NZ Trucking Magazine, August 2024

S-WAY HAS NORTH CANTERBURY NOUS

NEW ZEALAND

X-SERIES EXCITES

MAGAZINE O IAL

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FROM THE GROUND UP

HE FT

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CORNER STONE

AUGUST 2024

OUR MISSION

Telling Road Transport's Story Better than Anyone Else

kiwi favourites (AGAIN) For the second year running the results are in and we couldn’t be happier. Scania has once again been voted the number one* truck brand in the country by the people whose opinion we value the most - New Zealand truckies.

We’re chuffed to have rated highest on all measures, including most preferred, comfort, safety, sustainability, performance, efficiency, service and parts. Thanks again New Zealand. It means a lot.

*Nationwide online 2024 survey by NZ Trucking magazine with 1000 respondents. Top three preferred trucks to drive: Scania 42%, Kenworth 30%, Volvo 27%. Truck brands currently driven by respondents – Scania 27%, Kenworth 24%, Volvo 16%, all other brands 33%.

A Sollys Freight Mercedes-Benz Actros 2653 LS 6x4 B-train heads south on SH1 along the Kaikōura coast. Photo: Gavin Myers.

CONTENTS EDITORIAL DIRECTOR

Dave McCoid Ph: 027 492 5601 Email: dave@nztrucking.com EDITOR

Gavin Myers Ph: 027 660 6608 Email: gavin@nztrucking.com For all advertising enquiries: ADVERTISING MANAGER

Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz Mike Devon Ph: 027 332 4127 Email: mike.devon@nztrucking.co.nz Maddy McCoid Ph: 027 336 6811 Email: maddy@nztrucking.co.nz SUB EDITORS

Tracey Strange, Faye Lougher EDITORIAL SUPPORT

Carl Kirkbeck, Craig McCauley, Shannon Williams, Russell Walsh CONTRIBUTORS

DIGITAL IMAGING

Craig Andrews Faye Lougher Alison Verran Mike Verran Andrew Geddes Niels Jansen (Europe) Paul O’Callaghan

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THE RURAL WAY New Zealand Trucking magazine is published by Long Haul Publications Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved. This magazine is subject to the New Zealand Press Council.

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52 THE FAMILY TRADITION Vocational to the Core

58 HYDRO HEROES JB’s Pumps it Up

THE

REST 6 8 43 44 46 47 70 74 80 82 84 86

Editorial Road Noise News Rig of August 2014 Where’s That Road?

Just Trucking Around Wānaka Memory Great Dashboards New Rigs New Bodies and Trailers Million Mile Club Craig’s Trucking Snapshot Inside ITOY – DAF’s Direction 88 Aussie Angles – Side Selection 92 ITS – Norway in Pictures 96 Mini Big Rigs – Bulldog Couples Up 98 Little Truckers’ Club 100 What’s On 101 Cartoon

26 A ROCK AND A HARD PLACE Moving the Ancient, Today

104 Moving Metrics 108 Product Profile – TRT’s next-gen CTI 110 Business Profile – Ideal Engineering 112 Product Profile – Enviro-friendly Curtains 114 Carriers Corner 116 Truckers’ Health 118 Health & Safety 120 Legal Lines 122 Clear the Air 124 NZTA 126 NRC 128 Transporting New Zealand 130 The Last Mile BROUG HT T O Y OU BY

X-Series Continues to Impress

TRUCKING NEW ZEALAND

AUGUST 2024

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S-WAY HAS NORTH CANTERBURY NOUS v AUGUST 2024

64

IT’S IN THE STARS

CORNER STONE OUR MISSION

FROM THE GROUND UP X-SERIES EXCITES

Telling Road Transport's Story Better than Anyone Else

The MBD DAF loading at the Wainihinihi Quarry.

Photo: Craig McCauley.

EDITORIAL

IN CONTRAST

B

een to Norway?

Unfortunately, I haven’t. However, my interest in the country was piqued as I put Grant Schofield’s latest series of global trucking snapshots through production when compiling this issue. Grant, you’d have surmised, compiled a series of truck photos from Norway, one of which was a particularly intriguing shot of a Scania exiting a vehicle ferry (see ITS, page 92).

Given New Zealand’s ongoing inter-island ferry crossing woes, this image naturally sent me down a rabbit hole of research into Norway’s ferry system to see how it, as an example, compares with our own.

As Grant notes, the country is heavily dependent on ferries to shorten journey times along its rugged coastline and bridge its many fjords and islands.

Numbers vary but there appear to have been roughly 10 different ferry operators, about 180 ferries on more than 100 routes and an additional 11 ferry connections to and from neighbouring countries.

And, yes, Norway’s ferry services have indeed had

mishaps and incidents over the years, though seemingly nothing approaching the frequency New Zealanders are becoming used to.

The services have been in place with government support since 1893 and are operated by private companies. Some of the ferries in operation date back to the 1960s, but the most modern vessels that took to the water in the past half-decade or so use alternative propulsion, including battery electric and hydrogen fuel cells. This year, one vessel operator ordered two of the world’s largest hydrogenpowered ships, and set the ball rolling for autonomous systems that will allow autocrossing, auto-docking, collision avoidance and situational awareness for self-sailing vehicle ferries on one of its routes.

Autonomous, self-sailing ferries – imagine jumping on one of those to cross the Cook Strait … Actually, it’s funny how things happen sometimes.

Winding back a couple of weeks, within days of our July 2024 issue going to print, news broke of Interislander’s Aratere ferry running aground. I wrote in that issue’s editorial of my

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

6

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

TRADER

New Zealand Trucking August 2024

disappointment at the lack of some form of funding – not even a mention – in support of Interislander in the 2024 Budget.

I suppose, as coincidental as it may have seemed, one can’t say it was unexpected. It was only a matter of time before another ferry ‘incident’ surfaced – for lack of a better phrase.

I happened to cross the Strait a week later, and in the Marlborough Sounds, there she sat: Aratere moored in the middle of the water, passengers on our ferry snapping away with smartphone cameras, pointing, commenting. What a sorry situation.

In the weeks since, reports of leaked documents ‘showing a crew member accidentally triggered the autopilot into the wrong course’ surfaced, followed by reports of the crew disputing this. And as I write, the New Zealand Herald reported the Aratere would return to regular service by the end of July.

Moreover, the KiwiRail board has been decimated by a raft of resignations amid threats by Finance Minister Nicola Willis of a board refresh. Perhaps that will have positive outcomes, as perhaps will the appointment

of Interislander operations general manager Duncan Roy to KiwiRail’s executive team.

Now Interislander executive general manager, Duncan’s appointment is said to “recognise the importance of the role of the Interislander in the organisation”.

The cynic might read that as Interislander having been the poor cousin in the KiwiRail family …

Regardless, with a CV that includes senior positions in the New Zealand Army and wider New Zealand Defence Force, Duncan may be the man to right the distressed ferry operation.

As we’ve heard from within Waka Kotahi, though, while the desire might be there, it all comes down to the level of governmental support.

Gavin Myers Editor

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ROAD NOISE NEWS NEW MODELS

VOLVO’S REVAMPED HEAVY-DUTY RANGE ARRIVES

V

olvo New Zealand has announced the start of sales for its revamped heavy-duty range.

The new Euro-6 lineup arrives with a raft of new features as well as the new D17 engine and a range of horsepower ratings stretching from 600hp to 780hp.

With a focus on efficiency and driver appeal, the updated FH16 sees a significant jump in torque. The 600hp variant now offers 3000Nm of torque, while the 700hp offers 3400Nm, the range-topping 780hp option delivers a massive 3800Nm, making the flagship FH the most powerful Volvo yet.

Aerodynamic performance and styling updates have been added across the range, from FM and FMX to the FH. These styling updates also include all Volvo electric models. Inside,

the range has received styling improvements, revised USB ports, a new touchscreen side display and an improved audio system.

The incoming 17.3L Euro-6 powerplant shares the same basic architecture as the 16L engine it replaces with the extra capacity resulting from an increase in cylinder bore.

In pursuit of efficiency and cleaner operation, the engine also features a new fuelinjection system, low-friction cylinder liners and wave-top pistons to ensure optimised combustion.

The engine makes the most of its prodigious power output at relatively low rpm, with a torque curve stretching from 1000 to 1200pm. The new powerplant meets Euro-6 emissions standards, utilising

a combination of exhaust gas recirculation and selective catalytic reduction. Forced induction duties are taken care of by a new variable geometry turbocharger.

All power ratings are HVO (hydrotreated vegetable oil) compatible.

The Volvo range update also introduces the option of an air-suspended front axle across the range, including 8x4 configurations for tractor units and rigid vehicles.

“This latest evolution of the Volvo heavy-duty range takes our offering to the next level.

Our revamped Euro-6 line-up has been delivering classleading efficiency, performance and uptime to New Zealand transport operators since 2020,” said Rob Wood, general manager for MTD, New Zealand

distributor of Volvo Trucks.

“Our hard-working 11L, the I-Save 500, and the trusted 13L 540 are joined by the new D17 engine, which will continue to deliver on the legacy created by the rest of the Volvo range,” he said.

“These drivetrains complement the Volvo Trucks journey to fossil-free transport solutions, not only in terms of fuel efficiency but also in terms of their ability to utilise a variety of alternative fuel options.

“The performance of the D17 engine in the new FH16 will guarantee to impress the driver behind the wheel. There’s no doubt that the power and torque available from this drivetrain will impress on New Zealand roads.”

EACTROS 300 LAUNCHES IN NZ

T

he first Mercedes-Benz medium-duty 100% electric truck – the eActros 300 – has officially launched in New Zealand after 4000km of testing on the country’s roads.

Keith Andrews product planning manager Matt Gillatt said with a range of more than 300km on a single charge, the eActros 300 was perfectly suited to medium-duty metro and inter-regional work.

“Local testing, fully loaded with a 4.5-tonne payload, achieved a 300km range with 20% battery charge remaining, which places it squarely in the market for metro operators and those driving between large population centres,” he said.

Available in 4x2 or 6x2 rigid configurations, the eActros 300 is powered by three lithium-ion battery packs with a combined 336kWh capacity, producing a peak performance output of 400kW and 330kW continuous output.

CCS Type 2 DC charging takes the batteries from 20% to 80% in 75 minutes with a 150kW charger. Operators can also plan where they’ll charge by using the Mercedes-Benz range prediction tool, which has been tested on New Zealand

conditions during local testing and validation.

Mercedes-Benz engineers have produced a bespoke eAxle for its electric units, incorporating two electric motors driving through a twospeed transmission.

“The eAxle has fewer moving parts, which makes it highly efficient in operation,” said Gillatt.

“It also offers the same axle limits as a similar-sized diesel truck and its design enables positioning of the batteries for optimal weight distribution and performance.”

The M-Cab ClassicSpace cab gives drivers plenty of space to go about their work. The driving position, instrument display and switchgear layout will be familiar to those who have driven a diesel MercedesBenz. Furthermore, noise has been reduced by approximately 50% (10dB), while a new EV-optimised multimedia cockpit features two 10in highresolution information screens.

Like its premium diesel stablemates, eActros comes equipped with a range of advanced safety features as standard, including Active Brake Assist 5 with pedestrian detection, advanced emergency

braking, stability control assist, lane keeping assist, attention assist, stability control assist, and tyre pressure monitoring.

A secondary safety feature is the Acoustic Vehicle Alert System, which sounds a warning when the vehicle travels at speeds of up to 60km/h to make other road users aware of the vehicle.

A second-generation MirrorCam system is standard, featuring two in-cab A-pillar mounted 15in monitors.

NZ Post adds first to fleet NZ Post has used EECA funding to secure the services of the validation unit. The acquisition of the truck came after it was trialled by six different transport companies under a range of load and operating conditions.

One of those trialling the truck was NZ Post’s freight and logistic company, Fliway Group.

It will be based in the greater Auckland area and operate daily between the North Shore and Silverdale, covering more than 300km.

NZ Post Group sustainability manager Dawn Baggaley said NZ Post was focused on decarbonising its transport fleet so investing in sustainable,

zero- and reduced-emission vehicles was another move in the right direction.

“Heavy transport plays a vital role in our economy, but it’s also a significant contributor to our national emissions,” Baggaley said.

“Bringing the eActros truck into our fleet is just another milestone in our sustainability journey and step towards our goal of transitioning to net-zero emissions operations by 2050.

“This is the second electric truck we are trialling and since we started trials, we’ve seen improvements in technology and capability. We plan to continue trialling different electric trucks to see what makes and models are best suited for our operational requirements.”

NZ Post was the first company in New Zealand to add a hydrogen-powered truck to its fleet last year. It also invested in a FUSO eCanter, which will now move to Wellington to be tested in a new delivery network environment.

(See New Zealand Trucking, May 2024, for our driving impression of the eActros on local roads – Ed.)

ROAD NOISE NEWS NEW MODELS

FUSO CANTER GETS SAFER

T

he FUSO Canter is now being offered with advanced safety features as standard across the 4x2 range, including active emergency braking, lane departure warning, electronic braking system and electronic stability control.

Additionally, new LED headlights, fog lamps and indicators provide enhanced visibility in poor conditions – both for the driver and other motorists – while inside the cab, a new, larger 8in touchscreen multimedia unit delivers improved functionality and on-the-go useability.

The on-dash touchscreen relays

WINDROSE ELECTRIC TRUCKS HEADED TO NZ

A

uckland-based distributor Etrucks is working with Chinese electric heavy-duty truck developer Windrose Technology to introduce longrange electric trucks locally.

Etrucks has placed an initial order for 20 units of the Windrose E1400. The first sample truck will arrive in September for extended local testing, and production orders will be accepted from mid-2025.

As reported in the July 2024 issue, the Windrose E1400 6x4 semi-tractor features extreme aerodynamic efficiency, with an industry-low drag coefficient of 0.2755. Combined with the 729kWh battery capacity, this allows a loaded duration exceeding any other electric truck available in New Zealand.

Dual drive axles offer a peak power of 1044kW (1400hp).

Testing in China, the United

10

States and Europe has shown that the Windrose can travel 670km on one charge, loaded to 49-tonne GVM. That could mean Auckland to Wellington freight journeys are possible, with minimal charging on the journey.

Wen Han, founder, chairman and CEO of Windrose Technologies, considers New Zealand an important part of the company’s global rollout.

“Windrose is aiming to be the first truly global EV truck brand for China, Europe, the US, Australia, New Zealand and many other markets to come.

“By designing a zeroemissions vehicle from the ground up, Windrose is able to bring an EV truck that has performance comparable with or better than diesel trucks, while costing less money than diesel trucking over the lifetime of the trucks.”

New Zealand Trucking August 2024

Ross Linton, director of Etrucks, sees the Windrose E1400 as a breakthrough in new energy-heavy trucks.

“The duration and speed of charging of the Windrose E1400 moves the boundaries significantly for electric heavy transport,” he said. “We can now offer an affordable zeroemission freight option to the longer haul sector.”

The Windrose E1400 can be configured with megawatt charging (MCS) or dual gun CCS2. Either system adds 400km of range in 35 minutes of charging.

The truck features a spacious centreline cabin, while Windrose offers a complete package of driver aids to enhance safe operation.

images from the rear-mounted reversing camera and works with Apple CarPlay or Android Auto for text-to-speech and hands-free talking. Up to six additional cameras can be added as optional extras.

The new Canter features an all-new front-grille design flanked by a new LED lighting arrangement.

Range highlights include the Canter Tipper with limited-slip differential and the DUONIC 2.0 automated transmission, available across various models.

The 2024 Canter range is

highly adaptable for multiple applications. It includes 29 models, excluding derate options, with wheelbases from 2500mm to 4750mm and up to nine-tonne GVM. “In terms of efficiency and performance, FUSO’s DUONIC automated manual transmission is still bestin-class, and Canter Tipper remains the only light-duty truck in New Zealand to feature a limited-slip differential,” said Fuso New Zealand general manager Kevin Smith.

“We were also the first

truck brand in New Zealand to introduce advanced safety features across our light-, medium- and heavy-duty ranges. Now these come as standard across the 4x2 Canter range.”

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ROAD NOISE NEWS

NEW SCANIA SERVICE CENTRE FOR INVERCARGILL

S

cania New Zealand has opened a new Scaniadedicated service centre in Invercargill to support its growing southern customer base.

The new branch, located at 20 Wallacetown Lorneville Highway, Invercargill, features a 10-bay drive-through workshop that can accommodate 15 technicians, This replaces the previous four-bay drive-through workshop, which housed 10 technicians.

The new workshop includes a Certificate of Fitness compliance lane, full brake-roller testing and shaker-plate capabilities, a certified dangerous-goods pit suitable for fuel tanker work and other DG vehicles and full air-conditioning servicing and re-gassing.

The Invercargill site services the area between Queenstown to Dunedin and south to Bluff.

Henshaw said its demand for servicing and repairing trucks in the region had increased dramatically as Scania fleet sizes

had increased.

Scania New Zealand managing director Victor Carvalho said the new facility represented a significant investment in Scania’s focus on efficiency, sustainability and

customer service.

“Following the significant increase in demand for Scania product within the southern region, it was vital we had a leading-edge service offering to back that up,” he said.

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ROAD NOISE NEWS

HYUNDAI DEPLOYS FIRST MIGHTY FUEL CELL FOR NZ PILOT TEST

H

yundai Motors New Zealand has begun the first pilot testing programme for the Mighty fuelcell electric light-duty truck.

The Mighty fuel cell is Hyundai’s first hydrogenpowered truck in the lightduty truck segment. It will be equipped with a refrigerated fitout to demonstrate how green onboard hydrogen energy can be utilised beyond vehicle propulsion.

The 12-month trial follows the introduction of the Xcient fuel-cell heavy-duty truck, which launched in New Zealand in 2021 and entered NZ Post’s fleet in 2022.

Over the next 12 months, Hyundai NZ and some key customers will evaluate the

Mighty fuel cell’s performance in the local environment and gather metrics for potential inclusion in its product lineup.

Hyundai NZ hydrogen

and eco commercial vehicles national manager Grant Doull said the company aimed to offer a versatile and clean option for a wide range of

local transport needs in New Zealand, and the Mighty fuel cell added to the hydrogen vehicle range.

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ROAD NOISE NEWS

COST PRESSURES CONTINUE TO RISE

C

ost pressures continue to bite for the road freight industry, with repairs and maintenance, depreciation and interest, insurance and wages all rising over the March quarter, according to Transporting New Zealand’s Cost Index.

The Transport Cost Index shows road freight costs have risen by 6.03% over the year ended March 2024, above CPI at 4.02%.

Transporting New Zealand interim chief executive Dom Kalasih said cost increases, combined with reduced

demand (demonstrated by a month-on-month fall of 2.3% in the ANZ Truckometer Heavy Transport Index in May), will put pressure on many trucking firms.

“The March quarter data really highlights the importance of road freight operators keeping a close eye on their freight rates and margins and communicating with customers about the realities of the cost pressures they’re facing,” he said.

“The average cost of both insurance and repairs and maintenance has increased by

more than 2% in the March quarter alone. Fortunately, this was offset somewhat by a drop in fuel prices in the same period.

“We encourage our members to check out the Transport Cost Index, our transport business cost model that can help calculate sustainable hourly and per-kilometre freight rates, and our competitive commercial discounts on fuel and business services.”

The Transport Cost Index, prepared by Grant Thornton for Transporting New Zealand, provides current and historical

transport cost data and forecasts.

The index is a quarterly report on the cost movements of the typical components that contribute to transport rates.

It provides a transparent and independent reference source that can support tough conversations and negotiations between transport operators and clients.

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ROAD NOISE NEWS

RAKAIA SOUTHBOUND CVSC NOW OPERATIONAL

T

he southbound Rakaia commercial vehicle safety centre is officially operational. The site is located off SH1 Rakaia, on North Rakaia Road.

About 2km before the site are in-road weigh-in-motion scales and number plate recognition cameras, which screen heavy vehicles for compliance and risk.

If a truck is flagged, the VMS 1km further down the road will display its licence plate, signalling the driver to pull into the centre.

The VMS may also say ‘All Heavy Vehicle Stop’. If this is displayed, all heavy vehicles must pull into the centre.

While a truck is on site, CVST might also carry out more compliance checks, such as checking for RUC, Certificate of Fitness, logbooks and worktime, drug and alcohol impairment, or completing a vehicle inspection.

Construction on the northbound site will start soon, and it will open next year.

NZTA has installed an intersection speed zone (ISZ) on SH1 at North Rakaia Road that changes the speed limit to 60km/h when

people turn left out of North Rakaia Road.

Another ISZ will be installed on Weavers Road once the northbound CVSC opens.

The speed limit through Rakaia has

changed from 70km/h to 50km/h. The speed limit from Rakaia over Rakaia River Bridge and railway overpass to just north of Weavers Road has changed from 100km/h to 80km/h.

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ROAD NOISE NEWS

Govt unveils final transport plan

T

he final Government Policy Statement on Land Transport 2024 (GPS 2024) has been released.

It outlines a $22 billion plan to prevent potholes on state highways and local roads.

The GPS 2024 will see a 91% boost for NZTA Waka Kotahi to fix and prevent potholes on state highways, as well as a 50% boost across councils to do the same on local roads.

“Since we announced the draft Government Policy Statement on Land Transport, an additional $1 billion has been confirmed for the National Land Transport Fund (NLTF) through Budget 2024.

“This will accelerate our transport plan and support the delivery of Roads of National Significance (RoNS) and major public transport projects,” said Transport Minister Simeon Brown.

“Over the next three years, the government will invest around $7 billion per year to build and maintain a transport system that enables Kiwis to get to where they need to go quickly and safely.

“GPS 2024 sees the return of the successful RoNS programme that was stopped under the previous government. Previous

National-led governments delivered a pipeline of modern, high-quality, safe road projects under the RoNS banner, and we are bringing it back with 17 projects. These will be joined by 11 Roads of Regional Significance (RoRS) to create stronger transport connections throughout New Zealand that supports productivity and economic growth,” he said.

For the first time, GPS 2024 is ring-fencing road maintenance funding towards resealing, rehabilitation and drainage maintenance works to prevent potholes on state highways and local roads.

The government also confirmed significant investment into New Zealand’s public transport infrastructure and services.

“Disruptions have been felt widely across our rail networks in recent years and have highlighted how important it is that we continue to invest in our networks,” said Brown.

“Investing in metropolitan rail and the Auckland, Hamilton and Tauranga freight triangle is a priority.

“Road safety remains a strategic priority, with GPS 2024 directing investment toward road policing and enforcement,

new and safe roading infrastructure and targeting the highest contributors to fatal crashes,” added Brown.

“As part of our plan to improve road safety and restore law and order, we will introduce workable legislation this year to implement roadside drug testing and will require police to conduct 3.3 million alcohol breath tests every year.”

RoNS underway Meanwhile, NZTA Waka Kotahi has announced it will begin procurement, enabling works and construction for the first seven RoNS projects in the next three years.

pport MBD Proud to su n constructio

Decks | trailers | alloy & steel | modifications & repair work 6 Yukon Place Hornby, Christchurch. | Ph: 03 349 6401 | e: gnorris@xtra.co.nz 20

New Zealand Trucking August 2024

Takitimu North Link Stage 1 is already underway with Ōtaki to North of Levin begining construction next year. NZTA is now adding to the RoNS pipeline with the next phase of projects, which include Belfast to Pegasus (including the Woodend Bypass), the Hawke’s Bay Expressway, SH1 Cambridge to Piarere, SH29 Tauriko, Takitimu North Link Stage 2, Mill Road and Warkworth to Wellsford.

In addition to the first phase of seven RoNS projects, investigations and project planning for the remaining eight will also start in the next three years.

