABS

Stability/traction control:

Yes

Airbags:

Four

Min turning radius:

10.7m

Max payload:

650kg

Kerb weight:

1505kg

Gross vehicle weight:

2260kg

Cargo length:

1862mm (left side with front seat folded and barrier in position, 2880mm)

Cargo width:

1218mm (between wheel arches)

Cargo height:

1252mm

Cargo capacity:

4.6 cubic metres

Towing braked/unbraked:

374/322kg

Length:

4666mm

Wheelbase:

3081mm

Width:

1829mm (plus mirrors)

Height:

1836mm

Seats:

Two

New Zealand Trucking

November 2018

71

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Kangoo EV costs a quarter the amount to run per kilometre than its petrol sibling, not counting maintenance.

We didn’t do a scientific measurement of cost – that’s tricky given it was plugged into the household supply and there was no way to separate out its share of the monthly bill. But using a Greater Wellington Regional Council Breakdown, and Energy Efficiency and Conservation Authority (EECA) figures, is illuminating. EECA calculates electricity as equivalent to 30 cents per litre, a good seven times cheaper than petrol. If your Kangoo EV travels 40km per day doing short delivery runs, it would use somewhere around 8kWh of electricity, which would cost 88 cents at an overnight rate of 11 cents per kWh. Even doubling that to a day rate means fuelling those 40km would cost $1.76, clearly much cheaper than petrol, even before you factor in the reduced maintenance.

Light electric vehicles don’t benefit from subsidies here in New Zealand, as they do in many overseas countries, nor are there congestion charges to evade – yet. Which means whether fuel savings would bridge the considerable gap between Kangoo EV’s $74,990 purchase price and a conventionally powered competitor depends a lot on how far you travel and how long you’ll keep it.

Until prices drop further, the clincher for your business could be the advantage of being seen to be forward thinking, or the benefits of silent driving (for example urban deliveries overnight) and emissions free running (such as in and out of warehouses for loading).

Certainly an electric delivery van will make your deliveries stand out – whether the petrol savings and advertising benefits are worth it is something only your business can know for sure. 

Front seat folds down for increased load space, yet driver is still protected. Great stuff Renault.

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ROAD ROADSAFETY SAFETYTRUCK TRUCK August,the theSafety Safety MAN MAN turned turned one one year year InInAugust, old and had the privilege of setting up outside old and had the privilege of setting up outside Wellington’s TSB TSB Arena Arena and and parking parking on on the the Wellington’s steps of Parliament over a week.

The aim of steps of Parliament over a week. The aim of the trip was to raise awareness to Government the trip was to raise awareness to Government MPsand andRepresentatives Representatives about about the the important important MPs work that the Safety MAN Road Safety Truck isis work that the Safety MAN Road Safety Truck doing in communities and within the transport doing in communities and within the transport industry. The Safety MAN has been fully funded industry. The Safety MAN has been fully funded by generous industry sponsors and the NZ by generous industry sponsors and the NZ Trucking Association will continue to deliver Trucking Association will continue to deliver the programmes as often as possible. However, the programmes as often as possible. However, permanent funding is now required to run this permanent funding is now required to run this initiative wtih a dedicated full-time team. Ideally initiative wtih a dedicated full-time team. Ideally the safety programmes need to be delivered 3-4 the safety programmes need to be demand. deliveredAfter 3-4 times a week, to reach the massive times a week, to reach the massive demand.

After the launch in August 2017, the team has put over the launch in August 2017, thethe team has put over 14,000 participants through programmes in 14,000 participants through the programmes in one year. With enough funding to run full time, one Withcould enough to runparticipants full time, thisyear. number get funding up to 80,000 this number could get up to 80,000 participants a year. a year.

The two safety programmes are in high demand, The two safety coming programmes areallinover high with requests in from thedemand, country with requests coming in from all over the country to visits schools, community events and transport tocompanies. visits schools, community events transport More participants willand mean more companies. will mean more awareness More raised participants and less deaths and serious awareness and less deaths and MAN seriousis injuries onraised New Zealand roads.

The Safety injuries on New Zealand roads.

The Safety is a working initiative, already proven to be aMAN massive a working initiative, already proven to be a massive success, so the point of visiting parliament was to show Government programmes in action success, so the pointthe of visiting parliament wasand to let them experience it for themselves.inThe feedback show Government the programmes action and was fantastic, with great support from letreceived them experience it for themselves.

The feedback Government MPs and with representatives who from came received was fantastic, great support through to MPs visit, and including Hon Judith Government representatives whoCollins, came Hon Nicky Wagner, Hon Hon WillieJudith Jackson, Hon through to visit, including Collins, Marja Lubeck, Hon Scott Simpson and many Hon Nicky Wagner, Hon Willie Jackson, Hon more.Lubeck, The Police Office Road Marja HonNational Scott Simpson andPolicing many Team and CVST also paid a visit as well district more. The Police National Office Road asPolicing council and local police.

Team and representatives, CVST also paid NZTA a visit as well as district Thank you to Straight Shipping for sponsoring council representatives, NZTA and local police. the ferry wouldfor likesponsoring to support Thank you crossings. to StraightIf you Shipping the Safety MAN and become a sponsor, request the ferry crossings. If you would like to support a sponsorship pack today!

Email: contact@ the Safety MAN and become a sponsor, request a roadsafetytruck.co.nz. sponsorship pack today! Email: contact@ roadsafetytruck.co.nz. Join us today! 0800 338 338 www.nztruckingassn.co.nz Join us today! 0800 338 338 www.nztruckingassn.co.nz

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HEALTHY TRUCK DRIVER TOP TIP HEALTHY TRUCK DRIVER TOP TIP

Are you worried about how you feel? Depression is a topic we often keep to Are you worried how you feel? Depression is or a topic weYour oftenmental keep to ourselves and feelabout to scared to discuss with friends family. ourselves and feel when to scared to discuss friends family.your Yourmental mental state is important you are alone onwith the road.

Toor improve state is important when are small alone balanced on the road.

To throughout improve your wellbeing make sure youyou have meals themental day, wellbeing make sure activity you have meals throughout day, increase your physical andsmall get at balanced least 7 hours of sleep each day. the Reach out to someone you trust, or call theget depression 0800each 111 day.