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ROAD NOISE NEWS

BOP CONFIRMS 10-YEAR REGIONAL LAND TRANSPORT PLAN ($71.9 million) and Omanawa Bridge Stage 2 ($252 million), aimed at improving daily commutes.

• Connecting Mount Maunganui: Enhancements along Hewletts Road ($43.6 million) to support local businesses and improve port access.

development, including managing growth, public transport,= and efficiently managing freight movement.

The plan thus prioritises tackling traffic congestion, supporting public transport connections to affordable housing, addressing transport access for smaller and isolated communities, enhancing road safety and improving the resilience of the transport network against climate change.

A number of key projects have been identified for funding consideration by New Zealand Transport Agency Waka Kotahi.

Rotorua: • Urbanisation of SH30A Corridor: Upgrading SH30 and Amohau Street ($36.6 million) for safer family routes.

• Malfroy Road/SH5: Upgrade to the intersection ($150,000) for safety and to enable housing supply.

Tauranga/Western Bay of Plenty:

Eastern Bay of Plenty:

• SH29A Package of Works: Including Stage 3 Tauriko West PT corridor and improvements

A business case for an additional river crossing to support Whakatāne’s growth ($500,000).

• Ōpōtiki Town Entrance Intersection Improvements: Enhancing local infrastructure ($300,000) for safer travel.

Councillor Lyall Thurston, chair of the Regional Transport Committee, said as the region continued to grow, it faced several transport challenges that it was ready to tackle.

“This plan is more than a document; it’s a blueprint for a connected, resilient and vibrant Bay of Plenty,” said Thurston.

“We need significant investment to build a transport network that our community can rely on.”

• Additional River Crossing:

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As well as providing a strategic view, the Regional Land Transport Plan (RLTP) 202434, Te Mahere tūnuku ā-papa ā-rohe, takes a long-term view on what might happen in the region in the future.

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ROAD NOISE NEWS

Photo competition ENTER NOW TO BE IN TO WIN A PAIR OF PETERSON’S SUN GLASSES

ZF UNVEILS HEAVY-VEHICLE HYBRID TRANSMISSION

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F has announced its new hybrid transmission system for heavy commercial vehicles, the TraXon 2 Hybrid. This new hybrid transmission was invented by ZF’s Commercial Vehicles Solutions division and is a part of the well-known TraXon series. It assures significant reductions in carbon emissions.

Professor Dr Peter Laier, member of the board of management of ZF Friedrichshafen AG and responsible for the commercial vehicle solutions and industrial technology division as well as the corporate production function, said the TraXon 2 Hybrid was not a one-size-fitsall solution. “We’ll be making it available as everything from a mild hybrid to a plug-in,” he said.

TraXon 2 Hybrid is just one of several new products and services recently announced

by ZF designed to address areas such as safety and emission reduction. In doing so, it is often attempting to develop technology it has already introduced in cars – including hybrid technologies

– and make it suitable for trucks.

The strategy appears to be working. In 2023, its commercial vehicle division grew by 20%, outperforming a market that grew by 15%.

“Thanks to our technologyopen approach, the resulting broad product portfolio and the flexibility of our production facilities, we can react quickly to market changes. This enables us to combine technologies and offer our customers the optimal solution in a timely manner at every step of the transformation,” said Laier.

With a long-term strategic plan, the technology group is further restructuring its organisation and accelerating development processes to adapt to the new speed of change of the industry. This new structure includes strong business units for passenger cars, commercial vehicles, the industrial sectors and an efficient aftermarket network.

All segments contribute towards remaining on a successful and profitable path in the long term.

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COVER FEATURE

ROCK AND A HARD PLACE A

Story by Dave McCoid

26

New Zealand Trucking August 2024

Photos and video by Craig McCauley and Dave McCoid

The Inca and Egyptians of past millennia will either be in awe or scoff at the way we choose to move big rocks, but there’s no doubt Greymouth’s MBD Contracting has it nailed for the needs of our time. This month, we check out one of the company’s latest DAF CF 530s, and discover the relationship between mineral, machine and management is far more nuanced than you might think. As with everything in life – approach and attitude is everything.

28

New Zealand Trucking August 2024

‘Cozzy’ approaches the unload point along the Taramakau River access road.

F

rom the time our earliest settlers arrived, those who understood the interaction between land, sea and weather would have been acutely aware any habitation on the South Island’s West Coast was going to be a tough nut to crack. The prevailing weather arrives from some of the globe’s biggest rain and wind factories, clobbering the gigantic rock wall that is the Southern Alps – themselves a byproduct of warring tectonic plates far below the new inhabitants’ feet.

As a result of these gargantuan natural collisions, the immense volume of water careering down the majestic river valleys of Westland on its brief journey back to the sea can be all-powerful. Whether a forty-tonne boulder or a bridge the pioneers laboured tirelessly to construct, in this place, they can be dislodged like a kid kicking pebbles. The only thing to do once ‘Mother N’ has done her thing is start again and rebuild. Only better this time.

Of course, that’s where we humans come into our own. Our greatest attributes have always been desire, resilience, a big brain, an opposable thumb ... and maybe a pinch of foolhardiness.

Many things trigger our desire to take on and live amid nature’s fury – but for the most part, they are riches, resource and, on occasions, the fruits of isolation, and the West Coast can certainly lay claim to all of those enticements for its migrants over the past couple of centuries.

Today, three road corridors breach the alpine divide connecting the South Island’s west with Canterbury and the south. To the north, SH7, the Lewis Pass, joins Westland and Tasman’s western flanks with North Canterbury, and for the most part, it is the most docile physical barrier. Some 435km to the south, SH6, the Haast Pass, joins South Westland to Otago, and then through the middle from Kumara just south of Greymouth, is the mighty Arthur’s Pass. Arthur’s not only provides the SH73 road corridor, but also the solitary vital rail link. It connects the west’s most populated and commercially active areas to the South Island’s commercial epicentre, Mid-Canterbury.

Yet it also poses the greatest physical barrier, and is by far, the most difficult to keep open. ‘Sheesh! Wouldn’t you know it!’

Boulder it, and they will come In the west, Jacksons marks the point where road and rail meet and head east, and Springfield is where things chill out and nature’s threats abate significantly,

the modes running side-by-side almost the entire way across the Canterbury Plains to the Garden City. Keeping the transport infrastructure functioning on the 116km between Jacksons and Springfield requires an enormous, relentless, and expensive effort. The stretch is home to some of the globe’s engineering marvels – the Otira (rail) Tunnel and the Otira (road) Viaduct being the two standouts – the latter essentially built at the base of a scree slide. Many said it couldn’t be done, but we had a bit of No. 8 wire as we always do, and by the end of the last century – bingo! – there it was.

Greymouth-based MBD Contracting is a civil engineering and contracting firm servicing the entire West Coast and parts of Canterbury. It specialises in moderate to large-scale civil works, earthworks, quarrying, and rock protection, including a lot of infrastructural resilience projects and sub-surface roading. The plant comprises eight trucks (DAF/ Kenworth), 26 diggers (Hitachi/CAT), six articulated dump trucks (Volvo), plus assorted specialist support kit. It is a slick, immaculately presented operation and a proud West Coast homegrown brand. Formed in 2007, directors Darren Richardson and Ben Haddock are two of the original founders, and today, with staff numbering in the mid-30s, MBD’s cultural pillars point to people, quality, cleanliness and a social licence to operate in the community the team all grew up and/or live in. A large percentage of the staff who came on board when the business was formed 17 years ago are still there today.

To truck-heads observing the world of MBD Contracting from afar, they’re the guys who cart the enormous ‘goolies’ to the riverbanks, and that is largely correct in an incredibly simplified way – albeit, it’s only a part of a far wider portfolio.

A huge chunk of the firm’s work is indeed waging war against nature’s desire to wreck whatever we build for all the reasons outlined at the start. Fortifying riverbanks, road and rail embankments, bridge piers, transmission lines, and even the land itself against the next big – or even moderate – event. It’s all part of an MBD day in a constant race against the clock because you never really know if the latest bunch of dark clouds gathering far out to sea is the real deal or just another ho-hum half-metre of rain.

As well as their own account activities with the likes of KiwiRail and local councils, MBD subcontracts to companies like Fulton Hogan, holder of the West Coast NZTA NOC (Network Outcomes

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August 2024

29

Contract). At the end of the day, regardless of who is working for who, it really is a massive, highly coordinated and cooperative team effort with the sole purpose of keeping vital infrastructure operating, and the daily comings and goings of people and commerce seamless.

In fact, as you will read next, sometimes you don’t even know they’re there.

Southpac’ing a punch MBD Contracting has sampled a number of truck brands in its 17-year journey to date.

UD, Hino and Scania have all made an appearance, but it’s Southpac’s product offering that has found sustained favour in recent years. There are a couple of T610 Kenworths used on transporter duties, with their two three-rows-ofeight transporters. When not relocating gear, the 610s are deployed under tipulators for carting the serious stones. Six DAFs – four CF85s and two CF 530s in 6x4 and four-axle trailer trim form the backbone of the rock work, and by the time you read this cover story, two T410SAR Kenworths in the same

truck and trailer configuration as the DAFs will have joined the operation, with the two oldest Dutchmen bowing out.

“The fleet is the right size for us at the moment,” says Darren.

“When our workload increases beyond our capacity, we engage other local transport firms or contractors in the area of the work. Sharing the work around in this way has always worked well for us.

“It’s unusual work to spec a truck for. You have the need to be capable off-road and yet our operational area is over 800km north to south on the West Coast and inland across the Arthur’s Pass to Canterbury, so it’s no use having an entirely off-road spec. It means we mix up our plant on the jobs for best results. If it’s too rough, the highway trucks can feed the articulated dumpers. It’s just working out what’s required and playing to the equipment’s strengths.

“We’re coming to the conclusion that the perfect truck and trailer is probably a bonneted truck with a simple mechanical spec, not too technical. We deal with Chris Gray at Southpac in

Christchurch, and he’s been great. There’s no service agent here, and we’re certainly a hell of a long way from rescue when down at Haast, for instance. It’d be half a day for someone to get there, so simple is good.

“Bonneted? Yeah, that’s for front-axle weight distribution, traction, and central driver location. The Scanias were a good truck, although traction off road suffered because they were too heavy in the front – which sunk in the soft conditions while the rear end would spin rather than biting and driving the truck forward.

They’re really nice trucks but just not right for our application. The DAFs have been markedly better certainly, but it’ll be interesting to see how the T410s work. We think they might just be the sweet spot. We’ll see.”

Lifespan for a truck at MBD will likely be around the five to seven years and 500,000km mark. “Yes, we believe in buying new, getting the best out of the gear and then moving it on. Minimal downtime in our remote areas works best for us.

The first generation of T610s have been and gone – being modern and low kilometres

gives the next owner a great truck.

“As I said, service agents are few and far between over here, and we currently only have two guys in our workshop based here at Greymouth. Therefore we try and operate a modern fleet to minimise the amount of breakdowns and repairs required. We’ve always looked at it from the pont of view of having two options, pay for new or pay for repairs and maintenance. The type of work we do is mainly emergency flood damage work in remote areas for varied clients. Having gear always ready to go and not breaking down is a must for us.

Cab party We were here to spend two days in one of the company’s 12-month-old DAF CF 530 6x4s with Guy Norris Engineeringbuilt Hardox body and fouraxle trailer. Driver of the unit was Sean ‘Cozzy’ Costelloe.

Five years at MBD to date, Cozzy is a West Coast native, and career trucker whose dad Dermot has been with local firm Aratuna Freighters for nigh on four decades. He’s typical of both the region and the Tail-doors opened and ready for passenger off-load.

‘Cozzy’ crosses the Big Wainihinihi River. multi-generational trucking breed – a grounded professional and all-round great bugger.

Rendezvous point was MBD’s Arney Street head office in Greymouth, where Cozzy was tending to some pre-start chores. Before long, we were heading to Kumara Junction, 16km to the south.

Today’s mission was joining a swathe of the MBD team at a rail embankment fortification on the Taramakau River directly beneath the historic Jackson’s

Tavern. It’s a job they’d been on for a number of weeks and had about a fortnight to run.

Access was via a drop-off at the Stanley Gooseman Bridge, just off the intersection of Lake Brunner Road and SH73. From there, we travelled down a 2km road formed in the riverbed by MBD. At the end of the road was 17-year MBD veteran Rodney Thompson in his 30 tonne Hitachi digger. Interestingly, once completed, the riverbed will have to be returned to a

completely natural look – all signs the road was ever there gone.

Before getting to Rodney, however, we needed a load, and that came from the Wainihinihi Quarry 14km east of Kumara Junction at Turiwhate. MBD owns a number of its own quarries as well as operating others on a royalty basis over the length of its West Coast operations, allowing access to material at any point and keeping lead distances

The CF DAF cab is spacious and comfortable with maybe a little too much light coming in for MBD’s work.

manageable. The team does everything at these sites, including blasting and rock extraction. Ben picks up the thread for us.

“Yeah, we blast big pieces. An overshoot for us is pretty much anything under about a metre.

It’s just waste for us generally.

We have very limited use for it.

So, blasting is a specific skillset.”

The boulders we were after fell into the one- to three-tonne range. Depending on the job, or stage of the job, the individuals in transit might get north of eight tonne. Crikey! Your big toe’s not going to look too good with that on it. (Actually, it won’t be overly flash with a onetonner on it.)

It’s a short sharp nip off SH73, past the site office and on up to the loadout area where digger driver Bailey Hibbs was awaiting our arrival. The CF pulled its Guy Norris trolley with minimal spin on the well-matured but dewslicked access road.

Cozzy backed up, hooking the trailer into an inside-out jackknife circa Ken Forsythe in the RMD Kenworth (New Zealand Trucking magazine Christmas 1984 issue). The DAF’s abundance of glass and great mirrors allow him to see everything effortlessly, but as you will find out, there was another reason why he was so slick at executing the famous party-trick manoeuvre.

Sitting in an MBD truck while

New Zealand Trucking

August 2024

31

it’s being loaded with multi-tonne boulders – I tell you, it’s a cab party!

Let me make it patently clear, this is no slight in any way on Bailey’s superb prowess with his machine. This is just what happens when a rock weighing a tonne or more is placed on the deck and settles into its preferred riding position, sometimes needing a little encouragement to sit somewhere else. Cozzy just chatted to Bailey on the radio while I felt the need for a refund on every ride I’d ever paid for at Rainbow’s End. There’s probably no cab suspension test in the DAF factory that’ll vet the product quite like this does 10 times a day.

“We’ve done a bit on the DAFs just to smarten them up looks-wise,” says Cozzy. “I saw a Murlicht [Transport] one in the North Island and loved the way they’d blacked out the grille, so we did that. It transforms the look don’t you reckon?”

“YES! Wooo-hooo!”

Seriously though, that alone speaks volumes on the MBD approach to everything. You’d think rock carters to be rock carters, but presentation is everything here and a few extra lights, a bit of shine, a smart, tinted sun visor, it all enhances the look no end without costing the earth. It extends to the machines – in all reality, Rodney’s Hitachi is not often seen by the public, but it was crystal clean and companybranded.

“When mums are taking kids to and from school in the town [Greymouth] and our trucks are all around, they should look smart, well put together,

and safe,” says Ben Haddock. “It’s all part of your social licence to operate in the community. We want to be a brand the community is proud of. Likewise, it helps with roadside checks and inspections – another reason why new gear is less hassle.”

The truck loaded, we pull forward and back the trailer in until we hear Bailey say “Yep” over the radio.

Unrelated commercially but seen as the dynamic duo for so many operators nowadays, I give you SI Lodec scales and Bigfoot Central Tyre Inflation. The MBD fleet is armed with both, and the moment 45 tonne was reached we were on our way. Such is the accuracy of the modern-day machine scale, there’s no weighbridge in the system – where would you put it in the 800km geographical work ribbon for a start?

Aside from access to the quarry and ambling up the site road, the job we’re on doesn’t tap into the utopia that is Bigfoot CTI, but rest assured, it’s called on often to keep the show rolling.

Cozzy descends the road back to SH73, the MX engine/exhaust brake combo providing due assistance in keeping any overly exuberant gravitational effect at bay.

MBD is reassessing the potential for some permitted trucks in the work envelope, but the West Coast is a tricky customer for anyone wanting to go north of standard VDAM. Based on what we’ve said, you might be forgiven for thinking there is no bridge on the coast beyond five years old. However, that’s far from the case. There are still plenty of oldies that have indeed held

Up up and away.

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33

Just like that we’re empty.

their ground, and while commendations must go to the planners and engineers of days past, they do dog HPMV aspirations for many in 2024.

What it means at the moment, though, is the CF 530 at 390kW (530hp) and 2600Nm (1920lb/ft) has little trouble bolting away from the quarry gates and on up the valley 14km or so to the tip-off sight at Jacksons. The 16-speed TraXon 16TX2640 OD AMT picks its way through the gears and it’s all very smooth.

Yes, we’re driving along a river valley toward the main divide so we’re going up hill, but there is no real work and the MX13 does that thing it does incredibly well, dipping to 1000rpm in 13th or 14th to crest the odd lazy rise. “It’ll go up the viaduct [Otira] in 6th,” said Cozzy. “You’ve got to set them up right at the bottom corner though. Thinking you’re going to make a bunch of shifts … yeah, na.”

Behind the TraXon is the proprietary SR1360T rear-end axle set and eight-bag ECAS suspension. Up front are parabolic springs, and the brakes are disc obviously.

The ride is fine, although understandably not like a big curtain cruiser set up for linehaul. It’s a day cab and the DAFs are shod with fat front feet to optimise loading, and of course, added to that is an incredibly dense, large, pointloaded payload sitting right behind you. It all adds up, creating its own dynamic you might say.

The CF is a lovely cab environment, spacious and open, with well put together durable materials that insulate the occupants nicely. Our trim and decor were Dark Sand and Black Rock – not that there was much darkness to any of it, ironic considering what Cozzy had to say on the way back.

As you’d imagine he’s a fanatic so the easily scrubbable surfaces, like the one cladding the engine tunnel, are a help in maintaining sanity. It should wear well, although he won’t see it do so as he’s lined up for one of the T410SARs when they arrive. Being a day cab, you’ll need to leave the kitchen sink at home, but there are door pockets, front and overhead stows, nooks around the dash console and the godsend caddy tray on the tunnel.

It’s an incredibly simple cockpit with a car-like feel and look, and ‘clean’ in terms of control clutter. DAFs seem to have it all without looking busy. Convention follows the norm with gauges and data in the binnacle; direction control, switches, entertainment, climate and brake valves in the compact wrap. There’s a Smart Wheel containing all the expected smart things, with shifter and engine brake on the right steering column wand, and all the other necessities on the left. Headlight master switch is dash-mounted on the right of the binnacle – a common convention.

Jack the Knife Okay, attention all you wanna-be jackknife tippers. If you’re looking for a place to hone your inside-out jackknife tipping skills – take it from me, all roads lead to Arney Street, Greymouth, and MBD Contracting. To the MBD crew, a full jackknife tip is your primary tool of trade – like using a dropsaw for a chippie. It occurs at either end of the job as a rule, no wonder we were impressed how easy Cozzy effected the fab manoeuvre back at the quarry.

We roll down the access road off Lake Brunner Road, under the rail bridge and head towards Rodney, the distinctive orange stick of the Hitachi just visible in the far distance. The quality of the access road is instantly apparent, in many ways a work of art with a well-compacted surface and gravel bunds along both edges.

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“Yeah, we work on the principle if we’re going to access the road trucks to the job head, then make as good a road that’s easy on them as pricing will allow,” says Cozzy. It certainly works in terms of travel time to the tip point, and must pay dividends on gear preservation.

We rolled along the Taramakau River bed and I chuckled to think tourists pay half a life’s saving to see the MBD office window. The autumnal vista toward the Alps was simply magnificent.

Arriving at the tip-off we waited for one of the CF85s to discharge. We were parked out on a large flat turnaround area that was itself a completed part of the project.

With as many as six or seven loaded coal trains a day passing just out of sight atop the bank, the need for integrity in the lower reinforcement works is high. The MBD team had actually built a whole new subterranean rock apron and the visible rocks against the bank being worked now were merely the icing on a far bigger cake.

Oh, harking back to an earlier point also, to the passing motorist or train driver, the entire operation is unseen. You wouldn’t know we were there unless you got nosy.

Watching Rodney place and key the rocks into position was nothing short of breathtaking, to be frank. If I’d had a pie, a beer and a deck chair, I’d happily sit all day watching. A 30-tonne machine and rocks that weigh tonnes each, and all you could hear was a slightly heightened idle from the Hitachi, and a ‘clunk clunk clunk’ as he placed them by eye. The finished surface you could walk across almost like cobbles – it was truly a remarkable feat of machine operation made all the more impressive by the absence of a thumb on the digger stick.

‘No, we don’t muck around too much with thumbs,” says Ben Haddock later.

“You don’t need them for 95% of the work, they slow it down too much. If we’re placing rocks up under a bridge,

we’ll put the thumb on, it’s obvious, but as soon as we’re clear, it comes off. If your operator is on point, you don’t need them, and Rodney’s been here a long time. He’s pretty sharp all right.”

Cozzy pulled into position and leapt out to prepare the unit. There’s just the right amount of bling on the Guy Norris Engineering gear – classy while retaining the essential practicality the job demands.

There’s no ‘I damaged it a bit’, with these payload occupants. The gear’s either mint … or destroyed.

It’s a smart-looking combination and the black and grey work well with the environment – a bright yellow and red livery would clash with the serenity. LOL. It’s the little unseen things that always count too, like tapered deck stringers on the truck body keeping the lines nice and even.

He releases the locks and swings the tail doors on both units around, clipping them to their keepers on the left-hand side. There’s a heap of practical useable safety and productivity features built into the units, like side-access ladders and trip controls down the back under the decks.

“Guy has a high quality of workmanship and understands what we need. We have been continually developing and improving the product together over the years, and we haven’t had any major problems with it doing our hard rock work,” says Darren Richardson.

The bins are constructed in Hardox steel with 8mm-thick floor wear plates.

(Interestingly, the same resilience is built into the digger buckets.) Hydraulic gear is Edbro and the trailers run SAF disc-brake axles and air suspension.

“Everything on MBD‘s truck and trailer bodies is beefed up and has to be strong to withstand the punishment,” said Guy Norris when we caught up with him. “If it’s not Hardox, it’s high tensile.

“We have built a number of units for

1) Beautifully crafted access built into the side packaging and body by Guy Norris Engineering.

2) Tail-door sensor forms part of the now synchronised warning choir. 3) Deck plates in 8mm Hardox. That’ll meet the ‘goolies’ head-on in the tough stakes. 4) Control locks and trips operated from under the rear. 5) Tapered runners to get everything just nice. 6 & 7) Beefed up all around is part of the MBD specification.

4

5

6

7

NO STONE LEFT UNTURNED

I

t was a case of either taking on the challenge, or looking for a new job and starting again,” said Darren Richardson as he answers the ‘Where did it all begin?’ question.

Darren and Ben Haddock were working for Colin Thompson Contracting in Greymouth when Colin raised the prospect of the two lads in their mid-20s buying in. He was tiring of the ever-increasing compliance burden, deciding he needed someone else to manage this or he was ready to call it a day and do other things.

Ben was born into the game via family business Equipment Services. His dad Peter Haddock was a goldminer, contractor and general do-anything engineer, who had been instrumental in a number of key civil projects around the town – flood protection in the CBD being one. Even today, at 70, he serves as chair of the West Coast Regional Council.

Darren also came from a local business; his dad Ken Richardson was a local plumber.

Darren, however, decided pipes weren’t the dream and embarked on a different path, first working in forestry after leaving school, then for local contractor Murray Wilkins as a labourer. From there, he found his way into trucks and machinery for Colin Thompson Contracting, followed by a stint in Christchurch at Works Infrastructure (Downers) under Alan Stanton and Gary Ikin.

Then came the fateful move back home to the west coast and Colin Thompson’s business again.

Having taken the leap of faith on Colin’s prompting in 2005, the three soon approached Murray Wilkins about the prospect of amalgamating the two companies to form MBD. Murray Wilkins Contracting had Hi-rail diggers working for KiwiRail, a niche the lads identified as desirable. Now in his mid-40s, Murray, too, was beginning to succumb to the rising tide of compliance obligations, and so everyone shook hands and MBD (Murray, Ben, Darren) Contracting was born in 2007. “In case you’re wondering,

Darren Richardson (left) and Ben Haddock. If you’re going to do it, do it the best you can, and build a business the community can be proud of. we decided the ‘C’ in Contracting was Colin,” says Ben with a laugh.

The business knew what it wanted to target, taking on the bigger jobs generally, embracing the modern compliance environment as simply a part of doing business in the 21st century. They also wanted a focus on quality, cleanliness, and presentation. Murray’s wife Fiona Wilkins did the administration in their own business and came into the MBD office from the get-go with the formidable IP people like her always have. That proved invaluable.

“It’s cool building things that last, significant stuff you know will benefit the wider community for a long time,” says Darren. “You can stand back and say ‘we built that’, and be proud of it.

“We work all the way down the coast and we try to use locals in the areas we are in.

Putting money back into those communities.

Even accommodation, meals, and the services, we try to support local wherever we are.”

In the succeeding 17 years since the events of 2007, Darren and Ben have taken the full shareholding, Murray and Colin retiring from the business in 2013 and 2014 respectively.

The most striking thing about the whole MBD brand is the level of presentation, cleanliness, sense of organisation and the mood. You’ll visit 100 businesses and may strike three that present themselves at the level of MBD. It’s an alchemy often sought and rarely found.

You’ll recall Cozzy said the place is like

going to work with a bunch of mates. Staff turnover is minimal, with Darren saying any attrition is largely due to people moving away, or bettering themselves career-wise – into positions MBD is unable to offer.

“I can’t think of the last time we lost someone to the opposition for reasons of purely conditions etc. We never begrudge anyone moving on to take up the opportunity for personal growth. We can’t be everything to everyone. And we still have a large percentage of the staff who were here when we started.

“We’ve taken graduates from the local polytech but make sure they’ve attended for the right reasons. We want people who love and want to operate machines.”

In the end, it comes down to the age-old thing of people being drawn to purpose, direction, order and the real clincher, leadership … especially from the front! All of us seek to be part of something worthwhile.

Ben laughs. “The fastidious order and cleanliness thing, that’s Darren. That’s definitely Darren.”

“Oh well,” says Darren with a grin. “Keeping it tidy, it’s a great way to be, isn’t it?”

Walking out, I turn and look back at the spotless yard, shed and office complex. There are huge rocks at the gate … but they’re not the hollow decorative kind, they’re the fivetonne decorative kind. Everything about this place is real, solid and grounded.

“Hmm? Build it and they will come. Lead and they will follow.”

MBD – it’s been a magnificent lesson. The oldest payloads and the oldest principles.

The Arney St headquarters in Greymouth.

Not a stone out of place – outside and in.

Heading back out from the tip site towards the main road.

MBD over the last 10 years and learnt a lot about their requirements. It’s always a path of continual improvement, they are a brilliant company to deal with.”

“Hear the buzzer?” asks Cozzy.

“Yep, why’s that?”

“A buzzer for the park brake, a buzzer for the PTO, a buzzer for the trips, a buzzer for the tailer door being open, a buzzer for the reverse … it was annoying having so many for the different warnings. We developed

a buzzer system that changes its tone for the different alerts required. It’s a brilliant system and you know what’s happening by the tone you’re hearing.”

Cozzy backs up until Rodney gives him a toot. Trailer hoist up, and Barney Rubble and friends are gone. Forward, reverse into another inside out jackknife, and before you know it, the truck is empty. Their departure doesn’t quite induce the same party the arrival does.

I think to myself how the whole thing

could be a wolf in sheep’s clothing to the uninitiated – if it weren’t for the culture. The skills you’re witnessing are disguised in a veil of apparent simplicity, conviviality and ease. This crew has all worked together for so long, they know each other so well, and the capability level is absurd. Anyone new, who couldn’t find their jackknife point first time, who can’t climb to a quarry load-out every single time without once shuddering to a halt, would start to cause a queue, almost immediately. You’d wonder why

Left: The Godsend caddy, and the modern operators two BFFs – SI-Lodec weight systems, and BigFoot CTI. Right: It has to be one of the simplest and easiest cockpits to use in the industry.

THE ONLY RACE THAT COUNTS

I

n the 42 years since Robin Judkins and 11 mates pioneered the route used today, the Coast to Coast race has well and truly taken its place in the Kiwiana Hall of Fame. It sits alongside ‘Cheeky Charlie’ the Four Square man, Red Band gummies, and the mighty Trekka as something uniquely us. It also put the sleepy West Coast village of Kumara and its associated beach on the map as the great event’s starting point.

Road transport’s interpretation of the renowned trans-alpine endurance event is a round-the-clock occurrence, the origins of which precede the multi-sport version by some 116 years. Every day, equally hardy and resilient souls swing their machines inland at Kumara Junction, and take on one of the globe’s most scenic and challenging trucking corridors – SH73 Arthur’s Pass.

Both road and rail use the

Taramakau River valley to access Arthur’s Pass, providing the economic link between the South Island’s central west and east.

As it happens, Kumara is also where 40-year-old Sean Costelloe grew up and went to school. His own rite of passage is entrenched in this highway and the fact he is engaged in ensuring its viability for others must surely be worthy of an insightful metaphor on so many levels. I just wish I could think of one.

“Dad’s driven at Aratuna [Freighters] for 40 years,” says Sean. “He’s been off crook and is just back on deck today. We just passed them actually. I say ‘them’, because having been off for a while, he’s re-inducting on the fuel tanker, so has a trainer with him. I’m not sure how much longer he’ll keep at it, he’s passed the Gold Card now.”

Like so many of his ilk, Sean

wasn’t overly enamoured with the educational system. He found work outside of school hours via his dad Dermot’s firm, Aratuna Freighters.

“I worked on the wharf in Greymouth helping unload the fishing boats, reloading the product into trucks bound for Dunedin.”

Thinking the work and earning lark to be pretty good, he ditched school at 15 and started at Aratuna fulltime.

“Durham [Havill, Aratuna

Freighters] helped get my trailer licence fast-tracked.” That led to a seven-year stint with the firm, working his way up, learning the ropes in the traditional way.

“Did you ever do the fish to Dunedin as a driver, and close the loop on that?” I ask.

“Yes. Not often, but when I drove the FL10 [Volvo], I did take the fish down on a few occasions.”

By his early-to-mid-20s, Sean was looking for a change, and so he and wife Kimberley headed

Sean ‘Cozzy’ Costelloe is a native of the region he works to help fortify against nature’s worst.

Cozzy got the Dog of War brand new while at Road Metals. Photo: Craig McCauley.

New Zealand Trucking

August 2024

39

The International 9800i Cozzy drove for T Croft on the log-deck work. Daily crossings of the Arthurs Pass.

There is nowhere you can’t see from inside the CF DAF. you were having trouble when no one else was. It wouldn’t be a case of not being 95% on your game, in most other places you be bang on, but to work here, the requirement is 99.5%. The good news is twofold. First, practice makes perfect and my goodness you’ll get practice; and second, once you have nothing to prove you accommodate those who genuinely aspire, helping them get to where you want them.

That’s culture, and that’s Darren and Ben from those we chatted to.

Tailgates swung shut, and we’re on our way back to Wainihinihi. The CF DAF is so easy to get in and out of, an aspect that certainly lends

them to this type of work.

However, the tech encompassed within the CF may have just outreached the application.

Cozzy explains.

“The 85s were a good simple truck, manual transmissions, and not too much tech. These are beautiful machines, don’t get me wrong, but there might be just a bit much going on for our work. When we’re on the road, the emergency braking, adaptive cruise, lane departure, is all great – but off-road, when coming into the site, it can’t cope. Likewise, the AMT isn’t quite flexible enough, sometimes we need to grab four or five gears in a single hit to maintain momentum and with the AMT, two at a time is

north to the sunny climes of Nelson and the Tasman region.

“I’d been going hard for the first seven years of my working life, full weeks and more. I wanted to kick back a little and maybe get a local job, forkhoist driving … something cruisy for a bit. I applied at TNL, Sollys and Tullochs. The bloke from TNL rang and said, ‘You’ve got a class 5 and been driving at Aratuna?’ ‘Yep, that’s right.’

‘Why the hell do you want to drive a fork-hoist?’ ‘I don’t know … just something a little less full-on,’ I said. ‘No, no, we’ve got a truck for you, start Monday.’ So, that was that.

“I covered some holidays for the first few months and then was given a Foden truck and trailer on floating work around the South Island.”

A move to Christchurch

so Kimberly could pursue accounting studies at university merely relocated the domicile for the floating linehauler. “When I lived in Nelson I spent all my time in Christchurch, and when I lived in Christchurch, I spent all my time in Nelson,” Sean says, laughing. “I did four years there, it was a good work but there was just a bit of interdepot protection at times so getting stranded could be a thing.

“Frank Croft [T Croft Transport at Stillwater near Greymouth] rang me one day and said they were looking for an east-west freight driver, and being based in Christchurch was no issue. It meant I would be home most nights. A meeting was held on a Saturday morning, and there

I was, time to move.”

Sean’s new gig involved loading one day, delivering and reloading the next … press repeat.

“Being based in Christchurch was ideal, because they were the big days. I had an International 9800i curtain and you loaded straight to the deck. Although some days, there would be 30-odd pick-ups, you knew you had right until knock-off to get it done. You didn’t have to try and get back to the coast. I loved it; it was a great job.”

In time, Sean was promoted onto one of the flat-deck log trucks, another 9800i carting hay from Canterbury to the coast, and logs back.

“That was good work, but full-on. It takes its toll eventually.

I remember one morning, I’d loaded hay in a wet paddock,

we’d been towed in and would be towed out. The hay had been sitting for a long time, it was saturated, but it was a compulsory cover job, so that was just how it was. I slipped and fell off the back of the truck into the mud and goop, and I remember lying there, my hands bleeding as they did all winter when you’re covering. The day in front of me ran through my head – get this finished, take it over the hill, unload and roll up the covers, reload logs, and come back. ‘Maybe four years is enough’, I thought.

“My mate Kayne Scott had just started at Road Metals and said there was a job going on a 500 Series Hino around town, and I should pop in and see Chris Hancox who ran operations at the time. ‘Sounds like me,’ I thought. I’d missed

the take-it-easier moment in Tasman, so to be honest, the Hino sounded great. However, driver Bill Sargent had been off ill, and soon after returning hung up the keys, so I found myself on the Mack Trident All Torque, eventually getting Dog of War new.”

Road Metals was a great place to work, and I did another four years there. Four, four and four – pure coincidence really.”

Kimberley had a career opportunity back on the coast in Greymouth; it was the catalyst to ending Sean’s time at Road Metals.

It’s been five years since the move back home, and five years since Sean started at MBD Contracting. “I guess that tells you a lot. It’s a fantastic place to work, like going to work with a bunch of mates. The atmosphere

radiates down from the top; Darren and Ben [Richardson and Haddock – MBD Contracting] set the tone for sure.

“Kimberley is working at an accounting practice in Greymouth and hopefully she’ll be able to take further opportunities there in time.

We’ve got Hudson who’s three, and Sienna, two, so we’re full-on at home as you can imagine.

“The company are really great in that regard also, and if there are family needs that get in the way a bit, taking time to sort that out in a busy two-parent career household is not an issue. It’s not at all hard to see why the people stay here.

“Hudson already loves the trucks and diggers; he’s right into steam rollers at the moment.

“I guess we’re on the way again.”

it. They’ll bog down if you’re not careful. The off-road control turns the traction control off, giving more power, but that makes it worse. With the AMT, you’re better leaving the traction control on so metering the power better. I’ve talked to stock carting guys with them and they don’t have any issues, it fits their work fine, it’s just the nature of this specialist role and some of the places we go. Simple is best for us.”

Out on the road back to the quarry and Cozzy points out a quirk of geography and astronomy that’s a real issue on the coast. “We put bigger sun visors on the trucks as a rule, not to look cool but to counteract the low sun – especially this time of year and what’s ahead.

We’re nearly always heading west at some point, and the low afternoon sun beams straight into the cab at mid-windscreen height. You simply can’t see at times. The DAF has a bit too much glass and light and the sunroof needs blacking out.

There’s just so much reflection coming back to you – look how clearly you can see our own reflections in the windscreen with hi-vis gear. You need a dark cab, and in that sense, I’m looking forward to the T410. A big visor, darker tones, and less glass, no sunroof, it should be better.”

Hard decisions made simple Before you could say ‘Bob’s your uncle’, we were back under

Bailey’s bucket for another round of rubble.

I’m yet to have a bad DAF experience. They’re an easy, uncomplicated machine and a testament to good design. Their popularity both in Continental Europe and half a world away here in New Zealand, as well as repeated success at IToY (International Truck of the Year), point to the product’s quality and adaptability. They are a truly global product.

Every model lineage has a sweet model in the eyes of specific customers, and maybe the CF85 was it in MBD’s rocky old world. There’s no doubt the CF 530 can do the job, and will serve MBD well, we had a great couple of days. However, does the relentless call from the global customer base for more technically capable machines mean in some niche applications a vehicle might out-evolve itself – like sending Sheldon Cooper to do a job Richie Cunningham could happily complete?

In the T410SARs on their way, MBD is able to still spec a truck that fits its precise requirement, an engineering chromosome core to that brand’s DNA. It will be interesting to see which of PACCAR’s products ends up rocking MBD’s world. At some point the evolution in technology will mean techy trucks will be able to move the oldest payload known to man without any compromise. The rocks will certainly be waiting; time is not ‘a thing’ for them.

Special thanks What a wonderful experience delving into a company that’s always intrigued me, and a huge thanks to Darren and Ben for the welcome and fantastic yarn. So many takeaways. Of course, Sean Costelloe, a huge thank you for being our man on the front line, a wonderful company ambassador, and another from trucking’s incubator of real people.

Guy Norris, the short-notice catch-up was hugely appreciated – thank you.

Richard Smart and Chris Gray from Southpac – the constant support of our business is never taken for granted, and your enthusiasm for your product is inspiring. Thank you.

42

New Zealand Trucking August 2024

S P E C I F I C AT I O N S

DAF CF 530 FAT 6x4 Rigid day cab Tare:

11,800kg (Load certificate)

GVM:

25,600kg

GCM:

70,000kg

Wheelbase:

4550mm

Engine:

PACCAR MX-13

Capacity:

12.9L

Power:

390kW (530hp) at 1675rpm

Torque:

2600Nm (1920lb/ft) at 1000rpm – 1400rpm

Emissions:

Euro-6d

Transmission:

TraXon 16TX2640 OD 16-speed

Clutch:

Sachs (ZF) with ZF ConAct pneumatic actuator

Chassis:

260mm (side height) x 6mm

Front axle:

167N

Front-axle rating:

7.5 tonne

Front suspension:

Parabolic, shock absorbers and stabiliser

Rear axle:

SR1360T x 2 single reduction with interaxle and cross locks

Rear-axle rating:

18 tonne

Rear suspension:

Eight-bag ECAS with shock absorbers and stabiliser. ECAS remote control

Brakes:

Disc. EBS

Auxiliary braking:

MX simultaneous engine exhaust/brake

Additional safety:

ACC, FCW, AEBS-3, LDW, VSC

Additional productivity:

Eco performance, ASR, DPA (Driver Performance Assistant)

Fuel:

430L

DEF tank:

75L

Wheels:

Alcoa polished alloy wheels

Tyres:

Front: 385/65 R22.5 / Rear: 11R 22.5

Electrical:

24V

Cab exterior:

Day cab 2300mm-wide with side cab skirts. Galvanised steel bumper.

Translucent sun visor. Heated remote mirrors. Bi-reflector halogen headlights with impact-resistant Lexan lens and integrated LED day running lights.

Headlight beam for left-hand traffic.

Bumper-mounted fog lights. Central door lock with exterior light-check function.

Cab interior:

Cab trim Dark Sand, interior decoration Black Rock. Textile wall lining with sound absorption. Glass roof hatch. Airsuspended high-back driver’s seat and fixed passenger. Storage box on engine tunnel. Automatic temperature control and air conditioning. Pollen filter with activated carbon. Electric windows.

THE

RIGS OF

2014

Every cover truck holds a special place in the history of New Zealand Trucking magazine. We love to see where their road has taken them.

AUGUST

MAN TGX 35.540 8x4 Current owner: TR Group Current odo reading: 805,000km Current work profile: For sale Basic original spec: MAN D26 at 397kW (540hp), ZF 12 AS2532 OD 12-speed AMT, MAN HYD-1370/ HY-1350 hypoid, 3.7:1

RMT sold out to Stan Semenoff Transport in 2018. It, in turn, sold out to Wood & Wood Contractors. The MAN was recently returned from Woods to be put on the market, retaining its RMT livery and name all the way through.

What we said in 2014: “The big MAN is comfortable and rides well despite [Northland’s] second-rate surface. Four-coil cab suspension and heated Isringhausen seats for driver and passenger soak up the worst of the bumps without any evidence of float.”

Roydons Mamaranui Transport, Dargaville, commissioned the TGX to take advantage of the 50MAX increased length and mass allowances.

THE THE THEALL ALL ALLNEW NEW NEW FULL SAFETY FULL SAFETY SYSTEMS STANDARD SYSTEMS STANDARD ACROSS THE RANGE

THE THE THEBEST BEST BEST IN ININTHE THE THEBUSINESS BUSINESS BUSINESS JUST JUST JUSTGOT GOT GOTBETTER BETTER BETTER

96-98 Wiri76463 Station Road City, Auckland, NZ PO Box Manukau 96-98 96-98 96-98 Wiri Wiri Wiri Station Station Station Road Road Road PO Box 76463 Manukau City, Auckland, NZ PHONE (09) 262 3181 FAX (09) 278 5643 PO PO Box PO Box Box 76463 76463 76463 Manukau Manukau Manukau City, City, City, Auckland, Auckland, Auckland, NZ NZNZ 96-98 96-98 96-98 Wiri Wiri Wiri Station Station Station Road Road Road PHONE (09) 262 3181 FAX (09) 278 5643 PO POPO Box Box Box 76463 76463 76463 Manukau Manukau Manukau City, City, City, Auckland, Auckland, Auckland, NZ NZNZ PHONE PHONE PHONE (09) (09) (09) 262 262 262 3181 3181 3181 FAX FAX FAX (09) (09) (09) 278 278 278 5643 5643 5643 *TRP assist 0508 22 55 77(09) PHONE PHONE PHONE (09) (09) (09) 262 262 262 3181 3181 3181 FAX FAX FAX (09) (09) 278 278 278 5643 5643 5643 EMAIL: info@spt.co.nz *TRP assist 0508 22 55 77 *TRP *TRP *TRP assist assist assist 0508 0508 0508 22 22 55 22 55 77 55 77 77 EMAIL: info@spt.co.nz *TRP *TRP *TRP assist assist assist 0508 0508 0508 22 2222 55 5555 77 7777 EMAIL: EMAIL: EMAIL: info@spt.co.nz info@spt.co.nz info@spt.co.nz

FIND OUT MORE WWW.SPT.CO.NZ EMAIL: EMAIL: EMAIL: info@spt.co.nz info@spt.co.nz info@spt.co.nz 0824-04

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NORTHLAND NORTHLAND NORTHLAND Mitchell Redington Mitchell Redington Mitchell Redington

021 555 326

TARANAKI TARANAKI TARANAKI Adam AdamMcIntosh McIntosh

027 603 603 1023 1023 027 021 555021 326 555 326 Adam McIntosh 027 603 1023 AUCKLAND HAWKE’S MANAWATU HAWKE’SBAY BAY –- MANAWATU AUCKLAND Steve Willcocks 027 525 TARANAKI 0015 AUCKLAND TARANAKI TARANAKI NORTHLAND NORTHLAND NORTHLAND HAWKE’S BAY – 1023 MANAWATU WANGANUI WELLINGTON Steve Willcocks 027 525 0015 WANGANUI –- WELLINGTON Adam Adam McIntosh McIntosh McIntosh 027 027 027 603 603603 1023 1023 Mark Mark Mark Tucker Tucker Tucker 021 021021 276 276276 6428 6428 6428 Mitchell Redington 021027 555Adam 326 Steve Willcocks 525 0015 WANGANUI –– –WANGANUI WELLINGTON Mark O’Hara 027 2466 Mark O’Hara 2466 954 Mitchell Redington 021 555021 326HAWKE’S Mitchell Redington 555 326 HAWKE’S HAWKE’S BAY BAY BAY – – MANAWATU MANAWATU – MANAWATU WANGANUI – WANGANUI – –WELLINGTON WELLINGTON –954 WELLINGTON AUCKLAND AUCKLAND AUCKLAND WAIKATO Mark O’Hara 027 2466 954 Mark Mark Mark O’Hara O’Hara O’Hara 027 027 027 2466 2466 2466 954 954 954 Steve Steve Steve Willcocks Willcocks Willcocks 027 027 027 525 525 525 0015 0015 0015 SOUTH ISLAND WAIKATO Adam McIntosh 027 603 1023 WAIKATO SOUTH ISLAND Mitchell Mitchell Mitchell Redington Redington Redington 021 021021 555 555555 326 326326 Mike Gillespie 027 4322 491 Adam McIntosh 027027 603027 1023SOUTH SOUTH SOUTH ISLAND ISLAND ISLAND Andrew Haberfield 4798 588 Adam McIntosh 603 1023 Mike Gillespie 027 4322 491 SOUTH ISLAND Mike Mike Gillespie Gillespie Gillespie 027 027 4322 4322 4322 491 491491027 2816 840 WAIKATO WAIKATO WAIKATO ChrisGray Gray027 Tim Finlay 021 452 805Mike Andrew Haberfield 027 4798 588 Chris 027 2816 BAY OF PLENTY - GISBORNE Mike Gillespie 027840 4322 491 Chris Chris Chris Gray Gray Gray 027 027027 2816 2816 2816 840 840840 021 451 Adam Adam Adam McIntosh McIntosh McIntosh 027 027027 603 603603 1023 1023 1023 Richard Reid 970 Steve Herring Tim Finlay 021 452 805 BAY OF PLENTY GISBORNE Chris Gray 027661 2816 840 Steve Steve Steve Herring Herring Herring 021 021 021 377 377 377 661 661 661 021 377 BAY OF027 PLENTY -588 GISBORNE Andrew Andrew Andrew Haberfield Haberfield Haberfield 027027 4798 4798 4798 588 588

Tim Finlay

TD30737 TD30737

96-98 Wiri Station Road

ACROSS THE RANGE

021 452 805452 805 Steve Herring 021 377 661 021 WWW.SPT.CO.NZ WWW.SPT.CO.NZ FIND FIND FIND OUT OUT OUT MORE MORE MORE WWW.SPT.CO.NZ

Tim Finlay BAY BAY BAY OF OFPLENTY OF PLENTY PLENTY - GISBORNE - GISBORNE - GISBORNE Andrew Andrew Andrew Haberfield Haberfield Haberfield 027 027027 4798 4798 4798 588 588588

WHERE’S THAT ROAD? Now, we’ve never taken this angle on Where’s that Road before … literally! It might make it too easy, but what a wonderful majestic vista. Gav was feeling scenic.