757.Reach increase your physical activity and at least 7helpline hours ofon sleep out to someone you trust, or call the depression helpline on 0800 111 757.

Safety MAN parked up on the steps of Parliament

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FUEL FOR THOUGHT

Getting and keeping going

By Russell Walsh Images sourced from the Energy Efficiency Conservation Authority (EECA) 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.

H

keeping the tyre pressures at the pressures they should be at and making sure the wheels and axles are aligned. Correct tyre pressures also help to make sure the braking system performs as it is supposed to.

aving thought about what makes the truck go we also need to think about what forces/resistance must be overcome to get it going and keep it going.

Fig:3

Aerodynamic drag Fig:1

Initial resistance (Fig: 1) A truck will not move by itself; something must be done to make it happen. The amount of effort/energy, required to move it from rest has a direct relationship to the weight of the vehicle and the load acting through the tyres onto the road surface. The greater the overall weight, the more energy required to overcome it.

(Fig: 3) Once the truck is moving, not only does the engine have to overcome the rolling resistance, but it must also contend with the wall of air flowing in front of it. The faster the truck goes, the greater the amount of air it must push aside. As the truck moves through the air it must direct this air to flow as smoothly as possible over it, below it, or down either side. As the air flows around the truck it will also flow into the gap between the cab and body or trailer; hence the need to keep these gaps as small as possible or direct the air flow away from them. At the rear of the body the air quickly moves into fill the void, a vacuum, created by the air flowing around the body. The obvious sign of this is the amount of dirt that quickly builds up on the back.

Going up a hill

Fig:2

Rolling resistance

(Fig: 2) Once up and going there must always be friction/ resistance between the tyres and the road surface. Without friction the truck would not move; it would just sit there and wheelspin. This friction, together with the resistance of the air flowing around the truck – the aerodynamic drag – is the reason why a truck will eventually stop if the engine is no longer providing the power to make it move. It is also a reason why it is more difficult to maintain a constant speed on a rough road than on a smooth one – the friction between the tyres and the road is greater on a rough road than on the smooth one. A critical factor in reducing rolling resistance is

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New Zealand Trucking

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When you are driving up a hill not only must your truck work to overcome the rolling and air resistance, it must also overcome the force of gravity that is trying to pull the truck back towards the bottom. The problem is compounded even more when you stop on a hill and must then pull away.

As with most things in regard to truck operation, taking measures to overcome the various resistance forces is a compromise. For example, higher tyre pressures may help to reduce rolling resistance, but the truck will have problems with getting and keeping traction and could become more susceptible to buffeting by cross winds. Steering will also be affected. You should always make sure that your truck is appropriate for the jobs it will do with sufficient, but not excessive, engine power to do the work. Minimal external attachments that could impede the airflow around the truck are also recommended in order to optimise fuel consumption. 

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BUSINESS UPDATE

The Holy Grail cracked – easily and affordably In previous generations, many an operator has spent a small fortune pursuing the Holy Grail that was instantaneous centsper-truck-per-day revenue analysis. Now, thanks to a couple of innovative Kiwi success stories, it’s as easy as signing on!

I

t’s the yardstick by which 99% of cost-conscious transport operators would like to run their business – revenue by truck, by kilometre, by day, in real time. Getting the information has always been doable; getting it instantly hasn’t.

Prior to computers, legions of rating clerks and office administrators toiled over endless piles of dockets. First was the reconciliation of the docket against the operations diary, ensuring the job was done and coded to the right trucks; second was the rating, and some time later (often days in larger companies), if all went well, there was the golden figure. If those operators of the past could see the product of a recent collaboration between Kiwi firms MyTrucking and EROAD, it is likely they wouldn’t know whether to laugh at the eureka moment or cry at its apparent simplicity.

MyTrucking is the Kiwi-born job management and rating software developed by the Wairarapa’s Sam and Sara Orsborn.

It’s brought a new level of simplicity, automation, and mobility to the despatch offices of an ever-increasing number of small to medium trucking businesses throughout Australasia. EROAD as we all know is our home-grown international navigation and fleet management success story.

Verifying, locking down, and managing costs is something operators should be able to keep the reins on, however the validating of revenue at any one moment in time in an industry as dynamic as trucking has always been difficult.

“We’d been asked more than once by a few of our customers about the potential for doing it. We approached EROAD, agreed it was a good idea, did what was needed, and it was done. It’s added a real dimension to both packages,” said MyTrucking’s Sam Orsborn.

One of those customers was 29-year-old Sam Renall, Operations Manager at Wairarapa-based transport company Renalls Ltd in Masterton.

“It had been a manual process. MyTrucking had all the job

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Sam Renall, the next generation in the family business, using Kiwi tech to provide critical operations and financial information in real time.

and rate information, and by pulling the distance data out of EROAD, dumping it all into an Excel spreadsheet and running the formulas, you could spit out the figure. It was effective but cumbersome. I said to Sam Osborn, ‘the information’s all there, is there something you guys can do?’ I know we weren’t the only ones asking. It’s great.”

Visually, all that happened was a small MyTrucking icon appearing on the bottom of the EROAD screen. Click on that, and select the truck and the date, and bingo.

“I can come in on the first of the new month and have a snapshot of the business for the previous month before any of the accountants or admin staff have even got to work,” said Sam. “And, there are operational advantages. Up to about a dozen trucks I could have told you exactly what each one was doing at any given moment, but with 22, that’s no more. Now when I look at the EROAD screen I can quickly see what each truck is doing job-wise and the status of each job.”

The son of well-known trucking identity Herb, university educated Sam has a natural gut feeling for the business that comes from being born into it.

“It’s all just information at the end of the day. It’s all very well having the numbers but what use is it unless you do something

WWW.GOCLEAR.CO.NZ

Above: Now as simple as the click of a button, revenue-per-truck-per-kilometre in real time.

Below: The added benefit of aligning jobs to trucks on the screen is so progress can be more accurately tracked throughout the day.

with it, unless you’re aware of every cost in detail? We constantly work on identifying costs to the smallest fraction we can. That way when we get our numbers we can better plan for cash flow, and business development opportunities.”