So where was it?

A surprisingly small number of entries this month. We thought it would be far easier and attract the usual number there or thereabouts … but no, just goes to show.

The location was SH6 North of Murchison between the Mangles and Buller River bridges.

The winner of this tricky old comp was Michael Badcock from Hawarden. Well done Michael.

TO ENTER To enter, flick us an email at editor@nztrucking.co.nz Subject line: Where’s that road? August 2024 Tell us your answer, and let us know your postal address.

Note: Please include the subject line above, or your entry might get lost in the pile.

We’ll randomly pick a winner from the correct entries and see what’s in the prize basket. The competition closes at midnight on 31 August 2024.

This 7 Aug at Mystery Creek 1000+ Attendees | 15+ Speakers | 2 Panel Discussions

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Macro trends in the fleet world

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Fleet sustainability and emissions reporting

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Join us for $149 only fleetday.co.nz

JUST TRUCKING AROUND www.trt.co.nz

John Adams Faye Lougher caught up with John Adams late one afternoon in Levin as he was heading to Taylor Preston in Wellington.

The 2023 Volvo FH16 700 he drives hasn’t even done 100,000km, which explains why it and the two bulk liquid tankers were looking so sharp.

John says his father was a truck driver with Pan Pac at Whirinaki and he started down the same career path about 37 years ago. He worked for Jackson Transport in Hawke’s Bay for about 12 years, carting animal byproducts. He stayed on when Jacksons was taken over by Bulk Lines and is in his third year, running between Wellington, Levin and Hawke’s Bay. John works long days,

starting at about 11am and not getting home to his base in Napier until about midnight or 1am. He enjoys driving at night, saying the traffic is a lot calmer

and more peaceful at that time.

“I don’t have any problems at all, although there are a lot of cowboys on the road. I like being home every night – I

don’t want to be staying away.”

John was quick to answer the vexing question of who his favourite singer was. “Bob Marley, of course!”

Brabhjod ‘Brab’ Singh Brabhjod ‘Brab’ Singh was taking a break in Picton having crossed the Cook Strait from Wellington, on route to Christchurch, with his Iveco S-Way parked up at Nelson Square. Having just crossed into the South Island himself, Gavin Myers spotted the Iveco and thought it would be a perfect opportunity for a yarn.

Brab is based in Hamilton and has been floating for Mainfreight for a year, having previously worked in other areas of transport, such as freight and waste.

“Floating is really nice; I really enjoy it and never get bored of it.

Some of the guys complain about it, but I’m one of those who loves it. For the last seven years, I was doing local driving, so this is totally different,” he says.

Brab is proud to be part of the Mainfreight family. “It’s really nice cruising around for Mainfreight, seeing New Zealand,” he reiterates.

“Mainfreight really looks after us – good management and all. That’s all any driver looks for – if management will look after them.”

As for the S-Way, Brab finds it to be a great cross-country companion. “It’s going well so far. Everyone asks the same question and, yes, the S-Way is really nice … it’s changing minds about Iveco. I drove older Ivecos before and this is a total change, a good change.”

The day’s vexing question was whether Brab would prefer to fly or drive to his holiday destination. His definitive answer: “If I can drive, I will always drive – especially in New Zealand!”

46

New Zealand Trucking August 2024

WHEELS AT WANAKA MEMORIES

It’s Wheels at Wānaka 2025 – anything with wheels qualifies, so if you’re taking the covered wagon and you live north of Taupō, best you start hitching up now.

Gainfully employed in bringing the C&R Developments machinery contingent to the show, the company’s T908 Kenworth could also share in some of the glory. Driven by Murray Peake, it is one of six Kenworths in the company’s arsenal.

FOUR EPISODES A MONTH

Blokes Yarning

VOCATIONAL THE NEW ZEALAND TRUCKING MEDIA PODCAST FAMILY Keeping you entertained and up to date.

Head to your favourite podcast platform or www.nztrucking.co.nz/podcast

Plus the On Schedule episode with NRC

TOP TRUCK

THE

RURAL T WAY

GVT Landline is a longstanding name in North Canterbury transport. Iveco is one of the newer truck brands in its fleet, and the new S-Way is taking a starring role thanks to its availability, value and driver appeal.

Story and photos by Gavin Myers

48

New Zealand Trucking August 2024

he great thing about the New Zealand Trucking magazine Top Truck is that any truck can be included. Those so flash you wouldn’t want to put them in operation, or the honest,

down-to-earth hard workers that comprise so many fleets – they’re all Top Truck potential. When GVT Landline driver John Marr contacted us with news his new Iveco S-Way dropside unit was on order, we knew exactly what to expect – a truck that brings together all that’s encompassed in an authentic rural transport operation that has a rich history in the North Canterbury region.

From its base alongside SH1 at Glasnevin, GVT Landline operates a fleet of 21 trucks of various makes and models. Six of those are Ivecos, two of which are the new 570hp S-Way – one high-roof stock unit and John’s dropsider fitted with the 2.5m-wide Active Space Low-Roof (3300mm) cab.

“None of our bulk units can have high roofs or aero kits …

This is the tallest flatdeck we have in the fleet, and it only just gets

under the chutes at Ravensdown,” says John.

Regular readers of the magazine may recognise 29-yearold John from our article on Flat Point Station (Lucky Stars, February 2021), where he drove for three years. “I came back from my OE and was browsing Trade Me, and the job at Flat Point came up offering to pay for the class 5.

I grew up on a farm and always had diesel in my veins, so I had my class 4 … It seemed pretty interesting, so I applied,” John explains.

“Eventually, I decided I’d rather be on this side of the Strait. I came back home to Canterbury with no intentions of what to do. So I rung up Marco [Woelders, director, GVT Landline] one day to see if he was looking for a driver … he had a spare truck in the yard, so that was that. I started in August 2022, and that Christmas, he asked if I’d be keen on a new unit – the Iveco.

The only part of the deal was I had to put up with no money going into tidying up the old girl, which didn’t even have working aircon!

“But I love the variety and the anything-and-everything aptitude of dropsider work. Today, it’s Tīmaru for fert, tomorrow it could be bailage into Lake Sumner.”

The wait for the Iveco to arrive would be worth it, though. Fleet No.654 may appear outwardly

The S-Way is tall for a drop-side unit, but looks as good in this application as any other.

John Marr is chuffed with the S-Way. “It’s great on traction!”

GVT’s distinctive green livery is a common sight on Canterbury roads.

9.7m drop-side trailer another quality build by TES.

S-Way cab offers plenty of space and comfort for days navigating rural roads.

Two S-Ways in different rural applications.

simple, but it’s in fact perfectly equipped for the task at hand.

The truck, riding on front leaf and rear air suspension, sits on Alcoa Dura-Brights and rides on large 295/80 R22.5 tyres all round, giving it a little extra ground clearance. The drive axles are fitted with TRT Traction Air. “It’s great on traction,” John comments. “Off-road ability is huge for us. The trucks need to be able to handle the gravel roads in the high country. We go all the way up to Lake Sumner.

A lot of people think we’re nuts for that, when they hear we take truck and trailers in there …”

The trailer is a new 9.7m fiveaxle TES unit riding on polished 19.5in wheels and underpinned

by Wabco’s height-adjustable OptiLevel electronically controlled air suspension, with

50

a rear lift axle. It is fitted with Wabco SmartBoard, and John can control its functions from the Wabco OptiLink mobile app. Again, this all hints at the thinking behind the unit’s ability to tackle the toughest highcountry roads. Tauranga canvas tarps finish the trailer.

“We’re happy with it; TES builds a good trailer,” says John.

“With a five-axle, I now have to be careful where I go. There’s one station I won’t even attempt with this. But it tracks very well, better than I was expecting on some of these roads.”

As for the truck deck, it’s an old Guy Norris deck that was fitted to the old Hino 700 John drove previously. “It’s been modified a number of times over the years; this is the third truck it’s been on!” John says. The truck features

New Zealand Trucking August 2024

factory scales on the rear axle, allowing John to keep an eye on loadings.

With the truck coming in at 13,300kg and the trailer at 7200kg, the decision was to run the unit at 50MAX, but application for a 54-tonne permit is in the works.

“When the truck was ordered, Marco hummed and hawed about putting a five-axle trailer on it, but we worked out that it would be quite advantageous to have the bigger trailer given the unit’s tare weight,” John explains.

As for the rest of the truck, it’s pretty much standard S-Way. John benefits from the likes of LED headlamps, adaptive cruise, lane keeping assist and full autonomous emergency braking. The cab is hard-wearing and practical, featuring a fridge/

freezer under the bunk and plenty of storage.

“It’s a great truck to drive,” says John. “The auto in this is superior to anything I’ve driven before, and it’s amazingly quiet. It wasn’t until I got this that I realised how much my old trailer rattled, towing it before the new one arrived.”

Marco is complimentary, too, explaining that he enjoys a good relationship with Straun Syme (South Island sales), and Iveco has been able to supply the trucks as GVT needed them.

“At the moment, they’re all good – comfortable for the drivers and with good standard features, which helps with driver retention. Unfortunately, that’s just the game we play … though bells and whistles can be a pain in the arse on the terrain we drive.

“I see them as not a top-ofthe-line Euro truck, but they’re less cost [than other Euros], and in the work we do, that’s a big difference,” Marco says.

Spoken just as you’d expect from the man behind a good, honest rural contracting operation.

TOP TRUCK

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2023 Western Star 4864 FXC | Cummins X-15 at 447kW (600hp), Eaton Roadranger 18-speed | Owner: Prestige Building Removals | Drivers: Tom Worrall and Keirod Saussey | Operation: House and building movements, North Island | Photographer: Carl Kirkbeck

Top Truck

FEB 24

Top Truck

APR 24

NOVEMBER 2023

Top Truck

JUN 24

NOV 23

A

ll 11 Top Truck winners from September 2023 until August 2024 are in the running and hungry for your votes to take the crown.

Once again, Power Retreads is supporting the competition and has put up the major prize for the winning truck – a set of eight premium Vipal drive-axle retreads, valued at between $3500 and $4500.

Likewise, Little Truckers’ Club contributor and renowned truck artist Rochelle Thomas will again present the winner with an illustration of their truck.

Voting will be via public vote on the New Zealand Trucking website – from Friday, 2 August until Sunday, 8 September. Head over to nztrucking. co.nz and simply tick the box next to the truck you want to vote for. You can vote for each truck once a day.

The winner will be announced in the October issue of New Zealand Trucking magazine.

Good luck to all those who have trucks in contention!

Top Truck

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2023 Kenworth K200 Aerodyne | Cummins X-15 at 447-458kW (600-615hp), 18-speed Roadranger | Owner: Millers Flat Transport | Driver: Graeme Beel | Operation: South Island stock cartage | Photographer: Craig McCauley

FEBRUARY 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2023 IVECO X-Way 570 | IVECO Cursor 13 at 425kW (570hp), 12-speed Hi-Tronix | Owner: Birchfield Coal Mines | Driver: Gary Graham | Operation: Coal cartage, West Coast | Photographer: Craig McCauley

APRIL 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

OCT 23

OUR QUALITY MAKES TYRES NEW AGAIN

DEC 23 / JAN 24

SEPTEMBER 2023

MAR 24

2023 MAN TGX 26.640 Gen 3 | MAN D38 Euro-6 at 471kW (640hp), 12-speed ZF | Owner: R & H Transport, Christchurch | Driver: Hayden Campbell | Operation: General freight nationwide for Mainfreight | Photographer: Andrew Geddes

Top Truck

MAY 24

It’s time for the John Murphy Memorial Top Truck 2023-24!

SEP 23

TOP TRUCK OF THE YEAR 2023-24 2022 Scania 770S | Scania DC16 Euro-6 V8 at 574kW (770hp), Scania Opticruise 12-speed | Owner: Gerard Daldry, Protranz, Christchurch | Driver: Gerard Daldry | Operation: Dropside tipper and stock cartage | Photographer: Andrew Geddes

Top Truck OCTOBER 2023

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2023 Scania R540 | Scania DC13 Euro-6 at 397kW (540hp), Scania 12-speed Opticruise | Owner: Scott Carrying Co, Kaiapoi | Driver: Hamish Stuart | Operation: Refrigerated freight between Christchurch and Auckland | Photographer: Craig McCauley

Top Truck DEC 2023 / JAN 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2022 Volvo FH16 750 | D16K750 at 550kW (750hp), 12-speed ATO3512F I-Shift | Owner: Rock and Rubble, Auckland | Driver: Jamie Southey | Operation: North Island bulk aggregate transportation | Photographer: Carl Kirkbeck

Top Truck MARCH 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2023 Isuzu Giga CYJ 530 Super-High | Isuzu 6WG1 - TCS at 382kW (527hp), 16-speed Isuzu MJX16 AMT | Owner: Lomas Transport | Driver: Graeme Clayton | Operation: General freight, golden triangle | Photographer: Gavin Myers

Top Truck MAY 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

JUNE 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

September 2023

MAN TGX 26.640 Gen 3

R & H Transport, Christchurch

October 2023

Scania 770S - Grey Ghost

Protranz

November 2023

Western Star 4864 FXC ‘twins’

Prestige Building Removals

Dec 23/Jan 24

Scania R540 - No Bad Days

Scott Carrying Co

February 2024

Kenworth K200 Aerodyne

Millers Flat Transport

March 2024

Volvo FH16 750

Rock and Rubble

April 2024

IVECO X-Way 570

Birchfield Coal Mines

May 2024

Isuzu Giga CYJ 530 Super-High - Hauraki Hauler

Lomas Transport

June 2024

Scania R650 Highline sleeper - Man of Steel

Road Transport Logistics

July 2024

Mack Super-Liner LT - King Kuri

Clive Taylor Haulage

August 2024

IVECO S-Way 570

GVT Landline

AUG 24

TOP TRUCK CONTENDERS

Scania R650 Highline sleeper | Scania DC16 122 L01 at 485kW (650hp), Scania Opticruise G33CM1, Scania RB735 Hub Reduction | Owner: Road Transport Logistics | Driver: Errol Steel | Operation: Livestock cartage from its base in Heriot, West Otago | Photographer: Craig McCauley

JUL 24

SCAN HERE TO GET VOTING! 2005 Mack Super-Liner LT | Caterpillar C15 at 410kW (550hp), 18-speed Eaton Roadranger | Owner: Clive Taylor Haulage | Drivers: Andrew ‘Sooty’ Breach and Andy Maynard | Operation: Aggregate cartage, North Island | Photographer: Carl Kirkbeck

Top Truck JULY 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

2005 Mack Super-Liner LT | Caterpillar C15 at 410kW (550hp), 18-speed Eaton Roadranger | Owner: Clive Taylor Haulage | Drivers: Andrew ‘Sooty’ Breach and Andy Maynard | Operation: Aggregate cartage, North Island | Photographer: Carl Kirkbeck

Top Truck AUGUST 2024

OUR QUALITY MAKES TYRES NEW AGAIN

www.nztrucking.co.nz

From left: Emma, Toby, Maddison and truck driver #selfiepro Grant.

by’ Wilkins sitting on Grandad Robert ‘To Lyell Hotel in the the a load of barrels at . rge Upper Buller Go

FAMILY TRADITION THE

Vocational trucker Grant Wilkins is happily surrounded by the industry he was born into – father, brothers, cousins, they’re everywhere and have all drawn a living from driving. We sat down for a chat with this passionate realist, about doing it from the ground up.

Story and photos by Dave McCoid

I

worked on farms in the ‘Murch’ [Murchison] area when I was at school,” says 42-year-old Grant Wilkins with a smirk everyone north of 40 knows well. “‘I’ll drive your tractors and do your farm work, but I won’t milk your cows’, I used to say. If I’d milked cows I would have been there forever! I didn’t want to get into the milking cows racket.”

It couldn’t have possibly been cows. Cows are a tie, and people born into this industry tend not to excel in jobs that are a tie.

The truth is it was never going to be anything but trucks for Grant and his brother Bob. Both his father Paul and grandfather Robert ‘Toby’ Wilkins were truck drivers. Paul started his career in trucks working for the Ministry of Works and Grant says this is where his first memories of his

52

Dad’s work life start. He then took a job at TNL’s Murchison depot working under Alan ‘Big Al’ Bradley driving a Mercedes-Benz spreader. He progressed from the spreader onto an N-Series Volvo when his brother-in-law and fleet driver Charlie Lynch took on an owner-driver gig at the company.

Charlie was married to Paul’s sister Rhona, and ran successive V8 Mack Ultra-Liners on stock as an owner-driver, one a 525hp and then a 575hp; it didn’t get any slicker back in the day … probably wouldn’t now.

From the Volvo, Paul moved on to a Mitsubishi carting produce south and resin back to the Nelson Pine board mill in Richmond. It was the first of two Mitsis he drove for the famous transport brand, and trucks Grant would go on to drive when

New Zealand Trucking August 2024

he was passing through class 4 qualification on his licence journey.

Following a spell working for local company Nelson Lakes Transport Paul returned to TNL, this time working for ownerdriver Mike Babcock, doubleshifting a Kenworth K104 on a week-about Nelson/Christchurch freight run that swapped at Murchison.

It all meant the action for the young Wilkins lads was big, real, and constant. From an early age they could be found happily riding shotgun with Dad in a TNL rig, or thump-thumping up the road with Uncle Charlie.

“I remember going to Christchurch when Dad drove a F10 Volvo. If it was the holidays Mum would come also, and I would fall asleep on the engine

tunnel, with my feet hanging over one side and head over the other!”

Networks and knowledge Post-school Grant moved to Nelson taking work at a local sawmill. Terry Chapman was a Murchison bloke who was working in management at TNL and he knew the young Wilkins well. He phoned Grant about a cadetship and at just under 20 years of age, Grant found himself at the firm that provided so much of his childhood entertainment and put food on the family table. He worked his way up through classes 2 to 5 with MasterDrive’s David Semaine overseeing progress.

Interestingly David’s still in the training business today with wife

1

3

2

4

1) Paul at work with the Mercedes-Benz spreader he started out on at TNL. 2) The Volvo N-Series he progressed to. That’s a young Grant on the tank. 3) Father and sons spent many hours in the TNL Mitsubishis Paul drove. 4) Paul in later years at Johnson Brothers.

Robyn, operating Platinum Driver Training in Nelson.

Grant started where you did back then, on an aroundtown Isuzu delivering beer kegs before moving on to a

Mitsubishi Fighter and larger freight deliveries. A bigger 8x4 Mitsubishi saw him into class 4 and 5 work as well as stretching his legs out to Blenheim and the districts beyond.

Then came the jump to a bigger truck. A Freightliner Argosy curtain-sider with Caterpillar C12 power. “Shit, it was a rough-riding thing!” he says with a laugh. “My first week

on it the boss said ‘are you right to go to Auckland?’ So, I was going to Auckland. I got held up waiting for a home load and ended up having to run through the night back to Wellington to

New Zealand Trucking

August 2024

53

Uncle Charlie Lynch was OD at TNL, running a couple of V8 Macks in that time.

1

2

The only pic taken of trucks driven by father and two sons. Bob drove the Murchison Transport Volvo FH, Grant the TNL Freightliner Argosy, and Paul the Kenworth K104 of Mike Babcock.

3

catch the ferry. I was shitting myself. I latched on to someone and followed them down but that was not fun!

“I carted fish out of Picton to Dunedin, that was good work, I enjoyed that. I remember the first load I ever did just happened to coincide with ‘O’ week in Dunedin … yes, that was ‘interesting’. There was certainly plenty to see.”

4 1) Grant’s DAF 85CF. 2 & 3) The Isuzu GIGA grant drove at TNL for six years. A truck he said was a good machine. 4) The Western Star was maybe not the ideal truck for site access on pipe deliveries, but Grant enjoyed the challenge of big loads under covers.

54

New Zealand Trucking August 2024

Hitting your straps Lift-out siders marketh the metal of the man, a clear sign you’ve

come of age because all the skillsets have to be present. By his mid-20s, Grant was moved on to a DAF 85CF 430 lift-out sider kitted out with drain channels and tanks for carting mussels. “I actually spent most of the time with the sides out, they were 1.4m high and so weren’t a lot of use for anything.”

With the arrival of daughter Maddison, Grant needed to be home a little more often, for a while at least. He came out of the DAF and into a Freightliner Century Class on a Nelson/

Left: A load of longs in 2024 is now the rarer of the two log truck configurations.

Above: Grant at the wheel of his pride and joy.

Below: Grant tends to the restraint requirements.

Christchurch grocery swap, meeting the northbound unit at Maruia between Murchison and Springs Junction. “That was an education. It amazed me how people would park in the loading

zones at the supermarkets and then want you to move so they could leave. ‘Agh … no’.”

A year on the grocery work, and he was back on a lift-out sider. This time a brand-new

machine, an Isuzu GIGA 530 with an AMT transmission. Grant spent six years in the big ‘Suzy’ and said “It wasn’t a bad truck at all”. He did mussels, timber, rural, and general on linehaul around

the South Island – one of those jobs where you see all kinds of places, meet all kinds of people, and have all kinds of adventures.

“Yeah like going to Godley Peak Station at Tekapo with a load of pipe and needing to be dragged all the way in.”

Grant was with the truck right through the tenure of its lease at TNL. Variation is the spice of life and a Western Star 4864 and 15m flat-deck quad-semi is about as far from the Isuzu lift-out side truck and trailer as you could get.

“Yeah, it was okay – hot and loud, but it went good,” says Grant. The Star ran a 15-litre Detroit Diesel and Eaton 18-speed AMT trans, with the bulk of the work profile house frames, general, and concrete pipe.

“It wasn’t that suited to the pipe work. The attack angle was not as good as the Isuzu, so it would foul at the front, and then getting up onto some sites it would hang three of the four semi axles on occasions.

Sometimes the pipe would break, there was that much stress. It did bloody well really.

“I loved the general work, loading freight and then covering it so the covers were tight without flaw, and then heading up the road. I remember one day I got 120 cube on the big semi – breaking down pallets and hand stacking.”

Green shoots “The marriage fell apart and I’d had a enough of the linehaul.

Just a messy stage in life. I asked the boss if I could come off linehaul work and he said it was

New Zealand Trucking

August 2024

55

The T610 in shorts configuration not long after Grant went on the truck.

Grant Wilkins, proud of his lineage in trucking.

that or nothing. So ‘we’ chose the latter.”

That was seven years ago and Stuart Drummond Transport was looking for a relief driver come yardman. Grant thought that to be just the ticket, so applied, and got the job.

“I did that for a couple of years and really enjoyed it, after which an opportunity came up to go into operations and give that a go. Like all operations jobs it had its moments, but to be fair I’d probably not been in the log game long enough to have the core knowledge for the operations role. Also, being a driver didn’t help because as soon as you were short of hands you’d get back behind the wheel to make up the numbers.”

A bit over a year in operations and he was back on the road in a Cummins EGR-powered T408 Kenworth long-shorts unit, exAaron Hamilton at Pan Pac. “I’ve sort of found my

home with logs, I really enjoy them. I like doing something different and so the long-shorts thing suits. It’s always good, challenging driving too.”

Just under two years ago, Grant was handed the keys to a new T610, a truck its owner Brodie Drummond had given him input into speccing.

“That was cool having a say in it. It gives you a sense of ownership in the final product.

Brodie had driven a longshorts unit himself and my cousin Bevan Lynch [Charlie’s son] worked in the office at Drummonds and he’d driven at McCarthy Transport, so there was a lot of knowledge to tap into.