EROAD general manager Tony Warwood is extremely upbeat also about what the collaboration means for their customers using MyTrucking, “The partnership between EROAD and MyTrucking is a great example of two innovative New Zealand companies working together to create real value for our customers. Adding the power of the data that EROAD collects from fleet management to the job and rate information of MyTrucking just makes sense to give operators full visibility of jobs against vehicles in real time. We are pleased to be working together to bring real improvements to our customer’s businesses.” 

NZT097

NOTE: Representations only and in no way reflect real work.

New Zealand Trucking

November 2018

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PRODUCT PROFILE

Brendan’s ability to get PH O T O : PE T E R S M I T H

good quality rest has been transformed thanks to the Icepack unit fitted to his new Freightliner Argosy.

Time to cool off The Icepack range of sleeper cab air-conditioning systems is designed to make your drivers’ time on the road more comfortable, ensuring they arrive well rested and safely at their destination. Manufactured in Australia by a family owned and operated business, the Icepack range has evolved considerably in the past 20 years.

T

he system is powered by a Kubota diesel engine, drawing fuel from the truck’s fuel tanks. The Icepack runs an independent air-conditioning system, all while charging your trucks’ batteries. The Icepack

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New Zealand Trucking

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system can be configured with many different options to suit most applications. The unit can incorporate cooling, heating and battery charging into one compact package – offering 22,000 BTU cooling, 700w heating and up to 100 amp battery charging at 12V. There is an auto-start system that monitors the truck’s battery voltage and will start the Icepack if required, and there is also the option of a remote start key fob that lets you start and stop the Icepack from outside the truck.

The range is now headed by the Icepack ES, which offers amazing savings through lower fuel consumption and an extended service interval of 1000 hours. Icepack is engineered to cope with the harsh Australian roads and climate, meaning it is quite simply the most powerful and reliable sleeper cab airconditioner available.

You can now buy Icepack in New Zealand for the first time, available exclusively from AutoKraft Electrical and Diesel.

Located in Palmerston North, the company specialises in auto electrical, diesel fuel injection and air conditioning. The Icepack range can be fitted by Autokraft Electrical and Diesel or supplied as a DIY kit.

AutoKraft Electrical and Diesel co-owner Matt Rowe was

P HOT OS : P E T E R S M I T H

WWW.GOCLEAR.CO.NZ

The Icepack unit mounted on the truck’s chassis.

Control units in the cab’s side locker and in the sleeper. Fit-out is smart and unobtrusive.

approached by a truck owner whose driver was doing night runs to Gisborne and had to sleep in his truck during the day.

“Some days it got to 35 degrees in the cab and he could only manage a couple of hours sleep. He approached us about Icepack, as they are known in Australia for being the best on the market. He’d had evaporative units in his other trucks and found them next to useless and he didn’t want the hassle of flat batteries with an electric unit.”

When Matt discovered there were no suppliers in New Zealand he approached Icepack directly about becoming

a dealer. AutoKraft Electrical and Diesel is now the only outlet in New Zealand for Icepack’s range of sleeper cab airconditioning systems.

We asked Brendon, the driver of the new Argosy, what he thought of his new Icepack system.

“It’s absolutely amazing, even though it’s winter we’ve had some really warm days and I’ve had to fire it up. I can only imagine how good it’s going to be in summer. The noise of it doesn’t bother me as you can barely hear it from the cab and I’m used to road noise anyway.” 

Delivering Delivering reliability reliability and and control control There’s no doubt working in the transport industry is a tough gig.

There’s no doubt working in the transport industry is a tough gig.

At EXEDY we understand that you need to go the extra mile to reduce At EXEDY we understand that you need to go the extra mile to reduce downtime for your customers, ensuring they can meet their deadlines, downtime for your customers, ensuring they can meet their deadlines, cover long distances and overcome challenging road conditions. cover long distances and overcome challenging road conditions.

Our TRUCK TUFF range of quality commercial vehicle clutches are Our TRUCK TUFF range of quality commercial vehicle clutches are designed specifically to suit Australian conditions. It doesn’t matter if you designed specifically to suit Australian conditions. It doesn’t matter if you drive American or Eurolight, our TUFF TRUCK range includes light, medium drive American or Eurolight, our TUFF TRUCK range includes light, medium and heavy commercial vehicle clutches to suit. and heavy commercial vehicle clutches to suit.

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HEALTH AND SAFETY

Developing a health and safety system

L

Using a consultant can help in all these areas. A good ast week I was asked to meet with an organisation consultant should be able to work with you to help you get to talk about providing health and safety support to the best outcome for your organisation. Maybe they write them. This happens frequently, which is just as well, the system, maybe they provide training, maybe they are a or I wouldn’t have a business. Why am I writing about back-up to what you are doing. A good consultant should this meeting – what was different about it? The difference have qualifications, experience is that I had first spoken to them a and belong to a health and safety few years ago. Three years ago, we organisation, such as the NZ Institute had almost the same conversation. I How can Safewise of Safety Management (NZISM), told them what Safewise could do to help? and, preferably, be on the Health and support them and they talked about We work with organisations that Safety Association of NZ (HASANZ) being able to do it themselves. That need more health and safety register. They should also be someone was the option they chose. knowledge, or more time, than you connect with.

At the time they considered doing they have in-house. For more Go it alone or use a professional – it’s it themselves was a cost-effective way information, check the website your choice. Remember that a robust, to develop and run their health and www.safewise.co.nz well-implemented health and safety safety system. There is nothing wrong system will save you downtime from with developing your own health injuries or damage. It will ensure you and safety system. It can be more have a plan to stop things going wrong, but will also have a cost-effective, and it can work very well. There is a lot of plan for managing the things that do go wrong.  information available to assist organisations to do this. You can download the Health and Safety at Work Act 2015, and you can download templates and forms. You can even download an entire hazard risk register.

What you can’t download is experience, time and knowledge.

This organisation had written a reasonably good health and Tracey Murphy is the owner and safety system. It was very long and had confused some aspects director of Safewise Limited, a health of the old Health and Safety in Employment Act and the and safety consultancy. She has more current Health and Safety at Work Act, but overall it was than eight years’ experience working adequate. with organisations from many different industries. Tracey holds a Diploma in What wasn’t adequate was the implementation of the system.

Health and Safety Management and The person charged with running health and safety had it a Graduate Diploma in Occupational tacked onto the end of an already full role. This person had Safety and Health. She is a Graduate limited knowledge of health and safety and didn’t really know Member of New Zealand Institute of how to drive it, how to excite people about it, how to make it Safety Management and is the Waikato part of the way they work.

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November 2018

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LEGAL LINES

Alcohol interlock devices mandatory

D

rink driving takes nearly 90 lives and causes close to 1000 serious injuries each year. Significantly, the social cost of crashes involving alcohol and drugs is about $564 million every year and the Automobile Association estimates that 8000 repeat or high-level drunk drivers came before New Zealand courts in 2017. In order to combat the high number of serious driving offences involving alcohol, alcohol interlock devices (‘interlocks’) are now mandatory in sentencing for high-risk first time and recidivist drink driving offenders.

What is an alcohol interlock device?

Interlocks are a device similar to a breathalyser, connected to a vehicle’s starting system. Before the vehicle can be started, the driver must blow into the device. If there’s any alcohol on the driver’s breath, the car won’t start. During the journey, the device will also ask for another test at some point to ensure the person driving the vehicle is sober.

Interlocks are not easy to get around and have been proven throughout the world to dramatically reduce drink-driving reoffending by up to 90%. Even though there were only 370 interlock devices in use in New Zealand in 2017, they prevented 2100 attempts to drive by people with alcohol in their system.

What are the qualifying offences?

You will be caught by the alcohol interlock legislation if you are convicted of an offence from 1 July 2018 onwards and: a) You have been convicted of having at or over b) 800 micrograms of alcohol per litre of breath; or c) You have been convicted of having at or over 160 milligrams of alcohol per 100 millilitres of blood; or You have been convicted of any of the following two offences within five years; a) driving with excess breath or blood alcohol; b) driving with excess breath or blood alcohol being a person under 20 years old; c) driving under the influence of alcohol or drugs; d) failing to give a blood specimen; e) failing to undergo a compulsory impairment test; or f ) driving with excess breath alcohol causing injury or death.

There is at least a 28-day stand-down period in most cases before you can get an interlock device installed and you are disqualified from driving until it has been installed. You cannot exit the programme until a minimum of 12 months has expired, provided you have not attempted to drive with alcohol in your system or tampered with the interlock device for a specified period. Then you must apply for a zero alcohol licence, which is compulsory for three years.

An interlock costs around $2500 for a year. A subsidy scheme for lower income drivers has been introduced that means that if you meet the financial eligibility criteria you do not have to pay for the alcohol interlock licence, its installation into your vehicle, and the monthly servicing fee will be discounted by $50. The subsidy will last 15 months and will not be extended beyond this. People are eligible for a subsidy if they are: • entitled to receive a sole parent support, supported living payment, a community wage, an emergency benefit, veteran’s pension, youth payment or young parent payment, or • entitled to receive weekly income compensation under the Veteran’s Support Act 2014, or • their family income or superannuation income are within the same limits that would make them eligible for a community services card.

Despite the subsidy it appears that cost will remain a barrier for a significant proportion of people because the financial threshold for obtaining the subsidy has been set very low. 

Please note that this article is not a substitute for legal advice and if you have a particular matter which needs to be addressed, you should consult with a lawyer. Danielle Beston is a law and she can be contacted on

Even if a person qualifies for an interlock, they are exempt

New Zealand Trucking

What is the cost?

barrister who specialises in transport

Who is exempted?

84

from applying if any of the following conditions apply: i) they have a medical condition that makes the person incapable of providing a valid breath sample; or ii) they live in a non-serviced area and cannot be serviced remotely; or iii) they have never held a New Zealand driver licence; or iv) their licence has been revoked or suspended (except if suspended for excess demerit points or for a 28-day roadside suspension); or v) they are not likely to have lawful possession of a motor vehicle “to the extent of being able to use it and fit it with an alcohol interlock device” or vi) they are not likely to have lawful possession of a vehicle “that is technically able to be fitted with an alcohol interlock device”.

In reality, the majority of people are going to fall into the last two categories and if you find that you cannot afford the service fees associated with an interlock, then it is advisable to dispose of your vehicle so that you can’t be ordered to have the device installed. The consequences of being ordered to have an interlock installed and failing to do so are that you effectively remain permanently disqualified.

November 2018

(09) 379 7658 or 021 326 642.

Danielle Beston

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NZ TRUCKING ASSOCIATION

Stepping outside to see what the world is doing

T

he NZ Trucking Association senior management team recently visited The Great American Trucking Show that was held in Dallas, Texas. The show had more than 500 exhibitors, 150 show trucks, a huge pavilion for driver health and one for careers. NZ Trucking Association’s small team are the organisers of the Christchurch Trucking Industry Shows (New Zealand’s biggest trucking show). The team was very interested to gain ideas from the USA show and also find out what issues affect US transport businesses and see what they are doing to combat this.

A large part of the show was dedicated to careers, as the USA faces an enormous truck driver shortage (approximately 200,000 drivers short). Their biggest problem is attracting young people into the industry because they want to be home at night and weekends. Sound familiar? Some companies are completely rethinking the way they do business so they can attract the young drivers. In some of the offerings we saw this was high on the list of benefits.

Training up new mechanics is another issue for the industry, as young people don’t want to travel away to a training organisation. Love’s is one company taking the initiative, fitting out a large trailer as a mobile training centre. It travels the country, pulling up at various sites, and they can put up to eight apprentices through the course. The trailer was an impressive fit-out, with all the elements needed for training new mechanics.

Uber Freight is a new player in the industry and they had a large display and already have a huge number of customers.

The Uber Freight app is simple to use, especially for the customer, as you can simply upload your freight requirements and get your job promoted instantly. The job goes out to the Uber Freight network and any drivers registered in the area can accept to take the load. The app shows the customer the price and the rating of the driver. It soon reveals the rough diamonds as customers can rate drivers based on timeliness, damage and service etc. Everything is transparent, and the customer can see where the freight is at all times. Similar to Uber Taxi, you can see how far away the truck is for the delivery. You can do the

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New Zealand Trucking

November 2018

NZ Trucking Association CEO Dave Boyce (right) visiting the mobile education centre for training new mechanics that travels throughout the USA.

whole process without talking to anyone or waiting for a call back.