“I’m rapt with it, it’s a bloody nice machine.”

The T610 has the venerable Cummins X-15, 18-speed Eaton Roadranger manual transmission and Rockwell 46-160 rears on AG460 suspension. Log gear and four-axle trailer is of course Patchell Industries – a stalwart brand in the Drummond fleet.

There’s nothing about the unit that won’t stand the test of time.

Grant works the Tasman region predominantly, in both on- and sometimes off-highway log work. Once longs units defined the genre, now there’s a novelty value in operating an on-highway longs unit. Having the Goldpine post and pole mill in the Golden Downs Forest ensures longs configuration is not a once-in-a-while thing.

A truckie’s way Fighting who you are can be a road to ruin; embracing it an adventure. There’s no question when you’re with Grant in the truck there’s an instant awareness he was born into this gig, it’s in his blood.

There’s a lineage to both celebrate and draw on. Those raised in the game by the old heads never flout their capabilities because the minute you think you know trucking … you discover you don’t. Trucking is the endless education, and Grant the embodiment of the humble capability trucking instils in its true graduates. It was partner Emma’s pride in her

man’s achievements and the new Kenworth that led us here.

Grant’s son Toby, named in honour of his great-grandfather Robert’s nickname, will choose his own path, but when the prolonged stare at a passing rig invariably happens, there’s no doubt he’ll be in good hands.

Paul’s story completed Just to tie up the story’s loose ends on Paul’s story for you propeller heads.

After TNL Paul took work at Murchison Transport, which became part of Bulk and General who were in turn eventually bought out

by Westport’s icon trucking brand Johnson Brothers.

With the Hilton Haulage buyout of Johnson’s in 2023 Paul has taken a retirement job driving a local school bus in Murchison.

New Zealand Trucking

August 2024

57

HYDRO

HEROES Story by Faye Lougher

Photos: JB’s Environmental collection

First job for BIGSKR.

JB’s Environmental began life as one man and his dog 25 years ago; today, it supports close to 65 staff and their families.

I

n August 1999, John Matangi was working for a dairy company delivering town milk when he was called into the office and dismissed.

“I’ve always had a very strong personality, and I’ve never had any hesitation in saying what I thought. We had a new boss who had been there two weeks, and he didn’t like what I had to say. I was dismissed for not having enough rest period on my logbook – by 15 minutes.

58

I never falsified my logbook because they always told me, ‘Put it in your logbook if you’ve got a good reason.’ This was the morning my second daughter Sara-Jay [known as Jimmy] was born. So that’s when I really had to grab the bull by the horns and run with that.”

Before being dismissed, John already had his water carts and septic tank truck set up with the intention to leave and give himself 110%.

New Zealand Trucking August 2024

“The reason I went for septic was purely about doing something that no one else really wanted to do. It was – and still is – hard work, and most people don’t have a palate for it. The water complemented it. The idea was when one was quiet, the other would take over, which really did work.”

John set up his own septic tank truck, piecing it together out of about three different trucks with the help of a few friends, and he was on the road for $14,000.

That first truck was a JCR Isuzu 4x2 with a 7000L tanker. The tanker was later swapped onto

an FTR Isuzu with a six-speed gearbox.

The business was called JB’s – it stands for John Boy’s – because he wanted something short and easy to remember. “It was just me in the beginning and the business was so small I used to write the invoices by hand.”

Within 18 months, the business began gaining momentum and JB’s customer base grew. To satisfy customers’ requirements, he needed to grow his team and buy a second septic truck.

At this stage, JB’s was predominately involved with septic and water, but John’s

JB’s first water cart – 1997. operator ability and can-do attitude allowed him to evolve into other areas.

“I always answered the phone and turned up and just said, ‘Yes’. ‘No’ never featured in my vocabulary. It was really just about me saying, ‘Yes, I can do it.’ And then the same old story – you just figure out how you’re going to do it. We added more water tankers and we also had tippers and flat decks. We were carting silage, live chickens, timber – all local stuff – and we started doing firewood in 2004.”

Initially, JB’s was run from John and his wife Karen’s home, and the firewood yard was on the site of the former Kohitere Boys’ Home. As the business grew, he started looking for a larger site.

In 2012, JB’s moved to a 6ha site with glasshouses previously owned by a garden nursery in Tararua Road, Levin. Some 3ha are concreted and 1.2ha undercover, which is not only perfect for drying firewood but also for storing equipment and undertaking maintenance. Today, to keep the fleet operational and the team working, JB’s does its mechanical work, detailing and signwriting inhouse.

At this point, JB’s had a team of 15 but John was already looking to the future – in particular, large infrastructure projects in the region, including Transmission Gully and Mackays to Peka Peka and Peka Peka to Ōtaki.

“I anticipated the need and opportunities and got into it rather than just talking about it.”

John’s ability to answer the phone, say yes and turn up saw JB’s rapidly grow. Not only did the projects encompass the liquid waste, water and hydro

excavation services, they also called for water carts (for dust suppression), hire equipment and an RE wall construction team.

“We started building GTSUKD in 2014, and it came on the road in 2016. That truck was $735,000, and I didn’t have a single job lined up for it. That’s backing yourself!” says John.

“That truck has now done a lot of work, and it is still a fantastic, reliable machine. It’s never missed a beat.”

GTSUKD is based on a 460 Isuzu and was built by Kaiser Ag to John’s specification. “My bodybuilder, David Fitz from Kaiser Ag, has been building trucks for us for about 23 years.

As I’ve grown and learned along the way, I’ve told him what I require, and with my practical experience and vision and his engineering knowledge and ability, we’ve built some absolutely fantastic trucks. I haven’t had a lemon – not one – from David at all; they’ve all been brilliant.” John invests heavily in industry-leading equipment and technology to ensure his business can take on specialist projects.

JB’s was involved in building Bridge 24 on Transmission Gully, completing the job only one day later than the scheduled deadline, despite delays holding up the start date by three months.

“We just worked our butts off; we just worked and worked and worked,” says John.

Moa Point was another major project for JB’s. “They knew nothing about us then, because we were mostly just operating in our own neighbourhood,

John and the first septic tank truck – 1999.

The expansion begins, the growing fleet of 2004.

JB’s first $1 million truck and air excavator – BIGSKR.

GTSUKD working on emergency response in Hawke’s Bay after Cyclone Gabrielle, March 23.

and they were asking us where we came from. We had the best gear there, and our capacity and our turnaround times were a lot more efficient.”

John’s wife, Karen, has been involved with the business from the start. In the early days, she did the office work, but the couple realised they needed outside help as their business grew. At this point, Karen’s main priority was raising the children.

“Karen was busy at that time being a stay-at-home mum because we were well on our way to having four kids, and I did place a lot of emphasis on putting the right energy into our kids.”

The Matangi children have always been actively involved in the business, from riding along in the trucks as kids and working in the school holidays to now being competent driver operators. “From the time Karen was still carrying them, they were riding around in the trucks. I’ve had customers that have seen me go from myself and my fox terrier, no kids, to four kids and a fox terrier!”

John says he’s always been a hands-on dad and often took his children out on jobs with him.

Some of his proudest moments were working with four kids in tow. Once they were old enough to help, he paid them for their work.

Growing up, the kids had a firm understanding of the dedication, sacrifices and hard work that the growing business required. The Matangis often spent their time after school, in the weekends and holidays, working and hanging out as a family.

The children were encouraged to gain their truck licences so they could help out in the business. “My brother Charlie and I have our class 5 licences, and my sisters have up to their class 4s, and we all have our wheels, tracks and rollers, DGs and forklifts,” says daughter Jess.

“Acquiring our licences was a given. It complements our ability to work and provides flexibility on where we can be scheduled, what we can operate.”

A family entity from the start: JB’s advertising card 2001 with daughters Antonio and Sara-Jay; the Matangis’ 2007 Christmas photo; Jess, JB, Antonio and Charlie onsite.

Jess returned home from boarding school when the country went into lockdown.

“During lockdown, my sisters were home from university, and we were all together as a family for the first time in a long time.

Being essential workers, we were still operating, and I realised whatever I wanted to be in life, I wanted to be essential. I could’ve gone to university and learned all the theory, or I could learn in a hands-on way.”

In 2020, Jess and Charlie joined the business full-time, departing high school early.

Antonio is currently working with her partner’s company utilising her degree in marketing and management. Sara-Jay has recently graduated with a Bachelor of Laws and Bachelor of Arts and is currently working at a law firm in Queenstown.

Jess says there was a long time at school where she was just going through the motions because she had to. Fast-forward to today, and “I bounce out of bed and enjoy what I do. No day is ever the same. It’s a fast-paced work environment filled with a lot of great people I am able

learn from.”

Charlie joined JB’s full-time as soon as he turned 16. Jess says her brother is a carbon copy of John. While Charlie was academic at school, he was itching to get to work.

“Charlie’s a little Dad when it comes to driver ability and competency. As he’s worked through his licences, we’ve seen him really grow into himself.

He’s got a lot to offer as he gets older. When it comes to his operator ability, it’s definitely there. He’s out in the trucks daily and can cover off all aspects of

The day the daughters Jess, Jimmy and Antonio got their class 4s. Right: Charlie with the Mack CH hookbin unit JBSHKR.

Operations manager Stephen Coombes with wife Coral and daughters Karleigh and Mila.

Regan Roberts with kids (in age order): Akaysha, Natalia, Isla and Raiden.

whatever the requirements of the job are.” Charlie thrives on responsibility and thoroughly enjoys the people he meets and the different places the work takes him.

It’s hard to pigeonhole JB’s because it does not solely fall into the transport industry nor the construction industry.

“We’re in a specialist field in which we have skilled driver operators. Our guys can not only drive, but also operate the vacuum units in challenging conditions, which is a separate skill set with many different

applications.

“Our industry is not easy. It’s physically demanding work and long hours, week after week. It’s an industry that never lets up.

We are also a 24/7 emergency response operation.”

Together for the future In preparation for the company’s 25th anniversary, Jess went through the photo album and realised how many of their employees were friends from way back.

“I found a lot of photos that

date back to the friendships that Dad and Mum have built over the years. A lot of our team joined our family’s journey years ago and are part of the JB’s family today. Our retention rate is a testament to the solid foundation of good relationships, sharing the journey’s wins and offering rewarding remuneration.”

Today, JB’s is well on its way to having 25 hydro/air excavation trucks, five frontline septic tank trucks, three frontline domestic water carts, and many other items of specialised machinery that complement the business of hydro excavation, liquid waste and water. Most of the vacuum units are priced well over $1 million and are highmaintenance pieces of plant.

Jess says there are many reasons why JB’s has become the business it is today.

“In a nutshell, it’s because we have a fantastic team who turn up with the right attitude and skill sets to complete the job to a high standard. We have great management who answer the phone and say, ‘Yes’. It’s led with experience and enthusiasm, and we’ve got modern, industryleading equipment that can complete the big jobs. I think this simple combination is what sets us apart.”

John says that his and operations manager Stephen Coombes’ combined years of experience mean they understand task timeframes, people’s abilities, equipment and any complexities that need to be taken into account, such as

weather, traffic and the nature of the job.

“We know what it’s about. We don’t climb all over our guys, and we don’t tell them a job shouldn’t take that long, that they should be finished by now.

Those words don’t exist in our vocabulary.”

Jess says they are more likely to ask their employees what help they need and offer troubleshooting methodologies.

“The important thing is that we don’t set them up to fail. We measure and match equipment, skill sets and competency levels to a particular job. We make sure we’ve got it right to ensure customer satisfaction is achieved.”

For years, JB’s has trained, upskilled and licensed its team, with a future focus on scaling its training programme to meet the growth of the business.

Stephen Coombes (Steveo) and driver operator Regan Roberts are two of many who trained, upskilled and gained their licences alongside John in the early days. “They have since returned and today are integral to the success of JB’s.

Steveo fronting JB’s HydroCycle and securing and strategically scheduling the hydrovac works.

Regan is flying the JB’s flag on site operating,” says Jess.

“More recently, we’ve trained two additional class 2 operators, four additional class 4 and one class 5. The goal is to get them on a pathway that not only gives them the skillset and competency level but also the tickets and wages that align with

Mechanics Wayne, Ray and Farris with the fleet they keep operational.

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those,” she says.

“One of the things that I truly believe in is to empower people to be on the journey with us,” says John. “We’ll be successful together.”

John is also keen to foster the next generation of operators by allowing his staff to take their children and partners with them in the trucks whenever possible.

“We really embrace it. I just say if they can get them onsite, just make sure they’ve got the correct PPE and follow onsite protocols.”

JB’s has also hired four South African drivers, and John tells the story of how they hired Abu Jappie, who has become a good family friend and a valued team member who drives MRMEGA – JB’s biggest hydro excavator.

“His wife rang me from South Africa. I was driving back from Hawke’s Bay about 10pm and kept getting calls from this foreign number. I’d hit ‘reject’, but whoever it was kept ringing back, so after the fourth time, I thought perhaps this person really does want to talk to me.

“Then this woman spoke and I could just hear the importance and the urgency in her voice. The family wanted to immigrate to New Zealand, and Abu was here, but he couldn’t get a job.”

John told Abu’s wife, ‘If Abu is everything you have told me, I will be sure to look after him.’

“Five minutes later, he was on the phone ringing me. I said, ‘Mate, you get down here and we’ll take the rest from there.’ The next day, Jess picked him up at 5am, and I told her to take him for a drive in the STLBUS and far out, could this guy drive!”

Jess says Abu was an excellent driver, very calm and proficient on the gear. This prompted JB’s to become an Immigration New Zealand-accredited employer.

This year, JB’s is introducing JB’s HydroCycle – Redefining Recycling. JB’s HydroCycle processing plant will recycle excavation spoil, reuse the graded aggregate and ultimately reduce volume to landfills.

The plants will be able to take wet or dry spoil from the excavators and separate out the

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Driver operator Charlie cleaning out sumps.

John Cameron, responsible for all JB’s detailing, applying signwriting on a truck.

Charlie in the firewood delivery truck – WARMU.

JBs first brand new water cart – JBSWTR. various components such as aggregates, sand, spadable fines and water. Once operational, each plant will be able to process 100m3 per hour. They are introducing three plants into the region, the first of which will be operational very shortly.

“This is a game-changer for us. It will complement our daily operations; bring efficiencies to all projects and customers.”

Jess has huge respect for her parents and also longtime friend, Steveo, who is vital to the operational success of JB’s HydroXtreme.

“I see the commitment and sacrifices that are made. Whether Dad or Steveo are physically at work or not, they are still thinking about work and bigpicture stuff. Furthermore, they

New Zealand Trucking August 2024

have a team relying on them to turn up and get it right. That’s a large commitment. I think they make it look easy because they are experienced, enthusiastic and proud of what they do. I’ve still got a lot to learn, but I know where we’ve been, where we’re going and what we’re about.”

When he started JB’s 25 years ago, John didn’t envisage it growing into quite as large a business as it is today.

“At that time, I was more focused on survival and supporting my family, although I had the vision to be something bigger, brighter and better. As you evolve and you grow with your efforts and your company, you have a different appreciation and a different vision of where it is you can be, what you

can attain. I learnt quickly that economies of scale and employing more people gave us great opportunities. I was always motivated by having good, clean, tidy gear, even if it was really old stuff. Did I think I was going to have 67 people? Maybe not 67; I would have definitely said yes to 20 to 30.”

John’s mission statement when he first started out was: “I intend to build long-term relationships with our clients based on my performance and the value of it to our clients’ requirements. My aim is to contribute value to our clients for the highest standard we set in the ultimate delivery of our service and customer satisfaction.” Today it is still the same.

Voted no. 1 in Safety.

We’re incredibly proud to be voted #1 in safety in NZ Trucking magazine 2023 national trucking survey.

From stronger cabs, to smart emergency brakes, to side-detection alerts, our focus is always on the best possible protection for our drivers and fellow road users.

*Nationwide online 2024 survey by NZ Trucking magazine with 1000 respondents. Top three preferred trucks to drive: Scania 42%, Kenworth 30%, Volvo 27%. Truck brands currently driven by respondents – Scania 27%, Kenworth 24%, Volvo 16%, all other brands 33%.

IT’S IN THE

STARS Story and photos by Dave McCoid

I

n part one of this year’s Penske drive day coverage, I went for a blatt around Brissy’s hinterland in MAN’s finest and was not only reminded just how refined linehaul has become, but also how much fun regional distribution can be. This month, it’s Western Star X-Series, refamiliarising myself with the ToYA 2024 winner, and trying to get the biggest piece of cabin luggage ever on a plane.

All bases covered “I’ve just had an epiphany,” I said to chaperone Shane Miller, as we ambled our way through south suburban Brisbane.

“What’s that?” he said.

“Big torque – it comes into its own, not just hunting hills out there beyond the city limits. You know where we are, and that’s great, but I don’t. Even though you’re doing a superb job, I’m still instinctively cautious because I don’t know the road flow, the bridges, side rails and intersections, but I can essentially ignore the truck and just be aware of my surroundings and positioning.

I can just leave the torque to it, and the engine’s competely happy to loaf along at 1000rpm, to roll me gently around, along the flats and through the dips and rises.

In my old 350 Mack back in the day, at full

The Detroit Diesel DD16 is a comfortable fit in the 48X.

weight in a situation like this, you’d still have to concentrate on keeping the truck moving as well as try and figure out where you were.”

“That’s so true,” he replied.

Normally on these sorts of gigs they’ll give you a big banger and send you out into the hills and highways to experience its spartan capabilities. But, here, the big 48X truck and dog at 57 tonne all up was on the same suburban/freeway mixed route I would later do in the MAN TGS 26.440. I’m glad I ran around it in the Star first, because by the time I got to the MAN, I had a feel for it.

The route was chosen because the truck and dog in tipper guise will not spend its life

The line-up of trucks for us to sample. I chose the 48X tipper and dog on the far left, and the 47X next to it. Photo: Penske. solely on the freeway and interstate. A good amount of time, they’d be here among the urban mayhem delivering to sites and supply yards.

This was a lovely machine and, within seconds, I was reassured about the integrity of our ToYA process.

Under the gorgeous hood, a Detroit Diesel DD16 ran the motivation department, set at 418kW (560hp) and 2508Nm (1850lb/ft) with the top rating 448kW (600hp) and 2779Nm (2050lb/ft).

Backed up by the Detroit DT12 AMT, the two make a lovely match – as they should – although I have wondered about the DT12’s

sheer number of cogs when, say, pushing into a hot westerly climbing away from Mt Isa toward Camooweal and the Barkly Tableland … especially with three trollies on the pin.

Anyhow, that’s not Aotearoa. Behind the trans is the bulletproof Rockwell RT46-160GP rear end on the Airliner air suspension.

Visibility is superb through the big singlepiece screen, and when I glanced to my right and left, there was a mirror showing me everything aft. No head movement was needed in order to bring the entire reflected situation in view, and that in turn, means I can get back to looking out the front in about a second.

The combination was loaded superbly. Photo: Penske.

The 48X is so easy to place on the road – a sloping bonnet with visible corners.

The doors open to 70° so big dudes and dudettes can get in a piece of cake … with their piece of cake, although one additional step between the tank and cab floor would be appreciated. The platform cockpit is so easy to operate – clarity of controls, their availability, the engineering around ergonomics where reach and room are both optimised is so clever. It’s state-of-the-art US styles. Sound levels were ‘US bonneted truck’. I didn’t have a meter but I’ll take a punt at 72–74dB-ish. But oh, the deep 16L rumble when you ‘buried it’ from low down – gorgeous. The ride was as

The X-Series’ state-of-the-art workplace. Clear, simple, effective, spacious.

The 48X truck and dog combination is just as happy in the ‘burbs’ as it is out here. Photo: Penske.

sublime as you’d expect with a long 6x4; I’m yet to sample the 8x4 48X. Out on the freeway, the assistance modern safety systems like the Detroit Assurance 5 gives can’t be denied; they really are a co-pilot in the chaos of modern motoring. Again, the sheer displacement of 16L motors is always hard to argue with, and the big Star rolled over the rises on the Logan Motorway at 1300rpm in 10th and 62km/h. Just superb!

A big truck with a full-width cab that feels small and nimble in traffic, that’s a hallmark of great design and that’s exactly how 48X is.

The NHVR’s Les Bruza and his engineering team obviously did a superb job with the truck and dog PBS design dynamics because tracking was point perfect and at no stage did it feel like anything other than an enormous car,

meaning no hint of nudging from the trolley. Of course, load placement plays a huge part also and so well done Western Star boss for the region, Kurt Dein, on that one. He therefore claimed responsibility for the impeccable dynamics, and hey, who are we to argue; if the accolade is there, grab it I say.

The best little big show in town Oh, my goodness – Western Star 47X. I haven’t had the chance to get behind the wheel of this ‘little bottler’ in the new range. I’m doing the 47X a huge disservice here, of course. It can be a big truck with a top GCM of 72.5 tonne, but it’s how many shapes you can bash it into at the forge of purchase specification that boggles the mind. At entry it comes with a Cummins L9 and Allison auto, and ends all the way up

the chart packing a Detroit Diesel DD13 at 392kW (525hp) 2508Nm (1850lb/ft). Holy heck – 6x4, 8x4, day cab, sleeper cab … it really has got about 52 factorial-worth of different specification options!

My drive truck was a doozy. In fact, this was my truck of the event … this was the carry-on bag. A 47X with DD13 at 377kW (505hp) 2508Nm (1850lb/ft), Eaton Roadranger 18-speed manual, Meritor MT44-14XGP rears on Airliner. It sat loaded with concrete ballast and tipped the scales at around 43 tonne, according to the hosts.

Chaperone on this one was Ray Vella, truck sales manager Northern Region, based in Mackay about two-thirds of the way to Townsville from Brisbane on the east coast. Like all the hosts, he was a top bloke.

Even though the day cab BBC at 2835mm is only 30mm shy of 48X, that combined with the setback front axle

WHAT MAKES AN X-SERIES

Obviously 8x4 option on 47X and 48X set the series apart.

“It’s just a Cascadia with a Western Star badge,” say the ill-informed, as they always do. Let’s then find out what makes an X-Series an X-Series.

First of all, they’re a vocational truck, so they’re heftier where they need to be heftier.

They’re also higher all around.

Observers will have noticed the cab sitting higher off the chassis, allowing a greater

cooling tunnel out from the engine bay. X-Series will find itself in harsh hot climates, so cooling is a big thing.

The Cascadia is all about aero so the radiator needs to be as low as you can get it. That means a drop in the frame up front, whereas in the X-Series, the rails run front to back – fewer joins and less complexity, improved frontal

Parked at the Caltex Aratula. (bumper to axle 1180mm (47X) compared with 765mm (48X)) transforms the look, giving the impression of a far more diminutive machine – even though the cabs are identical. That axle possie also helps with manoeuvrability.

But, of course, I opened the door and there it was rising from the floor, the moving stick with numbers written on the top! I know manuals still comprise a healthy market share, but in our world, we’re constantly exposed to the new and trendy; having an OEM give us a brand new model in manual trim to play with is akin to a Lotto win, quite frankly. But it also speaks to Western Star knowing its product and its market. The world in which X-Series will play still has plenty of customers who like to stir the cog broth themselves in big handsome trucks with a proper bonnet and woodgrain dash full of gauges. But

impact, towing capability, ground clearance, and again, cooling. “If it’s a 40°C day, it’ll be closer to 50°C a foot off the road,” says technical boss for Western Star Doug Shand.

“In the X-Series, we keep the radiator well up.”

Moving back, there’s double-skinning on the front firewall and cab tunnel in ‘Quiet Steel’, a magical steel with sound-deadening qualities.