New Zealand is a small market, but this could be a real shake up to the industry if they decide to launch in New Zealand one day.

Driver health is another issue in the USA. The show had a pavilion that was dedicated to driver health, with medical professionals on site to do health checks including diabetes, blood pressure and kidney tests. A large number of truck drivers in the USA are diabetic and many more are yet to be diagnosed. There is great concern for drivers as they don’t always take their medication or test correctly or regularly enough. This area was very busy, with drivers taking advantage of the free checks and advice.

The stars of the show were the show trucks. There was a good display inside the exhibition centre and trucks were invitation only. It was fun talking to all the owners who are

WWW.GOCLEAR.CO.NZ keen to tell you all about their truck, what We have also shared this research with it does and the history behind it. Family the Australian Trucking Association so and friends help the drivers prepare for that we can all develop programmes to the show and each truck is polished with prevent truck crashes. New Zealand is too a large amount of pride, some of them small to carry out this kind of in-depth spending 18 hours per day for a week just research so it’s great that we can now share on polishing. these resources between us.

One of the highlights of the show was The Americans seemed very interested meeting the USA Trucking Associations, in checking out the Trucking Industry spending time with them and seeing how Show in Christchurch 2020. The dates are the industry compares in each country. now confirmed, 20-21 March 2020 at the We found that the major issues faced are Agricultural Park. It’s going to be an epic very similar, including driver health, driver event, taking lots of ideas from the Great shortages and adequate resting areas. It American Trucking Show.  was great to share ideas and leave with a commitment from them to collaborate on research and ideas in the future. One of Uber Freight Plus’ Kevin Merrihew (left), the research documents they gave us was and NZ Trucking Association executive the ‘Predicting Truck Crash Involvement officer Rebecca Dinmore discuss Uber’s Update Report 2018’, which was prepared rise in the US contestable freight market. by the American Transportation Research Institute. This was an update on an earlier report first done in 2005. The report found that driver behaviour had a statistically significant impact on future crash probability. As in 2005, ‘reckless driving’ violations again had NZ Trucking Association, 23 Islington Avenue,

By Carol McGeady, the largest impact on future crash involvement, increasing the Waterloo Business Park, Christchurch executive officer NZ probability of a future crash by 114 percent.

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ROAD TRANSPORT FORUM

National Land Transport Programme misses the mark

T

he Government’s announcement of the 2018–2021 National Land Transport Programme (NLTP) was pretty disappointing for road users, including the road transport industry. While there were few surprises given the rhetoric during the election campaign and the earlier Government Policy Statement, seeing important roading projects fall by the wayside is still pretty frustrating for those of us in the business of moving stuff.

Overall government spending on the transport system has increased over the next three years. The $16.9 billion investment is an 18 percent increase from the previous three years and a 44 percent increase from 2012–2015. $12.9 billion comes from the National Land Transport Fund, paid for almost exclusively by road users, with the balance coming from local government rates, the (ill-conceived) Auckland Regional Fuel Tax, and other Crown investments.

Nearly $4 billion has been committed to public transport, rapid transit, and rail. $390 million is earmarked for the provision of walking and cycling infrastructure. This is to pay for projects like the AMETI busway, renewal work on Wellington’s rail tracks, Auckland’s Skypath and Seapath cycleways, and an investigation into a commuter water ferry service for Queenstown. Now, much of this spending is justified, however some of it just reeks of pork barrel politics, especially as it largely comes from the back pockets of road users.

The Government and particularly New Zealand First will be proud of the fact that the NLTP has committed more roading investment to the regions than the big cities. Regional roads will receive $5.8 billion of funding compared with $5 billion for the metro areas.

Unfortunately, despite the overall increase in spending and the focus on regional roading the NLTP fails to progress a number of projects that are critical to the efficient movement of freight and overall safety of our state highway system.

It is particularly concerning that major highway projects such as the Auckland East West Link alternative, Tauranga to Katikati, Christchurch to Ashburton, and Otaki to Levin are not going ahead. These projects are important for the free flow of freight around the country and would also significantly improve the safety of these key routes.

It is particularly galling that the Tauranga to Katikati motorway has not progressed. The current road is experiencing ever-increasing traffic volumes and is extremely dangerous. The fact is it is one of the deadliest stretches of road in the country, with 18 deaths in five years.

I would have thought that despite this Government’s obvious dislike for new roading projects that this one would have met the criteria for an upgrade. It is true that the Government has

earmarked some safety improvements to the route, however the only real long-term solution is a new four-lane motorway with appropriately controlled access points and separation of opposing traffic.

The complete silence on the Auckland east-west freight link alternative is another glaring absence from the NLTP. The Minister indicated at last year’s RTF conference that the Government was not keen on the previous administration’s East West Link project as it was deemed too expensive, which considering its nearly $2 billion price tag was understandable.

However, he also strongly indicated that the Government was not abandoning the concept altogether and they were working on a more cost-effective solution. Unfortunately, nearly a year has passed since then and we haven’t heard a thing about it. If the Government does intend to do something about alleviating the traffic congestion around PenroseOnehunga then the public deserves to hear of its plans.

Meanwhile, it was good to see projects such as the Mt Messenger Bypass and the Manawatu Gorge replacement route receive the necessary funding, although those projects were so far along that it would take an extremely brave government to pull the pin on them.

The Government’s increased focus on road safety is also welcomed. $4.3 billion is going into initiatives that are designed to prevent and reduce the severity of serious accidents.

It’s just a shame that the Government has cancelled so many of the new highway projects, because one of the best ways to prevent serious accidents comes through the development of new, safer roads. The already completed Roads of National Significance projects such as the Waikato and Kapiti Expressways have the highest possible safety rating and have seen very few serious accidents. The cancelled projects were being similarly designed to the most modern safety standards, including separating oncoming traffic and providing safe access points to communities along the route.

So, while we welcome the expansion of the overall investment in the transport system and the focus on regional roads and safety, it is disappointing that the NLTP fails to progress a number of projects important to the freight sector and road users in general. 

The complete silence on the Auckland eastwest freight link alternative is another glaring absence from the NLTP.

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New Zealand Trucking

November 2018

by Ken Shirley, Chief executive officer

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Caption Renault Lander 460.32 8x4 Renault Lander 8x4 Kenworth T659460.32 8x4 logger Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Longhorn Trucking Ltd Driver Richards Driver Frank Richards Engine: Cummins X15 E5 447kW (600hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Roadranger RTLO20918B manual Transmission Transmission Optidriver Optidriver Rear axles:Renault P2191 Meritor with full cross locks Rear axles withRT46-160 hub reduction Rear axles Renault P2191 with hub reduction Logging equipment: Patchell Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Patchell 5-axle Palfinger crane Trailer: Palfinger crane Features brakes, Bluetooth, Features: Disc Dual exhausts, high-rise air intakes, Features Disc brakes, Bluetooth, Dura-Bright alloy wheels stainless steel visor

Dura-Bright alloy wheels Operation roofing material around Operation: Carting Delivering into the Panpac mill at Operation Carting roofing material around thethe Bay of Plenty area Bay of Whirinaki Plenty area

Renault Lander 460.32 8x4 Renault Lander 6x2 460.32 8x4Body UD PK17-280 Swap Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Marwood Transport Ltd Driver Richards Driver Frank Richards Engine: GH7 206kW (280hp) Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Eaton ES11109 manual Transmission Transmission Optidriver Optidriver Body: Elite Truck Specialists – Wiri Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Features: 7.5m Flatdeck and curtainside swap Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 bodies, polished alloys, roof aero kit Palfinger crane

Palfinger crane Features brakes, Bluetooth, Operation: Disc Based out of Palmerston North on Features Disc brakes, Bluetooth, Dura-Bright alloy wheels general freight

Dura-Bright alloy wheels Operation Carting roofing Driver: Simonmaterial Dean around Operation Carting roofing material around the Bay of Plenty area

the Bay of Plenty area

FuelHauling Hauling FH Fuel FH Dunlop Distributor

Shooting StarHauler Shooting Star Pittar Pine

Renault Lander 460.32 8x4 Renault Lander 460.32 UD MK11-280AS 4x28x4

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Kenworth K200 8x4 logger

Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: Dunlop Flooring Ltd Driver Frank Richards Driver Frank Richards Engine: GH7 206kW (280hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverUD MPS63B 6-speed manual Rear suspension: Hendrickson HAS200 air suspension Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Features: roofmounted aero kit PK12000 Truck body Flat deck with front mounted PK12000 Truck body Flat deckTail withlift, front Operation: On Dunlop flooring delivery duties

Palfinger crane Palfinger crane throughout the South Island Features Disc Disc brakes, Bluetooth, Features brakes, Bluetooth,

Dura-Bright alloy wheels Driver: Noel Chapman Dura-Bright alloy wheels or Gordon Taylor Operation O UCarting roofing material around Operation P H O T O: ALI X HCarting M ARD roofing material around

thethe Bay of Plenty area Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Operator logistics Mount Maunganui Operator:Roadex MarkLtd, Pittar Transport Ltd Driver Frank Richards Driver Richards Engine: Frank Cummins X15 458kW (615hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Roadranger RTLO20918B manual Transmission Optidriver Optidriver Transmission Rear suspension: Kenworth Airglide 460 Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Logging equipment: Patchell Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Trailer: Patchell 5-axle

Palfinger crane Palfinger crane Features: Disc brakes, Bluetooth, LED headlights, high-rise air intakes, full Features Features Disc brakes, Bluetooth, cross locks, Alcoa Alloys

Dura-Bright alloy wheels Dura-Bright alloy wheels Operation:Carting In and around the Hawke’s Bay, feeding Operation Carting roofing material around Operation roofing material around into Panpac at Whirinaki

the Bay of Plenty area the Bay of Plenty area

Driver:

PH O T O : BE VA N PI T TA R

November 2015

90 New Zealand Trucking November 2018 10 10 NZNZ TRUCKING TRUCKING November 2015

Gary Iremonger

WWW.GOCLEAR.CO.NZ

Hino Site Worker

Mellow MaidenMiles Mack& Michelin Men

Hino 700 2848 6x4 tipper

Carperton Argosy Operator: Siteworx Civil Ltd

Renault Lander 8x4 460.32 8x4 Mack Trident logger

Engine:Lander 460.32Hino Renault 8x4E13C VG 353kW (480hp)

Operator Ltd, Ltd Mount Maunganui Operator: Roadex logistics LJ Trucking Driver Frank Richards Engine: Mack MP8 399kW (535hp) Engine Transmission:0Xi11, 460hp mDRIVE AMT Transmission Optidriver Rear axles: Meritor RT46-160 Rear axles Renault P2191 with hub reduction Logging equipment: Evans Truck body Flat deck with front mounted PK12000 Trailer: Evans 5-axle Palfinger crane Features: Traction Air CTI system, Vulcan scales, Features Disc brakes, Bluetooth, offset steerers Dura-Bright alloy wheels Operation: Carting roofing On logging duties throughout the lower Operation material around North Island the Bay of Plenty area

Operator Ltd, Mount Maunganui Rear axles: Roadex logistics Dana DSH44 with inter axle locks Driver Frank Richards Rear auspension: Hendrickson HAS Air with double acting Engine 0Xi11, 460hp shock absorbers Transmission OptidriverHardox 4.8m bin Body: Rear axles Renault P2191 with hub reduction Trailer: MTE 5-axle transporter and 4-axle bulk Truck body Flat deck with front mounted PK12000 tipper Palfinger crane Features: Polished alloy wheels with offset steerers, Features Disc brakes, Bluetooth, LEDalloy running lights, RT & CB Dura-Bright wheels Operation: Carting roofing Equipment andaround materials delivery to Operation material construction the Bay of Plenty area projects around Gisborne

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Mark

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ProShift 16-speed ZF AS Tronic AMT

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Cody Atkins

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Fert Flyer Superb Super Liner