The cab has heavier-duty door hinges, additional steel

neither is it as simple as that, even. The inherent intuition in humans means AMTs still have a journey before they’re fit for the applications where intuition matters, and again, it’s those places X-Series will be found.

We were heading for the Caltex at Aratula about 75km southwest of Wacol on Highway 15. From the moment we rolled out on to Formation Road, it was a completely different experience – one of complete control and satisfaction – I was driving a truck again. Sitting in the passenger seat as a kid watching the masters of the game work a transmission was one of the embers that fuelled the flame of desire to be just like them one day.

The position of the gear lever was just superb, falling naturally to hand and angling away slightly due to the full-width cab. The DD13 is such a lovely motor and

in the B-pillars, additional steel across the top of the cab rear wall, as well as additional cross members underneath.

Body builder stays down the length of the chassis can be specced in abundance and wiring can be abrasionwrapped, or in the event that additional compliance or dust and grime protection is required, there’s the double abrasion wrap that includes connectors.

happily accepted twos and even two-anda-half at times that suited, when gravity popped onboard to help, for example. It’s one of the things that still annoys me about AMTs … ’stop changing so many gears!’

You can’t manage the flow of energy in quite the same way with an AMT. The aim is always to get from A to B in the fewest gear changes possible.

We rolled along and yarned about anything and everything – it was spacious, open and incredibly comfortable on a glorious Queensland autumn day. Placing it in the lane was so easy, the torque just allowed the 47X to amble over the rises – it had the same torque as the tipper and dog – and the Jacobs engine brake both retained and entertained in equal amounts.

This cockpit works so well – it’s all there, easily seen and in easy reach.

The accoutrements of modern safety

Left: Straight chassis rails all the way. Right: The cab shell is a much strengthened proposition over its platform cousin. Photo: Penske.

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67

The magic connector junction behind the cab provides everything the bodybuilder or ‘bling’ tech needs and prevents the dreaded novice under the dash syndrome.

SWITCHED ON AND CONNECTED Vocational it might be, but the X-Series has some neat clever bits, too. Things that make everyone’s life a little easier. It’s a full CAN bus truck in terms of architecture and behind the cab, there are junction boxes equipped with Deutsch connections, allowing access to all lighting and pin settings inside and outside the truck. “It’s all there for them,” says Doug Shand.

There’s also programmable spare switches hardwired to the back of the cab, allowing sequential events with the flick of one switch. Being CAN bus you can also program conditional switching, i.e. only when someone’s in the driver’s seat, the door is shut, the beacon is flashing and the engine is running will the PTO engage to put the hoist up. “You can put smarts around anything you like.”

The ease of setup continues to the back of the truck where two additional solenoids are available for the actuation of whatever it is the owner requires. Obviously more can be specced if required.

“We’re making it easier for the body builders, trained technicians, and also trying to stop the ‘backyarders’ tapping into a hot wire to get a power feed and then wrapping the join with insulation tape. We don’t want people in under the dash. A modern truck has a low tolerance for well-intentioned things done badly.”

The smile comes standard. This was one of the most enjoyable trucks I’ve driven for a long time. High torque down-speed motors actually lend themselves to manual so well. I could do this for a living easily. and assisted motoring able to be accommodated in the manual version worked superbly.

On this route, we ran out of freeway at about the halfway mark and motoring along on a homely two-lane country highway only added to the enjoyment. The bonnet rakes away but remains in full view, nothing like the rake on cousin Cascadia, or say, an International ProStar.

Steering is point-perfect, visibility fantastic and mirrors grand. As always, a big semi-trailer loaded with concrete reminded you it was there, within the context of a wonderfully sure-footed combination. We rolled down into Aratula,

popped out the far end of the hamlet and there was the Caltex. I slowed to a crawl and gave way to couple of big jiggers rolling through, then gently picked the idle-along gear, turned in, and there we were in the parking bay.

The X-Series is a great-looking range of trucks, and standing back and looking at the 47X, it’s a fine machine – maybe one of the best in its market segment. Good lines.

“Nothing left now but to head back to Penske in Mackay,” I said.

“No Dave. Brisbane.”

“Damn! Okay then. But I’m taking it home, you know that, eh? It’s not staying.”

The platform cockpit in the 47X with that wonderful stick poking up from the floor.

X-SERIES FUN FACT Additional solenoids.

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New Zealand Trucking August 2024

Although an American machine, X-Series has been designed from the ground up as a metric truck, and that’s not just ours. Those ‘ole boys’ over ‘yonder’ might just get away with using the 19/32 for the 15mm nut, but they’re gonna need a set of tools with numbers embossed on them that actually make sense.

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GREAT DASHBOARDS OF THE PAST

TWO BY TWO!

New Zealand Trucking magazine July 1990 ‘Twin Engined Super-Truck’.

I

t was 1990 and the Kaingaroa State Forest was echoing to the sound of a new Pacific P510 log truck combination powered by twin Caterpillar motors. The Magee family commissioned the giant rig, and operated it under their Marathon Truck and Trailer banner out of Murupara.

The prime mover ran a Caterpillar 3406B ATAAC engine, and the lead trailer, a Caterpillar 3406A motor.

Built to cart logs from

difficult-to-access skids, the 900hp unit ran as both a double and triple. On rare occasions it was also seen as a quad. The interior of this spectacular machine, driven mainly by Lance Magee, was every bit as impressive as the exterior.

Want to know more about this phenomenal machine? Seek out New Zealand Trucking magazines July 1990 and March 1991 for the full story and poster.

From left: Mark, Lance, and Nolan Magee.

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New Zealand Trucking August 2024

2024 COURSES

HURRY LIMITEd SPACES

Automotive air conditioning

Industry training This series of one-day courses are being held in Auckland this October. These sell-out courses are conducted by Grant Hand, who is considered one of Australasia’s leading trainers in vehicle climate control systems.

Grant has partnered with OEX for the last 25 years to provide the most comprehensive industry training available.

There are three courses available: • Fundamentals of Automotive Air Conditioning, which is the corner stone of the entire series and forms the foundation for all other courses • Advanced Diagnostic Course Analysis of Automotive Air Conditioning • Earthmoving & Agricultural Air Conditioning Systems Each course spans eight hours over one day

WHERE & WHEN Penrose, Auckland.

DATES/COURSES Fundamentals of Automotive Air Conditioning .................................................... Friday 18th October Fundamentals of Automotive Air Conditioning .................................................... Saturday 19th October Analysis of Automotive Air Conditioning Systems .............................................. Sunday 20th October Earthmoving & Agricultural Air Conditioning Systems ........................................ Monday 21st October

Registration From 7:30am

Courses Start 8:00am

Finish 5:00pm

For more details please contact Paul Findlater on pfindlater@gpcasiapac.com

PROMOTIONAL

TRAINING VALIDATES KNOWLEDGE – TRANSCON

F

ormal training and qualifications help transport workers validate the knowledge gained from learning on the job, according to Blake Noble, managing director at Transcon.

Blake says formal training is “absolutely critical” for the transport sector.

“So many of our workforce have arrived in their role without any formal training and have simply learnt on the job,” he says. “This is great from a peer-learning perspective, but the opportunities available with training allow those drivers (and other team members) to validate their knowledge and earn deserved recognition for the skills they’ve developed and gain certified credentials.”

Transcon has been working with industry training provider MITO for three years. MITO facilitates apprenticeships and industry training for New Zealand’s automotive, transport, logistics, gas and extractive industries.

“We had one senior driver go through a programme initially and then have had others sign on once we’d gained a better understanding of what’s on offer and how it works,” Blake says.

Transcon’s first MITO learner, Brendan White, served as a kind of test pilot.

“He did a great job working his way through the level 3 programme and helping us navigate how it all worked. Via a combination of online and in-person assessments, he successfully completed the programme and was awarded his certificate accordingly,” Blake says.

Blake says he has been impressed with the willingness and availability of the MITO team to support his team remotely and in person and to ensure the success of the programmes as they work through them.

“MITO creates a simple pathway for candidates to follow and provides external support to help them navigate the courses as they progress,” he says.

“For a lot of our learners, they’ve never done any practical online learning before – having someone neutral there to assist is hugely valuable.”

Transcon has recently applied for three

Brendan White is the first Transcon candidate to undergo MITO training.

MITO Heavy Vehicle Operator scholarships.

“We’ve nominated three of our younger team members to get on board with the programmes after we saw the scholarships offered – we view this as a great way of continuing the learning and development of three drivers who’ve already come a very long way with us – including one who started as a class 2 driver and has proudly progressed through to operating a class 5 unit,” Blake says.

“Again, while the bulk of these drivers’ learning to date has been peer-based, we see that enrolling them in the MITO-led programme is a way of formalising their learning and acknowledging what they’ve

learnt on their journey thus far.”

Blake says working with MITO has been excellent.

“They’re very communicative and supportive of assisting every candidate to succeed,” he says.

“For most team members, the knowledge is already there – MITO helps connect the dots on creating a structured learning environment and helping the team learn to learn in a manner that may differ from how they’ve learnt to date.

“I also like that MITO is a recognised organisation and gives immediate credibility to what the team is achieving.”

Get your career going places With a Commercial Road Transport Micro-credential.

Smaller than a qualification, micro-credentials focus on specific skills, deepening expertise in your field.

• Introduction to Commercial Road Transport Micro-credential (Level 3) • Heavy Combination Vehicle Loading Fundamentals Micro-credential (Level 3) • Mass and Dimension Micro-credential (Level 3) • Driver Safety Micro-credential (Level 4)

Scan the QR code or head to mito.nz/crtquals to apply.

NE W RIGS ON THE ROAD XTRA XTRA LARGE Volvo FH700 Globetrotter XXL 6x4 tractor – sleeper cab OPERATOR: Gundy Transport, Palmerston North ENGINE: Volvo D16G 16L Euro-6 522kW (700hp) 3150Nm (2323lb/ft) TRANSMISSION: Volvo ATO3112 I-Shift 12-speed AMT with hydraulic retarder REAR AXLES: Volvo RTS2370B REAR SUSPENSION: Volvo eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: ESP, DAS, ACC, AEB, LCS, LKA, AB BODY/TRAILER: Maxi-TRANS Maxi-CUBE refrigerated quad-axle semi-trailer FEATURES/EXTRAS: Full XXL sleeper spec, in-cab A/C, painted tanks, roof-mounted LED light bar, stone guard PAINT: Total Truck Spray, Palmerston North SIGNAGE: Capture Signs, Palmerston North OPERATION: Foodstuffs distribution duties between Auckland and Wellington from its Palmerston North base SALES: Simon Wilson Photo: Will Gundesen.

ONE OF HALF A DOZEN 6x FUSO Shogun 510 6x4 rigids – day cab OPERATOR: Dirtworks, Whenuapai ENGINE: FUSO OM471 13L Euro-6 375kW (510hp) 2500Nm (1844lb/ft) TRANSMISSION: FUSO ShiftPilot G330 12-speed AMT REAR AXLES: FUSO D12 hypoid with inter-axle diff-lock REAR SUSPENSION: FUSO four-bag air suspension BRAKES: Drum. ABS, EBS SAFETY: ASR, ESC, LDWS, ABA5 BODY/TRAILER: Steel-Force Engineering, Pukekohe FEATURES/EXTRAS: Offset steerers, alloy rims, sun visor, stone guard, side skirts PAINT: Counties Sandblasting Services, Waiuku SIGNAGE: Workshop Graphics OPERATION: Bulk aggregate delivery and spoil removal in and around greater Auckland DRIVER: David Johnson SALES: Shannon Pelser

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New Zealand Trucking

August 2024

DAF CF530 FAD 8x4 rigid – sleeper cab

ADDING TO THE BOTTOM LINE OPERATOR: Addline Transport, Papamoa ENGINE: Paccar MX-13 13L Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon 16TX2620 16-speed AMT REAR AXLES: Paccar

SR1360T with dual diff locks REAR SUSPENSION: Paccar eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: Full safety suite – ACC, AEB, LKA, DA BODY/TRAILER: Warren Auger Bins NZ truck body fit

out, with matching four-axle trailer FEATURES/EXTRAS: Polished fuel tanks, factory fitted cab fridge, heated/cooling driver seat, stone guard PAINT: Fleet Image SIGNAGE: Evocom, Te Puke

OPERATION: Bulk commodities and stockfeed distribution throughout the Bay of Plenty and beyond SALES: Tim Finlay

STRONG HERITAGE Kenworth T410SAR 6x4 rigid – sleeper cab OPERATOR: McKay Cartage, Gisborne ENGINE: Paccar MX-13 13L 375kW (510hp) 2500Nm (1850lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP with full cross locks REAR SUSPENSION: Kenworth Airglide 460 BRAKES: Drum. ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: Transport & General Transport Trailers tipper body and matching five-axle trailer FEATURES/EXTRAS: 600mm Integral sleeper cab, fridge, CTI, stainless steel bug deflector PAINT AND SIGNAGE: Fleet Image, Hamilton OPERATION: East Coast bulk commodity deliveries from its Gisborne base DRIVER: Alan Leathart SALES: Tim Finlay

Free phone: 0800 50 40 50 New Zealand Trucking August 2024

75

NE W RIGS ON THE ROAD

5x DAF CF530 FTD 8x4 tractors – sleeper cab

DAF TO THE POWER OF FIVE OPERATOR: Refrigafreighters, Auckland ENGINE: Paccar MX-13 13L Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon

16TX2620 16-speed AMT REAR AXLES: Paccar SR1360T with dual diff locks REAR SUSPENSION: Paccar eight-bag air suspension BRAKES: Disc. ABS, EBS

SAFETY: Full safety suite – ACC, AEB, LKA, DA BODY/TRAILER: Various fleet quad-axle refrigerated trailers FEATURES/EXTRAS: Full factory roof aero kits with side

skirts, stone guards PAINT: Factory OPERATION: Temperaturecontrolled distribution New Zealand-wide SALES: Mitch Reddington

Photo: Will Bishop

HARD OUT HAULAGE OPERATOR: Michielsens Transport, Brixton ENGINE: Volvo D13C 397kW (540hp) 2600Nm (1929lb/ft) TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B REAR SUSPENSION: Volvo

eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: LCS, LKA, DAS, ACC, EBA BODY/TRAILER: Transfleet tipper body fitout with matching five-axle trailer FEATURES/EXTRAS: Razor-powered tarp systems,

Volvo FM540 6x4 rigid – sleeper custom graphics, Alcoa DuraBright alloy wheels, leather seats, fridge, stoneguard PAINT: Brokers United, Waitara SIGNAGE: Attraction Sign & Design, New Plymouth OPERATION: All manner of bulk commodity delivery

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New Zealand Trucking

August 2024

duties throughout the Taranaki region DRIVER: Ross ‘Rosco’ Larking SALES: Simon Wilson

Scania R770 B8x4NA 8x4 rigid – sleeper cab

A HEFTY FOR HIGGINS OPERATOR: NJ Higgins, Taupo ENGINE: Scania DC16 16L Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder

REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania air-suspension rear – spring front BRAKES: Disc. ABS, EBS SAFETY: AEB, ACC BODY/TRAILER: New logging equipment and

SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage throughout the Central Plateau DRIVER: Quinton SALES: Callan Short

2x International RH-R8HD 8x4 rigid – day cabs

PAIR OF KINGS OPERATOR: Kings Log Transport, Invercargill ENGINE: Cummins X-15 15L 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton UltraShift MXP 18-speed AMT

matching five-axle trailer by Patchell Industries FEATURES/EXTRAS: Scania scales, fridge, CTI, Alcoa Dura-Bright alloy rims all around, Broshmik drop visor, Euro stoneguard PAINT: Factory cab, chassis

by Patchell Industries

REAR AXLES: Meritor RT46160GP with full cross-locks REAR SUSPENSION: International IROS HD BRAKES: Drum. ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: Log truck

builds by Modern Transport Trailers with matching Modern Transport Trailers five-axle Multi bolster trailers FEATURES/EXTRAS: ECAS, log spec, Ali-Arc bumper, dual exhaust stacks, 9in Alcoa offset

steerers PAINT: Factory OPERATION: Log haulage throughout the Deep South DRIVERS: Dan and Tony SALES: Shaun Jury

Free phone: 0800 50 40 50 New Zealand Trucking August 2024

77

NEW RIGS ON THE R OAD SAFETY KEY – ACRONYM BY ALPHA AB – Air Bag ABS – Antilock Braking System ACC – Adaptive Cruise Control ABA – Active Brake Assist AEB – Autonomous/Active Emergency Braking AEBS – Advanced Emergency Braking System ALA – Active Lane Assist ASR – Anti Slip Regulation / Auto Slip Regulation ATC – Automatic Traction Control BAS – Brake Assistant System

BB – Brake Blending CAB – Curtain Air Bag DA – Driver Alert DAS – Driver Assistant Support DM – Driver Monitoring DS – Driver Support DTC – Drag Torque Control EBA - Emergency Brake Assist EBS – Electronic Braking System EBSS – Electronic Braking Safety System ESC – Electronic Stability Control ESP – Electronically Stability

Programme FCA – Forward Collision Avoidance FCW – Forward Collision Warning FUPS – Front Under-run Protection System HH – Hill hold HSA – Hill Start Assist IROS - International Ride Optimised Suspension

LCS – Lane Change Support LDW – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist

PCS – Pre Collision System PD – Pedestrian Detection RB – Reversing Buzzer RM – Rocking Mode RW – Reverse Warning SAB – Side Air Bag SC – Speed Control SD – Side Detection SGA – Side Guard Assist TEBS – Traffic Eye Braking System TECC – Traffic Eye Cruise Control TPM – Tyre Pressure Monitoring VSC – Vehicle Stability Control

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New Bodies & Trailers New Zealand has a rich heritage of body and trailer building, and we’re proud to showcase recent examples of Kiwi craftsmanship every month. To feature on these pages, send a photo, features and the manufacturer’s name to carl@nztrucking.co.nz.

Team effort A collaboration between the workshops of Hogan Contracting – Lilley HT of Putāruru, and client Contrax Central of Cromwell, has delivered the goods.

Starting with an ex-logging 8x4 Kenworth K200, the diffs were rolled forward and an airlift tag axle fitted.

Next was the design and build of the hi-tensile deck, ramps and headboard. With ease of use in mind, swingout tool and chain lockers, container twist locks and a 30,000lb hydraulic winch were included in the build.

“This project has been on our radar for a couple of years. Finally it is a reality, and the team is stoked with the end result. It’s been a massive effort, so hats off to all parties involved, and getting it done right,” says John Marnane of Contrax Central.

FEATURES: Protective stainless-steel chain plates at tie-down locations, 30,000lb hydraulic winch, swing-out tool and chain lockers.

Hogan Contracting – Lilley HT, Putaruru

Creative thinking

FEATURES: MTE’s own axle sets, Knorr Bremse EBS, Hella lighting package.

MTE, Hamilton

The need for a versatile semi-trailer transporter that could achieve healthy payloads had the PTS team sitting around the table with MTE (Modern Transport Engineers) of Hamilton.

Some creative thinking brought about the introduction of a 2.4m spacing between the twin tandem axle sets, achieving a greater permitted weight under the overweight permitting policy.

Onboard hydraulics and inbuilt deck ramps to access the gooseneck deck, as well as an abundance of tool lockers and chain stowage, feature in the freshly completed build.

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New Zealand Trucking August 2024

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Super build

FEATURES: Hendrickson disc-braked air-suspended axle sets with TIREMAAX, Knorr Bremse EBS, Bigfoot CTI, SI Lodec scales.

Mills-Tui, Rotorua

The Mills-Tui team has handed over the latest build for Clive Taylor Haulage. Based on an 8x4 sleepercabbed Super-Liner, this unit has been specced to handle the heavy stuff.

With both bathtubs constructed from hard-wearing Hardox steel, there will be no trouble at all achieving the end goal of rock cartage with a GVM of 58 tonne.

Mills-Tui’s new flat two-way tail doors, heavy duty rear posts and a 100mm taper in the trailers’ bin, all work towards an easy tipoff of the robust payload. And keeping the load in check while under transit is a full set of PowerTarps retractable wet weather tarpaulins.

Handled with care A new FH 600 Volvo for Cox Transport has just emerged from the TMC workshops in Hornby, and is destined to get straight to work on its regular run for NZ Post.

The crisp curtainsided body of the truck is perfectly matched to its new five-axle trailer, both being set up for courier cage transportation.

Stainless-steel doors on the tool lockers, as well as stainless-steel cart dock and light bar infills, complete the build.

The premier name in the world of truck and trailer wheels Delivering the great professional look of a wheel in combination with significant weight saving benefits and the strength of a quality forged aluminium wheel makes ALCOA Wheels stand above the rest.

FEATURES: ROR disc-braked and air-suspended axle sets, Alux polished alloy wheels.

TMC, Christchurch

A cool time capsule. Awesome & Some in John and Tina Ware’s care still sports Bruce Honeycombe’s original paint scheme, including his old Forest Products number.

Photo: John Ware.

AWESOME & SOME

RA8132 – 1991 KENWORTH T650

F

or Kenworth Australia, 1987 was a pinnacle year with the release of both the T600 and T650. The rugged design parameters of the T650 were quickly realised by the logging fraternity here in New Zealand, and multiples of the model immediately started entering service for operators from the Cape to Bluff.

Looking to replace an

older 300hp R-model Mack in 1991, Rotorua-based Bruce Honeycombe could see that a T650 would suit his longs application. “I ordered the T650 through an old workmate, Tom Kerr, from my days at Domtrac.

Ordering from Kenworth, they gave you a sketch of the cab so you could lay out your stripes. I based it on similar designs I had seen in Aussie. I also chose the

As specced by Bruce Honeycombe, Awesome & Some heading into the bush for another load of longs. Photo: Bruce Honeycombe.

colour combination, so when it arrived, it was set to go straight to the signwriters and have the name and pinstripes added.

“I had served my time as a diesel mechanic on Cummins engines, so having it built with a new 444 at the time was an easy decision, with a 15-speed Roadranger. It was a great engine, but we did have an issue early on where it collapsed a piston, but from memory that was all sorted out for us under warranty. So yeah, a damn good truck really,” says Bruce.

About four years later, Bruce had the T650 advertised for sale, and it was here that Awesome & Some, as it is affectionately known, made its way south into the JB Ware & Sons fleet of Longburn, near Palmerston North. Chatting to John Ware, we learn that the truck is practically a two-owner vehicle and that it is still at the coalface working daily.

“I saw it advertised for sale and I showed Dad (Bill Ware).

Next thing Dad is telling me to fly to Rotorua, as there is a truck to pick up and drive home. I got to Rotorua, caught a cab to this address, and here is Bruce with the T650. I tell ya, I felt like I was King Kong driving it back home, such a cool truck,” says John.

Upon arrival in Longburn, Bill had the T650 shortened into a tractor unit for its new vocation in heavy haulage. It ran for Bill in his fleet for seven years, at which time John and his wife Tina purchased it from Bill as they set up JP Ware Transport, specialising in heavy haul.

“It has been a really solid truck for us, and so simple to work on, no silly electronics to give trouble. The only real issues, a gearbox in April 2004, then an engine rebuild in June 2004, and a diff in 2007. We also had a near miss just recently.

I had just loaded a machine, it was sitting idling, I popped it into reverse, eased the clutch, and bang! I thought, ‘What the heck was that?’ So off it went to Cummins, and we found that it had dropped a cam follower.

It bounced off a crankshaft counterweight and dropped into the sump. Real lucky it was at idle, if I had been at speed it could have been Chernobyl!” says John with a laugh.

“It has a lot of history with us now, the best part of 30 years, so I can’t see it going anywhere any time soon. It will be with us for quite some time yet I reckon.”