DAF CF85FAT 6x4 tipper Renault Lander 460.32 8x4 Operator: Karangaroa Transport Ltd Operator Roadex logistics Ltd, Mount Maunganui Engine: Paccar MX13 380kW (510hp) Driver Frank Richards Transmission: Roadranger RTLO20918B manual Engine 0Xi11, 460hp Rear axles: Meritor MT23 Transmission Optidriver Rear suspension: Paccar Air Rear axles Renault P2191 with hub reduction Body:body T&G Trailers Truck Flat deck withTransport front mounted PK12000 Trailer: T&G Transport Trailers 4-axle Palfinger crane Features: Ali ArcBluetooth, front bumper, polished alloys and Features Disc brakes, super single steerers, CTI, fridge Dura-Bright alloy wheels Operation: Carting Teamed with Aerospread Ltd on bulk Operation roofing material around to lower North Island the Bayfertiliser of Plentydeliveries area farm airstrips

‘Dire Jewel Straits’ Dew’s Kenworth K200 8x48x4 logger Renault Lander 460.32 Operator: Roadex logistics R&K Bradshaw Logging Ltd Operator Ltd, Mount Maunganui Engine: Cummins X15 E5 447kW (600hp) Driver Frank Richards Transmission: Roadranger RTLO22918B manual Engine 0Xi11, 460hp Rear axles: OptidriverMeritor 46-160 Transmission Rear axles equipment: Renault P2191 with hub reduction Logging Patchell Truck body Flat deck Patchell with front5-axle mounted PK12000 Trailer: Features: Palfinger crane Alloy bullbar, stainless drop visor, custom Features Disc brakes, Bluetooth, stainless panel work, roof mounted A/C alloy wheels Operation: Dura-Bright Contracted to Aztec Forestry Transport in Operation Carting roofing materialthe around and around central North Island forests the Bay ofRayza Plenty area Driver: PH O T O : BRI BRA D S H AW

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New Zealand Trucking November 2018 91 11 November 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

Faulks Float TMC Trailers Ltd’s workshop in Hornby has recently completed a sharp 3-axle transporter trailer for Faulks Investments Ltd in Queenstown. The unit will assist with their plant and machinery movements out to site.

Features: 17.5” ROR drum brake axles and Hendrickson air suspension, polished alloy wheels, Hella LED lighting package.

TMC Trailers Ltd

Sinotruk Mixing It Up Sinotruk NZ Ltd recently added the impressive factory complete and ready to work 6x4 concrete mixer truck to their model line up. This unit is based on the Euro 5 248kW (330hp) T5G chassis.

The bowl is capable of a healthy 6.5 cubic metre load.

KIWI 16, 17 92

New Zealand Trucking

November 2018

KIWI 175

WWW.GOCLEAR.CO.NZ

Supreme Sandfords The team at Transport Trailers in Te Rapa has just handed over this very well presented bulk unit build to Sandfords. The body is mounted on a new Kenworth T610 8x4 complete with Transport Trailers TT5HT8.4 trailer and will enhance the company’s ability to efficiently move bulk commodities.

Features: Suspension: BPW 19.5” disc braked axles on air, Edbro CS1700 hoist, Alcoa Dura-Bright on

Bridgestone tyres, KNORR EBS multi-volt brake system with KNORR (TIM G2) trailer information module, Transport Trailers aluminium tipping body with elliptical covers and full-height tail doors, Hella LED tail lights and Peterson LED side marker lights.

Transport & General Engineering Company Ltd – Transport Trailers

Harrison Hardox Fresh out of the Rage Engineering workshops in Whangarei is this new build for Harrisons Bulk Haulage Ltd of Gisborne, finished with a 6.9m Hardox tipping body and a very tidy in-house profiled A-frame drawbar.

Features: Edbro BFOB ram, Wabco TEBS-E braking system, alloy air tanks, Wabco Smartboard monitoring system, SAF 19.5” Intradisc axles and air suspension, Alcoa DuraBright 19.5” wheels and Kiwi 17” tyres, Hella surface mount LED light package including drawbar and body guard directional indicator lamps, and taillight ensemble.

Rage Engineering Ltd

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November 2018

93

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MEMBERS’ REVIEW Nickel Engineering Ltd NZTTMF member since: 2002

Nickel Engineering Limited is a Taranaki-based engineering company offering a wide range of services, but specialising these days in transport equipment, where they have gained a reputation as the ‘go-to-guys’ for just about any kind of trailer.

Nickel Engineering manufactures a huge range, including transporters, alloy and steel bulk tippers and trailers, low height bulk trailers, B-train tankers, quad and semi-quad tankers, flat decks, drop-side split tippers, and drop-siders.

In addition, they service all makes and models of trucks and trailers in a fully equipped workshop with three bays and two full pits.

Nickel Engineering also offers heavy transport wheel alignment and on-board balancing, steel and alloy welding services, hydraulic hosing and fitting, a three-metre guillotine and a 100-tonne brake press.

Their paint department handles all heavy transport— trucks, trailers, loaders, even bulldozers.

Bruce Nickel, who formed the company in 1980 and still owns and manages it, says he started as an agricultural manufacturer and repairer. That is still part of the business, even if the company is these days more focused on the heavy transport business. Change is inevitable, he says, but one aspect of the business has not changed in more than 35 years doing business in Taranaki—quality.

Bruce says he and his team focus on providing transport operators with quality service and products by listening to the clients’ needs, delivering the product requirement and providing quality after-sales service.

In 2005 that attention to quality paid off when the company’s workshop won the IRTENZ Best Practice Award. 

94

New Zealand Trucking

November 2018

WHO:

Nickel Engineering Limited

WHERE:

Normanby, Taranaki

WHAT:

Award winning Taranaki-based engineering company

WEBSITE:

www.nickelengineering.co.nz

EMAIL:

bruce@nickelengineering.co.nz

PHONE:

+64 6 272 8143

WHO TO ASK FOR:

Bruce Nickel

WHAT TO ASK FOR:

Just about any kind of trailer you can name

WWW.GOCLEAR.CO.NZ

TRUCK SPOT LIGHT

YEAR: 1939 MAKE: DIAMOND T MODEL: 404 SERIAL NO: 4043637 ENGINE MAKE: HERCULES ENGINE TYPE: SIDE VALVE 6 CYLINDER CAPACITY: 4015CC ORIGIN: AMERICA

1939

DIAMOND T TRUCK

MAKER: DIAMOND T MOTOR CAR COMPANY Early Chicago car manufacturer Charles Tilt started building trucks in 1911. In the late 1920s he began producing trucks with style and class, saying ‘a truck doesn’t have to be homely’. The 1930s was the peak of the Diamond T brand.

Unfortunately the Diamond T Motor Company was bought by the White Motor Company and has ultimately disappeared.

The Diamond T model 404 was introduced in 1938 and was a 1 ½- 2 ½ tonne truck. This stunning 1939 404 truck spent its first years as a mill truck, then a pig farm truck near Christchurch. Around 1972 it was bought by an Auckland Diamond T enthusiast, then Bill Richardson bought it in 1986. He brought it back to the South Island and with the help of his team restored it to what you see today. The restoration included a drop panel stake body and colour scheme that came from a brochure Bill collected when he was younger.

EXPERIENCE MORE OPEN DAILY: 10am - 5pm (last entry 4pm) 491 Tay St, Invercargill 9810 TEL: +64 (0)3 217 0199 T R A N S P O R T W O R L D . N Z

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WHAT’S ON Reunion – former transport staff NZCDC Te Awamutu

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

Northern Classic Commercials – Long Lap 2018 15 to 27 October 2018 Registrations closed 15 September Contact: Ray or Fiona Reid reidstransport@xtra.co.nz 06 329-6009 Graeme Skou Graeme.skou@xtra.co.nz

Classic Truck and Machinery auction

20 October 2018 10am At Barry Caufield’s, 1075 State Highway 30, Awakeri, Bay of Plenty.

View: Friday 19 October 1pm to 4pm and 8.30am day of sale.

Invercargill Truck Show

21 October 2018 NZ Wool Handlers, Fox Street – 8am Contact: Mark Purdue 029 246 3545 mark.purdue@xtra.co.nz

Nelson Truck Show

10 November 2018 Richmond A&P Showgrounds, Queen Street Contact: Melanie 021 743-805 kev.malbe@xtra.co.nz

The Truck and Machinery Show 2 December Pukekohe Park Raceway Contact: karen@truckshow.co.nz 021 837 233

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New Zealand Trucking

November 2018

RTF Rollover Prevention Programme A must-attend for every manager and driver Plan around the programme being in your area on the following dates.

Watch the RTF website or contact the RTF as time gets closer for details.

When

Time

Who/Where

(Schedule year to date completed ref RTF wesite) Questions?

Contact the Road Transport Forum www.rtfnz.co.nz Ph: 04 472-3877

Wheels at Wanaka

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

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

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THE LAST MILE

Let’s talk rail O

ver the past few years much has been said about moving freight off road and onto rail, but what has not been said is how this will be done, where the start point is, and how this will be measured. As there are no reliable and consistent methods of measuring the amount of freight moved within the country, any claims of success can only be best guess.

In May 2006 TERNZ published a report for the E. J. Brenan Memorial Trust. In this they concluded that the contestable proportion of freight transported by road at that time was 3% to 7%. The full TERNZ report can be found on their website: https://bit.ly/2zoQwY2.

The Ministry of Transport’s Freight Demands Study indicates that in 2012 approximately 7% of the freight moved within New Zealand was moved on rail, up from 6% in 2008.

During this time the total volume of freight moved increased by approximately 55%; proportionally then the rail share is increasing. What those who seek to influence how freight is

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New Zealand Trucking

November 2018

moved seem to conveniently forget is that it is the customer’s choice about how they have their freight moved and any attempt to influence this will not do much more than create an artificial market, which, like most markets of this type, will eventually collapse. One only needs to look at what happened to rail when transport was deregulated, and rail’s protection was entirely removed, to see what happens when artificial markets collapse.

The current rail freight system is a monopoly, run by KiwiRail. The website of the NZ Transport Agency, who is also the regulator for rail operators, shows that out of 100 licensed rail operators (approx.) only one is licensed as a freight operator (I wonder how many rail safety staff they employ to manage this area compared with the 20,000 licensed goods service operators there are). Those keen to assist the movement of freight onto rail must be mindful of growing this monopoly. We all know that our rail system was progressively sold off and asset stripped and now a considerable investment is necessary to bring it up to a standard that New Zealanders can rely on, as they do for road. The electrification of the North Island main trunk line has never been completed and looks likely to be abandoned unless the government injects more of our money, and the Aratere is likely to be the last of the Cook Strait ferries to have a rail link.

The money to do this, however, must not come from those who may lose their livelihood – our industry. The reality is that our rail system was never designed to operate in a market in which there is fair and even competition; the gauge is too narrow, tunnels and overbridges too low, and there are numerous single line tracks. It is no use looking overseas at rail systems and using these as examples of how our system should work; it will never happen.

What can be done?

Most of us will agree that there is a place for rail in our overall freight system. Rail must, however, find its own place; it must compete alongside other modes in a fair and equal market.

Those who use the rail system should be required to pay for it on the same basis as we pay to use roads, through user charges with the income generated being used to manage and maintain the network. Train control and regulation should follow the models used for other transport modes.

Finally, the advocates of moving more freight by rail must come clean; they must explain what they mean by ‘more’ and tell us what their end goal is, as most of what we read on this is not much more than bureaucratic spin.

But then I am just an ageing accidental trucker. 

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200718_Scania_Urban

A new urban Generation

As cities grow bigger, so does the urge for smart transport solutions. Luckily, being smart is not only your thing, it´s ours as well. We know you must be one with your surroundings and that every city is unique.

No matter if you are distributing goods, collecting waste or moving freight, thanks to our modular design, we stand ready to tailor a solution that offers you the best in performance, reliability and economy.

That is why the new low entry L-series, urban P-series and CrewCab, together with the 7-litre, 9-litre and 13-litre diesel engines can be tailored to meet your environment.

Ultimately, a truck that is built for the only business that matters. Yours.

NZT905

0800 555 456 I www.cableprice.co.nz

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