CALLING ALL TRUCKS ON OR OVER 1 MILLION MILES (1.6M KILOMETRES)

82

New Zealand Trucking August 2024

SPECIAL RIG

CBD163 – 1983 SCANIA 142M V8

O

ur second entrant to the Bridgestone Million Mile Club this month is a rather special rig. Starting out life new on New Zealand’s highways just over four decades ago, it is now a little difficult to get an exact handle on just how many kilometres are on the clock of this tidy example of 1980s Scania muscle. Best estimates seem to agree that it would be around the 3,000,000km mark.

Little is known of the 142’s past, apart from photographs from Brian Danvers’ collection where we see it was new into the orange and red Freightways fleet, with a B-train tanker set.

Current owner and general good sort, Greg Inch of Dunedin, has tried to uncover the truck’s past, but unfortunately to no avail.

“I have heard rumours that it was also possibly part of the Mogal fleet for a stint, but apart from that, its history is a bit of a mystery,” says Greg. “Back in 2000, I was driving past Mainline Commercials in the Kaikorai Valley, I had an F10 at the time, and I saw the 142 on their yard and I thought, ‘Now there’s a bit of extra horsepower.' It was a tractor unit at the time. I have set it up as a swap body tipper so I can still use it as a tractor unit when I need to.

“In the 20 or so years that I have owed it, I have basically done very little apart from general maintenance. It’s had a gearbox swap-out, as it dropped a cluster. I have also replaced one piston and rings as well as three head gaskets. As far as payload,

it has a tare of 9890kg so I get 11 tonne on its back. And with the six-rod suspension and full cross locks, she has awesome traction and also a fantastic turning circle; basically if you can back in and tip off, you won’t get stuck coming back out.

“I have had a few laughs with it being an older unit. It was built at a time when safety belts were not required, so you get the odd comment, ‘You weren’t wearing your safety belt?’ You say, ‘It doesn’t have any,' that definitely gets some funny looks. And now it’s over 40 years old, registration is as cheap as chips; it’s now cheaper than a ute to register.

Yeah, she’s a great truck, and it does the job extremely well. It’s a cool bit of gear to drive.

“Every year, the 142 takes pride of place at the front of our Special Rigs For Special Kids truck ride day here in Dunedin, and the passenger’s seat is always full, and that’s what it’s all about.”

We couldn’t agree more, Greg, and on that note, we look forward to seeing you all at this year’s event on Sunday 25 August.

Check out page 100 for info on the show.

Dressed up for the big day, the 142 leading the Special Rigs For Special Kids parade. Photo: Greg Inch.

New to the Freightways fleet, the 142 was set up with full DG spec to pull a B-train tanker set. Photo: Brian Danvers.

Photo: Greg Inch.

Bridgestone and New Zealand Trucking Media want to recognise trucks that have achieved this milestone in the act of carrying the nation on their backs. Each month, up to eight trucks will be selected, and will feature in the magazine, as well as on our social media.

Those selected will get a Million Mile Club cap and badge for the truck.

Terms • Only owners can submit • NZ trucks only • Supply chain may affect the timing of cap and badge arrival

TO JOIN, EMAIL: editor@nztrucking.co.nz • Quality image of the truck • Name of owner and driver • Basic spec (model, engine, trans, rear end) • Contact details

New Zealand Trucking

August 2024

83

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BT212 BT188

BT212

BT212

BT360 BT215

BT360

BT360

BT668 BT518

BT668

BT668

BT150 BT957

BT150

BT150

EAD DIFFERENT TRUCK PATTERNS TREAD TRUCK PATTERNS TREAD PATTERNS

89 LL AND DIRECT WE WILL DIRECT

www.bototyres.co.nz www.bototyres.co.nz www.bototyres.co.nz

INSIDE ITOY We bring you exclusive truck industry content from fellow International Truck of the Year member publications.

An interview with DAF Trucks president Harald Seidel focuses on the Dutch truck manufacturer’s remarkable growth over the past decade, its ambition to grow in the rigids and vocational segment, and on being the first to apply the new European masses and dimensions regulations. In addition, DAF has a clear-cut vision when it comes to sustainable transport solutions.

ALL THE

HORSES RACE IN THE

D

AF has developed into a leading European truck manufacturer.

Last year, it built more than 70,000 medium and heavyduty commercial vehicles, a record in its 95-year history.

In DAF Trucks president Harald Seidel’s own words, 2023 was “a wonderful and exciting year”, including highlights such as the production of the 50,000th New Generation model, the start of construction on the new PACCAR Parts Distribution Centre in Germany, and the launch of the New XD distribution truck.

“After winning the International Truck of the Year Award twice in a row, this year we also won three other awards in recognition of the industry-leading fuel efficiency and sustainability of our New Generation DAF vehicles.

Something to be very proud of,” he adds.

86

By Gianenrico Griffini

Euro-7 – bigger fish to fry Seidel says that DAF’s vision and mission have been redefined to include technology leadership, customer success and sustainable transport solutions – which goes further than just achieving the lowest CO2 emissions with its New Generation DAF trucks, he says.

“Developing and marketing alternative drivelines is a key priority. And, yes, new Euro-7 legislation has been announced, but that would mean a very big investment for a relatively small environmental gain. It is far more effective to replace the Euro-3, Euro-4 and Euro-5 vehicles on the road instead of pushing the

New Zealand Trucking August 2024

industry towards the Euro-7 norm by the end of the decade when electrification will also come into play. We have bigger fish to fry,” he says.

“DAF has always been a frontrunner in sustainable transport solutions. In 2010, we were really ahead of our time with the first hybrid vehicle. In fact, we were even way too early,” says DAF’s president.

“However, we obtained extensive experience with electrification, which benefited the development of our New Generation DAF electric vehicles for which a brand-new assembly plant has been commissioned.

With the delivery of the first of these new electric vehicles to

customers this year, production will ramp up to thousands of vehicles per year.”

50,000 public charging stations needed Despite growing interest from transport operators in electric trucks and the availability of BEV vehicles by OEMs, there are still major challenges to its highvolume adoption.

Seidel says: “Having BEV trucks available is only one part of the story. Availability of charging infrastructure and cost parity will be the key factors for success.

We need massive investments in green energy infrastructure, and that requires a master plan at the

Harald Seidel, DAF Trucks president. scenario, we need a concerted effort with local governments and the energy sector to make it happen.”

The New Generation XD, XG+ and XF.

The DAF XD Electric debuted with 270kW, 320kW or 350kW motor options and 315kWh to 525kWh of battery capacity.

European level.

“To give you an indication of what’s required: to meet the 2030 CO2 reduction goals set by the EU for the truck industry, we would need the same amount of green electricity as 17 million

households. Three years later, we would need double that amount.

And that’s only for the transport industry. Seven years from now, we are going to need 280,000 chargers, of which 50,000 will be public charging stations. The

adoption curve of battery electric trucks by transport companies will depend on the speed of these infrastructure investments.

“DAF is committed and ready for zero-emission trucks. But to solve the chicken-and-egg

Challenge too big to bet on one horse ‘A range of technologies for a range of applications’ is DAF’s credo when it comes to sustainable road transport.

“Apart from battery electric trucks, DAF invests in hydrogen as a promising zero-emission technology. Hybrid technology is also interesting to de-risk the infrastructure challenges, when combined with HVO and e-fuels,” Seidel confirms.

“HVO (biodiesel made from waste products such as vegetable oil and waste fat) is ready to use in existing trucks. It supports a circular economy and brings an immediate 90% CO2 reduction benefit. Unfortunately, HVO does not count towards the 2030 CO2 targets for the truck industry.

“These kinds of inconsistencies in European legislation are not helpful. Fact is, we are going to need all available technologies to decarbonise road transport: HVO, hybrid, electric and hydrogen.

The sustainability challenge is too big to bet on one horse; we need all the horses in the race,” he concludes.

Gianenrico Griffini is the editorial manager of the Italian publication, Allestimenti & Trasporti, and president of the International Truck of the Year jury.

New Zealand Trucking

August 2024

87

AUSSIE ANGLES

SIDE SELECTION Mercedes-Benz is working hard to regain market share in Australia and New Zealand, and its venerable workhorse, the Actros 2646, is leading the charge.

Story and photos by Howard Shanks

T

his particular Thursday in the pre-dawn light, the Brighton Transport Hub on the northern outskirts of Hobart bustles with trucks coming and going from the container yard. In the distance, blackbellied cumulonimbus clouds loom forebodingly on the horizon, hiding the towering Mt Wellington. Occasionally, the long, deep rumblings of thunder echo in the distance.

Stuart Pearson, or ‘Stu’ as he prefers, wheels his Mercedes-Benz Actros 2646 into the parking area at the Brighton weighbridge with a loaded container he’d collected a few moments earlier.

Stu quickly suggests that we get going,

as he has a few containers to deliver in the morning before heading to the Coal Valley to load a container with export vegetable seeds bound for Holland later that afternoon.

The Mercedes-Benz Actros 2646 is aimed squarely at the single trailer market with a gross combination mass of 62.5 tonnes, and is available in sleeper cab and day cab configurations. As one of the pioneers of vehicle safety globally and a leading voice in the Australian safer trucks debate, it’s no surprise that the 2646 has the full suite of safety systems. This model includes Telligent Stability Control, Telligent Brake System with ABS and ASR (anti-skid), active brake assist, which applies full brake force

in an emergency situation and Telligent Proximity Control and Lane Assistant – radar-controlled cruise control, and camera to warn if the truck changes lanes without indicating, respectively.

“Hop inside; in my opinion, you’ll quickly find one of the best-kitted-out European truck cabins on the market,” says Stu. The 2.3m-high cab offers ample space for the driver to move through the cabin effortlessly. To maximise cabin ergonomics, the dashboard features a wraparound design. It is equipped with all the necessary controls, which are within easy reach and have a logical layout.

The driving position comprises a traditional wraparound console, creating an authentic ‘cockpit’ feel for the driver, which has the advantage of placing all switches and buttons within easy reach.

Also dash-mounted is the park brake controller, just to the left of the wheel, allowing for quick and easy release of the brakes, while the PowerShift automated

The OM470 11L has been updated and offers up its 2200Nm from 900 to 1400rpm.

Actros offers a great ride whatever the surface. manual transmission (AMT) comes with a hill holder function. Stalks on either side of the wheel take care of wipers and indicators (left), and engine retarder and gear selector (right). The steering wheel is large but thickly padded for comfort, with a four-spoke design offering plenty of wrist support, along with thumb buttons to control audio, telephone and cruise control functions and multimedia functions.

Stu says the dash layout quickly becomes second nature, especially since the mostused buttons are placed closest to the driver.

The sleeper compartment boasts a full inner-spring mattress. However, Stu says there is little time to spend in the bunk on the short run from Hobart to Burnie but adds that it’s a handy asset.

Nuts and bolts Under the cabin is the all-new OM470 11L in-line six-cylinder engine which produces 335kW (455hp) and 2200Nm (1623 ft/lb), with nearly the entire pulling power on tap from about 900 to 1400rpm.

The engine has a ribbed, grey, cast-iron block. The head is made from compacted graphite iron (CGI) and uses 38 clamping bolts to handle cylinder pressures of more than 2900psi. The single-piece pistons are made of steel and travel inside wet cylinder liners, and the gear drive is mounted on the output side of the engine. It turns hollow dual overhead camshafts made of composite materials to minimise rotational losses.

Getting all this power to the back wheels is the task of the Mercedes-Benz G281 Powershift 3 automated manual transmission with a 12-speed direct drive, upgraded versions of the already successful transmissions of the previous model.

These new gearboxes are tweaked to offer a faster and more precise response. On the road, the automated transmissions are a competent ally and require minimal intervention.

The rear axles are Mercedes-Benz 440-hypoid drive, which have run successfully in previous models. This particular Actros came with long legs

at 2.846:1, specced for optimum fuel economy.

On the road There is no question that the vision from the Actros is first class. The inclusion of wide mirrors gives terrific rear vision, and in addition, these can be moved in small increments for reversing. The ride in the cabin is excellent. There is virtually no engine or road noise.

When a driver approaches a ‘Trucks Must Use Low Gear’ section of the road, they must prepare for the descent just as they would in a manual truck, selecting an appropriate gear before driving down the hill. In the case of the Actros 2646, a driver can prepare for downhill descents by dropping the cruise control down to the desired speed, for example, 40km/h; the computers will manage braking and gear shifting to maintain the set speed automatically.

This is where the AMT offers an advantage over the traditional manual drivelines, as the computers can monitor all

New Zealand Trucking

August 2024

89

systems on the truck simultaneously and adjust as needed, rather than relying on driver interaction.

“Once we had some instruction on how to set up the Actros’ Ecoroll function to operate through its maximum parameters, we really started noticing huge fuel economy gains,” Stu explains.

Sideloader Container handling is a crucial aspect of the global logistics and shipping industry. Efficient and safe container transportation is essential for the smooth functioning of supply chains worldwide.

Hammar sideloaders have emerged as a valuable solution to enhance container handling operations’ efficiency, safety and versatility.

Stu explains that Hammar sideloaders are renowned for their speed and efficiency in container handling. His sideloader’s design allows him to load and unload containers from the side of the vehicle without the need for additional equipment or the repositioning of containers. This significantly reduces turnaround times, leading to faster loading and unloading operations.

The flexibility of Stu’s sideloader enables him to handle various container sizes, including standard 20ft and 40ft containers, as well as specialised containers such as flat racks and open-top containers. A hydraulic ram inside the trailer chassis slides the lifting rams along the chassis to suit the container length.

When Stu arrives at the Bejo Seed warehouse in Coal Valley, he lifts the 40ft container from the trailer and places it on the ground. As soon as the container doors are opened, forklifts hurry out from the warehouse with pallets of seed bound for Holland.

90

New Zealand Trucking August 2024

The Hammar sideloader can handle 20ft and 40ft containers.

Thankfully, the threatening rain has held off. Stu returns the loaded container to his trailer and passes a few pleasantries to the forklift drivers before leaving for the container yard back at Brighton.

He admits that the ride in the Actros 2646 is by far the best he’s experienced, especially over corrugated dirt roads. The visibility and driveability of the Actros have pleasantly surprised him. In the meantime, the fuel economy from the OM470 11L engine is among the industry’s best in this class.

Stu concedes that the ease of entry in and out of the cabin is another favourable aspect of the Actros 2646, making this an ideal truck for his metro application delivering containers and single-trailer intrastate runs.

The Actros 2646 is now a mature model in the Mercedes-Benz truck model line-up, and its popularity is evident in the fact that used Actros 2646 models are scarce and typically snapped up quickly once listed.

QUICK SPECS

MERCEDES-BENZ ACTROS 2646 6X4 M-CAB CLASSIC-SPACE Engine:

Mercedes-Benz OM 470

Capacity:

10.7L

Power:

455hp (335kW) at 1600rpm

Torque:

2200Nm (1623lb/ft) at 9001400rpm

Gearbox:

Mercedes-Benz G281 12-speed PowerShift

Front axle:

Mercedes-Benz, 7.5 tonne

Front suspension:

Parabolic leaf spring with anti-roll bar, 7.5 tonne

Rear axles:

Mercedes-Benz 440 hypoid with diff locks to both axles

Rear-axle ratio:

2.846:1

Rear suspension:

Mercedes-Benz air suspension

Brakes:

Disk. ABS with EBS and ASR

Wheelbase:

3250mm

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INTERNATIONAL TRUCK STOP

VISITING THE

VIKINGS

He’s done it again … Grant Schofield presents another series of international trucking snapshots.

This time, he snapped some of Norway’s finest.

1 2

92

New Zealand Trucking August 2024

3

1) Andersen Transport rolling over the main bridge on the worldfamous Atlantic Ocean Road. 2) A brightly coloured Scania from Denmark resting in northern Norway. 3) Two blower type units used for carrying stockfeed. It’s interesting to see a full off-road bumper on the FH Globetrotter. 4) This pull-trailer combination is operated

by Dybvad, a Norwegian-based company also servicing Sweden and Finland. 5) Hooklift combinations with exchangeable decks and tanks are popular in Norway due to the small-town nature of the rural areas. Note the trailer’s two-axle dolly and single-axle rear.

6) Veoy Volvo FH540, northbound on the E6 – the main north/south thoroughfare through the country – near Otta. 7) Eikebo Transport’s new DAF XG preparing to load at the Thermo Transit facility in Oslo.

8) A Volvo FH750, owned by Thor Tenden Transport, the most famous transport company in Norway, posed for a photo in its yard at Stryn.

8

7

6 4

5

Carrier Transicold reaffirmes its commitment to reducing emissions, improving sustainability and increasing efficiency across the refrigerated transport sector with the launch of the first fully autonomous, all-electric Carrier Transicold reaffirmes its commitment to reducing emissions, engineless refrigerated trailer system, the Vector® eCool™ system. improving sustainability and increasing efficiency across the refrigerated transport sector with the launch of the first fully autonomous, all-electric engineless refrigerated trailer system, the eCool™ Carrier reaffi its emissions, This new Transicold technology represents stepVector® forwardto trailersystem. refrigeration.

Carrier Transicold reaffirmes rmesa giant its commitment commitment toforreducing reducing emissions, improving sustainability and increasing effi ciency across the refrigerated The eCool™ system is a and sustainable solution that ticks allthe of the boxes of improving sustainability increasing efficiency across refrigerated transport sector the of the fi fully autonomous, all-electric electrifi cation andwith decarbonisation produces direct engine polluting transport sector with the launch launcha giant ofthat thestep first rstforward fullyno autonomous, all-electric This new technology represents for trailer refrigeration. engineless refrigerated trailer system, the eCool™ system. emission. engineless system,solution the Vector® Vector® eCool™ system.

The eCool™refrigerated system is atrailer sustainable that ticks all of the boxes of electrification and decarbonisation that produces no direct engine polluting emission.

This This new new technology technology represents represents a a giant giant step step forward forward for for trailer trailer refrigeration. refrigeration.

The eCool™ system is a sustainable solution that ticks all of The eCool™ system is a sustainable solution that ticks all of the the boxes boxes of of

Volvo and Scania are the most popular brands in Norway, as seen here in Trondheim.

electrifi electrification cation and and decarbonisation decarbonisation that that produces produces no no direct direct engine engine polluting polluting emission. emission.

Ferries play a vital role in Norway, often joining the dots on major regional highways. Here, one of Rasmussen Transport’s tankers leaves the Landegode at the fishing town of Moskenes in the tourist hotspot more commonly referred to as the Lofoten Islands. This regular service from Bodø takes about four hours, saving a significantly longer drive back across to mainland Norway and south.

Description: P/N: Application:

Sticker Vector HE 19 MT Vector HE 19 MT

Date 02/12/2019

Revision 1.0

Description Creation

Blue:

Pantone 2935C

Black: Pantone Black process

Up to

6H

autonomy

Depending on customer application, the battery can power the refrigeration unit for up to six hours on a single charge* *On 19.2KWh battery pack only, without the energy provided by the axle generator.

2H

battery recharge

Battery recharge on grid*: - 80% battery recharge = 1h10 - Full battery recharge = 2h *On 19.2KWh battery pack.

Vector eCool

THE COMBINATION OF THREE ADVANCED TECHNOLOGIES

KEY BENEFITS

TM

THE FIRST AUTONOMOUS THE THE COMBINATION COMBINATION OF OF THREE THREE ALL-ELECTRIC ADVANCED TECHNOLOGIES ADVANCED TECHNOLOGIES REFRIGERATION SYSTEM THE COMBINATION OF THREE ADVANCED TECHNOLOGIES LOW AND ULTRA-LOW EMISSION ZONE (LEZ & ULEZ) No direct engine polluting emission LOW AND ULTRA-LOW EMISSION ZONE (LEZ & ULEZ) No direct engine ELETRICAL ANDpolluting emission

Carrier Transicold reaffirms its commitment to reducing emissions, improving sustainability and increasing efficiency KEY across the BENEFITS refrigerated transport sector with the first fully autonomous, all-electric engineless refrigerated trailer system, the Vector® eCool™ system.

This technology represents a giant step forward for trailer refrigeration. The Vector® eCool™ system is a sustainable KEYthat BENEFITS solution ticks all of the boxes of electrification and KEY BENEFITS decarbonisation that produces no direct engine polluting emission.

LOW AND ULTRA-LOW EMISSION ZONE (LEZ & ULEZ) No direct engine polluting emission

AUTONOMOUS SOLUTION Suited for any application LOW AND ULTRA-LOW LOW AND ULTRA-LOW Vector series Move to a full electrical & ULEZ) ELETRICAL AND EMISSION ZONE ELETRICAL AND(LEZ EMISSION ZONE (LEZ & ULEZ) AUTONOMOUS SOLUTION solution without any autonomy problems.

No direct engineSOLUTION polluting emission AUTONOMOUS No direct engine polluting emission Suited for any application Compatible Suited for any application Move to a full electrical solution without any with your entire tractor fleet.

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EFFICIENCY Suited for any application Get full benefits from your Suited for anyts application Get full benefi from Vector series E-Drive technology Move to a full electrical Vector series Move E-Drive to a full electrical E-drive technology allows for maximum your technology solution without any autonomy problems. solutiontechnology without anyallows autonomy problems.

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E-drive Compatible EFFICIENCY Compatible for maximum cooling capacity withfull yourbenefi entirets tractor eet.

Get from fl withreduced your entire tractor fleet. and maintenance.

LOW NOISE EMISSION your E-Drive technology Low noise emission Battery pack E-drive technology allows Axle generator PIEK compliant -60dB(A TM VECTOR® ECOOL ENERGY MANAGEMENT SYSTEM for maximum cooling capacity EFFICIENCY EFFICIENCY and reduced maintenance.

LOW NOISE EMISSION Get full benefi ts from Get full benefi ts from Low noise emission ® your E-Drive technology Vector series Axle generator your E-Drive technology PIEK -60dB(A) Battery pack E-drivecompliant technology allows Battery pack E-drive technology allows for maximum cooling capacity LOW NOISE EMISSION for maximum cooling capacity and reduced maintenance.

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PIEK compliant -60dB(A) AXLE & GENERATOR Axle generator Axle generator

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LOW NOISE EMISSION LOW NOISE EMISSION Low noise emission Low noise emission PIEK compliant -60dB(A) PIEK compliant -60dB(A)

BATTERY 400V/3/50Hz

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National Sales Manager David Didsbury David.d@transcold.co.nz – M: 021 504 732 National Operations Manager Shaiden Lambert – Shaiden.l@transcold.co.nz

MINI BIG RIGS

40TH ANNIVERSARY PROJECT

TORQUING BULLDOG

By Carl Kirkbeck

This month, as we prepare to paint the chassis of Torquing Bulldog, we add the extra detail to give the model that extra dash of realism.

M

STAGE 4 – IT’S IN THE DETAIL

anufacturers of plastic model kitsets provide a fun challenge for model builders the world over, to piece together a three-dimensional jigsaw puzzle out of the box. With a little time and a good dose of patience, the end results can look spectacular.

However, where the manufacturers drop the ball is in the smaller details. This leaves the door wide open for us as builders to add these extras – and lift the finish of the

build to the next level.

At 1/25th scale, finer details like the brake lines from the air tanks out to the brake pots can be easily added. The first step is to track down a real truck of the same make and model as well as specification, and photograph the details you want to replicate. These images will give you all the information you are looking for: exact placement, correct proportions, as well as finished colours.

There are also obvious items we

New Zealand’s largest stockist of quality models and vintage toys

require for our Torquing Bulldog build that are not provided in the off-the-shelf kitset. The Ringfeder trailer coupling is one such piece.

Once again, with a few reference photos, scraps of plastic and a dab or two of glue, this can also easily be scratch built and added to our build.

So now let the imagination and creativity run loose, and enjoy the opportunity at this stage of construction to lift the overall impact of your build.

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INSTOCK

NOW

Assemble the diesel tanks as per the instructions. Once completely set, you can add a level of realism by adding mesh to the steps to give the appearance of grip tread. This is easily cut with solid scissors, and then simply super-glued into place before you apply paint.

The scratch-building of a Ringfeder trailer coupling is easily achieved by breaking it down to its raw components, then carefully whittle the pieces one by one out of plastic, gluing them together as you go. Use needle files to can shape the form and achieve the end result.

Finding a real truck of the same make, model and specification as your project is extremely helpful. Grab your camera and take plenty of detail shots of all the areas you want to replicate. This way you have an accurate reference for placement, proportions and finished colours.

Following your reference photos of the real truck, study how the braking system is plumbed. You will find there are twin rubber hoses running out to each of the four brake pots. These brake lines can be replicated using fine plastic-insulated copper wire. Using small pieces of plastic, form the air line splitter fittings you find bolted to the diff housings. Using a pin vice/thumb drill, drill small holes to locate the copper wire at the required locations.

Adding a small dab of super-glue to these drilled locations will help retain the copper wires. Do not forget to plumb up the Duo-Matic trailer coupling, as well as the electrical connection to the trailer.

New Zealand Trucking

August 2024

97

LITTLE TRUCKERS’ CLUB

Colouring-in competition Don’t forget!

Remember to get your entries in for the colouring competition from the July 2024 issue.

Grab your felts and pencils and colour in the Mack. Once complete, please either scan your work or take a photo and send it to me at rochelle@ nztrucking.co.nz. Entries must be in by 14 August and winners will be announced next month.

I look forward to seeing them all.

HAVE FUN!

HI, LITTLE TRUCKERS!

The Little Truckers’ Club logo is hidden somewhere in this issue. Find it, and you may win a prize. Email rochelle@ nztrucking.co.nz with your name, age and where you found the logo.

98

Just for fun

Six-year-old Elise Thomas from Woodville sent in this pic of her with all the posters she got out of Granny’s magazines when she stayed in the holidays!

JOKE OF THE MONTH WHAT DID THE JACK SAY TO THE VEHICLE ON THE SIDE OF THE ROAD?ANSWER BELOW

petition Photo comhotos to be in with a chance

w ur p e in the dra Send us yo d to do to b ee n u n yo ke ll ta A to win. rite photo your favou er ing th ld ei o s h u is send to of you g OR a pho in u ck u yo tr e t b u while o ine. May cking magaz u er Tr d ev n er la h W ea New Z holiday? r take it on o t , o N ed . b to in o read it out the ph u s a little ab u yo ll t u te b e , b ze it may me pri in an aweso w u yo . ld es u ag p only co e on these printed her could see it

New Zealand Trucking August 2024

Did you know that RACECAR is spelt the same forwards AND backwards. How cool is that? It’s called a PALINDROME, a word or sentence that is spelt the same backwards and forwards like MUM and DAD. Can you think of any others?

Here is a whole sentence, ‘Was it a car or a cat I saw’?

Put on your thinking caps!

Did you also know that there are 62 OTHER words in the word TRUCKING! Grunt Trick Grin Can you think of any others?

TRANSPORT has over 100 words!

Parrots Apron Sport See how many you can think of. Email your answers to rochelle@nztrucking. co.nz. The person who finds the most words will win a cool prize!

Reuben Ellis from Masterton drew these cool trucks! He says his favourite truck is a dump truck.

CAN I GIVE YOU A LIFT?

I hope you are all keeping warm.

As much as I enjoy my cosy fire, I am excited that spring is coming.

I am looking forward to the sunshine and getting outside!

Congratulations to sevenyear-old George Stewart, who found the logo on page 48 of the July issue. Keep an eye on your mailbox. Something awesome is heading your way.

Congratulations to 10-yearold Aaron Barnes, who cracked the code in our Guess the Code competition. A cool prize is on its way.

Remember, if you would like to see yourself here in Little Truckers’ Club, all you need to do is email your stories, jokes, photos, and/ or drawings to me at rochelle@ nztrucking.co.nz with a wee paragraph telling us about them along with your name and age.

We love seeing them all!

Road Safety Key in Winter Conditions Overtaking tips It can be frustrating to be ‘stuck’ behind a truck but be patient if you’re going to overtake, Here are some road safety tips to consider: •

Wait for a dedicated overtaking lane or long stretch of road with a clear view ahead.

•

Indicate and overtake quickly to reduce the time in a truck’s blind spot.

•

Only pull back in when you can see the truck’s headlights in your rear-view mirror.

Winter driving tips Driving conditions on New Zealand roads can be compromised during the winter months.

Here are some road safety tips to consider: •

Adjust your speed to suit the conditions.

When icy or snowy, drive slower than you normally would to reduce the risk of losing control or skidding.

•

Be seen—use your headlights in rainy, icy, snowy and dark conditions.

•

Increase your following distance during poor weather such as rain, hail, snow and fog—it takes longer to stop on slippery roads.

•

Avoid sudden braking or turning movements to reduce the risk of skidding.

•

Always check the weather and road conditions before you head out.

p 0800 338 338 e info@trucking.nz w www.trucking.nz

Thank you to our Partners & Sponsors for your ongoing support

Newlands auto electrical

WHAT’S ON 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.

Southland Hug a Rig

10 August 2024 Southern Field Days site, Waimumu Contact: hugarigsouthland@gmail.com, Facebook – Hugarig

Special Rigs for Special Kids

25 August 2024 Edgar Centre, Portsmouth Drive, Dunedin Contact: specialrigs.org.nz, Facebook – Special Rigs for Special Kids

Alexandra Blossom Festival 42nd Annual Truck Parade 28 September 2024 Centennial Avenue, Alexandra Contact: info@blossom.nz, blossom.co.nz/events/boothslogistics-parade-trucks

LIVERIES GONE BUT NOT FORGOTTEN

100

New Zealand Trucking August 2024

All scheduled events may be subject to change, depending on weather conditions, etc. Please check websites for updates before setting out.

Southland Transport Invercargill Truck Parade

Sunday 27 October 2024 Corner of Bill Richardson Drive and Fox Street Contact: Facebook – Southland Transport Invercargill Truck Parade

2024 South Island Long Lap 14-26 October 2024 Redwood Hotel, Christchurch Contact: Donna Hardie, 0274 518 585 siclassictrucks@gmail.com

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104 Moving Metrics 108 Product Profile – TRT’s next-gen CTI 110 Business Profile – Ideal Engineering 112 Product Profile – Enviro-friendly Curtains 114 Carriers Corner 116 Truckers’ Health 118 Health & Safety 120 Legal Lines 122 Clear the Air 124 NZTA 126 NRC 128 Transporting New Zealand 130 The Last Mile BROUG HT TO YOU BY

MOVING METRICS

THE SALES

NUMBERS New Zealand Trucking reveals how the economy is travelling via key metrics from the road transport industry.

Summary of heavy trucks and trailers first registered in June 2024 This information is compiled by Russell Walsh from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

Vehicle class

Description

NB

A goods vehicle that has a gross vehicle mass exceeding 3.5 tonnes but not exceeding 12 tonnes.

(medium-goods vehicle)

A goods vehicle that has a gross vehicle mass exceeding 12 tonnes.

NC (heavy-goods vehicle)

A trailer that has a gross vehicle mass exceeding 10 tonnes.

TD (heavy trailer)

First registration of NB, NC and TD class vehicles year on year, to date

The data used in this information reflects any amendments to the data previously reported.

Vehicle type This summary includes data from two heavy-truck classes and one heavy-trailer class.

First registration of TD class heavy trailers for June, year on year by major manufacturer First registration of TD class heavy trailers for June, year on year by major manufacturer 30

Number of units

A goods vehicle is a motor vehicle that: (a) is constructed primarily for the carriage of goods; and (b) either: (i) has at least four wheels; or (ii) has three wheels and a gross vehicle mass exceeding one tonne.

Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

A table of all vehicle classes is in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 https://www.nzta.govt.nz/assets/ resources/rules/docs/vehicledimensions-and-mass-2016-asat-1-October-2019.pdf

25 20 15 10

26 22

19 16 15 14 13 121111 12 10 9

Domett

New Zealand Trucking August 2024

76

Fruehauf

M.T.E.

Jun-19

Jun-20

4

4 233 3

Patchell Roadmaster Jun-21

11

9 9 10 10 7 8 8

Jun-22

5

TES

Jun-23

7888

877 8 5 4

TMC

Transport Trailers

Jun-24

Other suppliers of class TD heavy trailers not included in above Other suppliers of class TD heavy trailers not included in above Jun-19 33

104

9 445

5 0

17 17 15 15

Jun-20 42

Jun-21 46

Jun-22 43

Jun-23 50

Jun-24 40

First registration of NB and NC class vehicles for June, by major manufacturer

First registration of NB, NC and TD class vehicles for June, year on year

First registration of NC class vehicles year to date 2019 – 2024, by major manufacturer First registration of TD class heavy trailers year to date 2019 – 2024 by major manufacturer 120

First registration of TD class heavy trailers year to date 2019 – 2024, by major manufacturer

Number of units

100 80 60 40 20 0

Domett

Fruehauf 2019

M.T.E. 2020

Patchell 2021

Roadmaster 2022

2023

TES

TMC

Transport Trailers

2024

Other suppliers of class TD heavy trailers not included in above Other suppliers of class TD heavy trailers not included in above Jun-19 Jun-20 Jun-21 Jun-22 Jun-23 Jun-24 285 211 273 274 300 308 New Zealand Trucking

August 2024

105

Due to a change in process, the presentation of RUC data will now lag by two months. It is compiled from information provided by the NZ Transport Agency via an Official Information Request.

ROAD USER CHARGES

New Zealand Trucking magazine acknowledges the assistance of the media team at NZTA for providing this information to us.

Total value and distance of road user charges purchased per year and year to date Summary of RUC transactions for May 2024 Number of individual RUC licences issued for month

376,925

Total kilometre RUC distance purchased (All types)

1,742,462,939

Total value of all RUC purchases (All types)

$218,481,273

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 Dec 2022

17,683,361,155

$1,710,831,998

1 Jan 2023 – 31 Dec 2023

16,687,053,002

$1,655,078,736

1 Jan 2024 – 31 May 2024

7,121,268,302

$939,961,319

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Dec 2022

13,375,038,937

1,114,586,578

1 Jan 2023 – 31 Dec 2023

12,029,164,087

1,002,430,341

1 Jan 2024 – 31 May 2024

5,034,843,279

1,006,968,656

RUC type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles. Type 299 are mobile cranes). Cars, vans and light trucks that use fuel not taxed at source (i.e. diesel fuel) are generally in this RUC type.

The top nine RUC type purchases, other than type 1, in descending order RUC type

Description

2

Powered vehicles with one single-tyred spaced axle and one twin-tyred spaced axle

6

Powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles)

43

Unpowered vehicles with four axles

14

Powered vehicles with four axles (except type 408, 414 or type 499 vehicles)

33

Unpowered vehicles with three twin-tyred, or single largetyred, close axles (except vehicle type 939)

408

Towing vehicles with four axles that are part of a combination vehicle with a total of at least 8 axles

951

Unpowered vehicles with five or more axles

H94

Towing vehicle that is part of an overweight combination vehicle consisting of a type 14 RUC vehicle towing a type 951 RUC vehicle with a permit weight of not more than 50,000kg.

H95

Towing vehicle that is part of an overweight combination vehicle consisting of a type 14 RUC vehicle towing a type 951 RUC vehicle with a permit weight of 50,001kg - 54,000kg

RUC distance purchased year-to-date May for selected RUC types

A description of RUC vehicle types is available at https://www.nzta.govt.nz/vehicles/licensing-rego/road-user-charges/ruc-rates-and-transaction-fees/ Please note data may differ slightly from that reported for the same period previously due to adjustments being made to the base data.

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New Zealand Trucking August 2024

RUC purchases (All RUC types)

Average monthly RUC purchases by year (All RUC types)

RUC purchases during May for selected types

Total licences issued for rolling year to date – 3,904,780

Total number RUC licences issued for month (All RUC types)

New Zealand Trucking

August 2024

107

PRODUCT PROFILE

TRT unveils new Traction Air EM series The new TRT Traction Air EM series, featuring three key areas of improvement, promises to empower fleet owners with unparalleled reliability, precision, and convenience.

G

avin Halley, general manager sales, TRT, says the benefits of TRT Traction Air are well-proven.

“If you want to reduce tyre wear, improve traction and safety through our GPS safety protocols, and reduce R&M on the overall vehicle by ensuring the right tyre pressure for the right terrain, then TRT Traction Air is the right fit for your Central Tyre Inflation requirements,” he says.

“The new TRT Traction Air EM series features a simplified and improved manifold design that optimises airflow and improves pressure distribution,” Gavin says.

“The innovative pressure cell design is 50% more compact than the existing model, allowing for enhanced installation flexibility in tight spaces.”

“Built for environmental extremes, the

manifold design and the high-flow valves were specifically chosen to meet the rigorous demands of minus-35°C degrees in Scandinavia, yet cope with the 40°C-plus degree demands of the Australian outback,” Gavin says. “The anodised coating of the aluminium manifold ensures protection against salt roads and other environmental hazards.”

TRT welcomes back familiar face Craig Burton has rejoined the TRT team as the new national sales representative for the company’s TRT Traction Air CTI system.

Having previously spent over 10 years at TRT, with more than nine years selling, installing and growing TRT Traction Air, Craig lands with his feet running and with a product he is totally familiar with.

Craig left in 2021 to work closer to his native Morrinsville. But when the opportunity opened up this year to work with TRT Traction Air again, he jumped at it.

“TRT Traction Air is a product I am really passionate about,” says Craig.

“The new variant, the EM series, is groundbreaking, and I’m really excited about it. It has some great features, and I’m keen to get out there and show our customers what it can do for their businesses.”

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New Zealand Trucking August 2024

Craig says he is happy to be back on familiar turf, working with a product and a team he believes in.

“I’m really looking forward to reconnecting with our customers and colleagues, and introducing myself to new ones,” he says.

For all TRT Traction Air enquiries, you can contact Craig Burton on 027 477 7383 or email craigb@trt.co.nz

Gavin says the advanced manifold design eliminates internal plumbing inside the pressure cell.

“There are no hoses or fittings within the cell, which significantly strengthens the longevity and reliability,” he says.

“Put simply, it is the most reliable and advanced system we have ever developed.”

Features include: •

•

•

•

•

• •

Simplified and improved manifold design that optimises airflow and improves pressure distribution.

The innovative pressure cell design is 50% more compact than the existing model, allowing for enhanced installation flexibility in tight spaces.

Housed in a robust yet lightweight composite cover, providing the necessary protection against environmental elements without adding unnecessary weight to your vehicle.

LCD touch screen with adjustable backlight or DIN-mounted ECU to fit most radio slots.

Single Channel and Multi-Channel options, capable of running different pressures from front to rear on multichannel applications.

Simplified and improved manifold design.

Additional input/output for future-proof connections such as telematics.

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BUSINESS PROFILE

Collaboration key to quality results Owner of Ideal Transport Engineering, Greg Hickford, says the company’s customer-centric approach and attention to detail ensures high satisfaction and quality results.

C

ollaboration is key to a job well done, according to Pukekohebased Ideal Transport Engineering.

The company specialises in new truck builds and modifications.

“Clients provide a specification sheet, which is then discussed and finalised in build meetings to ensure all requirements are met. We sit down, draw everything up and confirm the plans. Once agreed, we move forward with the project. This approach ensures client satisfaction and efficient project execution,” Greg says.

Ideal Transport Engineering recently completed work on two Moffett mounts on new eight-wheel UDs for Tom Ryan Cartage.

“We did the two Moffett mounts backto-back. Each job we do is about a two- to three-month project,” he says. “We’ve worked with Tom Ryan for around three years now, and we’ve done probably six or seven crane trucks for them.

“We’ve never had any complaints from Tom Ryan. Our collaborative process

110

New Zealand Trucking August 2024

ensures they get exactly what they want.

If we can’t achieve exactly what they want, we offer alternative solutions. They send their drivers over as well and we work with them throughout the build process to get everything right.

“Tom Ryan is a real gentleman of the industry. The company is fantastic to work with, and I would highly recommend them to anybody.”

Greg says his favourite part of the job is sitting down with clients, asking what we can do for them, then making it happen.

“Seeing the transformation of trucks from bland cab chassis to fully equipped,

customised vehicles is incredibly satisfying.

The transformation creates a lot of pride for the team, who I always catch taking photos of their work.”

Despite a softening industry, Ideal Transport Engineering continues to thrive, with projects lined up until February 2025.

The company attributes its success to hard work and a clear point of difference – understanding and delivering precisely what the customer wants.

“You’ve got to work smarter, not harder, and have a point of difference. For us, it’s understanding what the customer wants and showing them how we can achieve it.”

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PRODUCT PROFILE

Straitline debuts new recycled curtains

By Faye Lougher Photos: Straitline Canvas

A company with a reputation for innovation has begun a two-year trial of truck curtains made from 35% recycled PVC fabric.

P

almerston North-based Straitline Canvas has partnered with TR Group to initially trial the curtains on one of TR’s fleet of rental trucks. General manager Patrick Currie says TR Group was chosen because installing the curtains on a rental truck would ensure they are put through their paces in a real-world setting with different users.

Made by German company Mehler to the same standard as typical 8556 PVC (by far the most-used side-curtain fabric in New Zealand), Transport 9000 Eco has a minimum of 35% recycled content.

The base cloth is made from 100% recycled PET (soft drink bottles), and the grey interior PVC coating has been manufactured using a minimum of 50% recycled PVC. The exterior PVC coating is 100% new white PVC to retain standard UV resistance.

The recycled fabric is estimated to give a 14% reduction in carbon emissions when compared with regular 8556.

Straitline imports all its PVC fabric from Europe.

Mehler developed the recycled product in compliance with European REACH regulations regarding the use of chemicals.

REACH is an acronym for the Registration, Evaluation, Authorisation and Restriction of Chemicals. It has a very wide scope as it applies to all chemical substances manufactured, imported, placed on the market or used within the European Community.

“It’s very strict,” says Patrick. “Anything that goes into the market over there has to comply with the regulations. That sits well with us because one of the things we are obsessed with at Straitline is quality – our

112

New Zealand Trucking August 2024

From left: Straitline Canvas general manager, Patrick Currie; TR Group area maintenance manager – Manawatū/Taranaki, Brenton Wallace; Straitline Canvas operations manager, William Rice; TR Group new truck build manager, Scott Penny; and Straitline Canvas sales manager, Raymond Williams. customers don’t want anything secondrate. Our mission statement is, ‘We make transport operators’ lives easier.’ We do this by providing products designed for end users, a seamless sales process and a human touch. We identify opportunities to improve sustainability and reduce our environmental impact, and everything we do challenges the status quo.”

TR Group new truck build manager Scott Penny says sustainability is one of TR’s core values.

“For a long time, we’ve had a working relationship with Straitline and when Patrick and the team came to us and recommended this product, we thought it would be a good opportunity to trial it and get it into the New Zealand market.”

Scott says TR Group is always trying to reduce its environmental impact and

lower its carbon footprint. It has invested in hydrogen-powered trucks that will soon be available on the New Zealand market, and recently put its 50th electric truck into service.

“Straitline is a fantastic company to work with, and what sets them apart is their willingness to help us achieve our goals.

“We can see a real benefit in adopting this new recycled product. There’s going to be less wastage and product going to landfill, and if the trial goes well, we will look at using this product throughout our fleet because we think it’s something our customers will embrace.”

This is not the first sustainability initiative Straitline has been involved in – it also has a re-use programme for old truck curtains and offers New Zealand-made recycled plastic pallet corner boards.

Straitline Canvas general manager Patrick Currie explains the company’s quality standards are maintained.

Straitline Canvas operations manager William Rice showing the interior grey recycled content PVC lining.

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CARRIERS’ CORNER

We’re on the road to

NOWHERE …

Transcon’s Blake Noble examines the country’s current direction and discusses the best investments to align with its future.

L

ast month’s column definitely got some dialogue going. My thanks to those of you who reached out, both in support and to challenge my musings. Either way, it spawned exactly the conversation we need to be having, and if nothing else, it stirred up the sort of emotion from people I hoped it would.

Not too long after the last column hit the shelves, I was at a small dinner with Nick Leggett, the former CEO of Transporting New Zealand, current CEO of Infrastructure New Zealand and chair of Wellington Water.

Nick was there to provide some insight on the scale and nature of the infrastructure task in front of us – without question, one of mammoth proportions.

At the heart of Nick’s delivery was the theme that, ultimately, a lot of the approach to infrastructure would be about choices or, to put it another way, the potential compromises we must make to achieve the outcomes required for the greater good. An example might be the acknowledgement that the country needs a robust link between the North and South Islands, the choice or compromise of which might mean less budget available elsewhere due to the investment required to bridge (figuratively) the Cook Strait.

The conversation that followed, however, wasn’t really part of the script and went on a tangent remarkably relevant to my last column. Among our party of 15, the questions grew louder: Where is the country heading, and what investments should we make to align with that direction?

Essentially, not one of those in attendance (a group of business owners, employers and those from professional services) could

114

New Zealand Trucking August 2024

clearly define the trajectory we are on or want to be on as a nation. I don’t mean the sort of direction the current political cycle has delivered. Instead, I mean an enduring, inspirational, aspirational, memorable and credible vision – the sort that could anchor and align our most significant decisions.

Think of the power of the famous Team New Zealand ‘Will it make the boat go faster?’ mantra, born of an unwavering desire to win the America’s Cup – a singular universal focus with immense clarity that enabled any decisions to be sheeted back to a

Think of the power of the famous Team New Zealand ‘Will it make the boat go faster?’ mantra, born of an unwavering desire to win the America’s Cup… straightforward objective. If it wasn’t going to make the boat go faster, it wouldn’t be done. Will that spending on a new motorway connection between location A and location B align with our national objective to be, for example, an efficient and productive exporter of high-value products and reduce costs associated with conducting that activity?

Now, transpose that concept to the hopes and dreams of our good nation. We’ve previously held onto the ‘Clean, green New Zealand’ tagline, probably more so from a tourism perspective. I won’t come remotely close to even partially nailing it within these column inches, but dream if you will of a clear vision that encapsulates that pride and, most importantly, helps us make some of those choice/compromise scenarios I suspect are going to be coming at our decisionmakers, centrally and locally, with increased vigour.

A 30-second brain dump has generated the likes of the following conversation starters. It’s likely hundreds more could be generated by much wiser New Zealanders than I… ‘Food and fibre innovators to help feed and clothe the world.’

‘Technology incubation changing the world.’

‘The healthiest, most technologically and efficiently connected communities.’

‘An education system delivering for all and equipping our nation with the skills and knowledge to win tomorrow.’

Like changing (or keeping) the flag, consensus will never prove simple, but without these conversations, we’ll remain forever distant from a better tomorrow. Not for a second do I surmise that this will come easily or that we haven’t got a long ‘road’ to hoe, but without a vision, we’ll continue to drive down the road to nowhere …

Do you agree with Blake or want to engage with his comment? He’d love to hear from you.

Contact Blake at: blake@transcon.co.nz.

Blake Noble is managing director of Transcon, a 16-truck general-freight operation based in Warkworth, north of Auckland. He is also the founder of specialist transport growth and advisory provider Delivery.

Head to getdelivery.nz to connect with Blake.

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TRUCKERS’ HEALTH

Fail to prepare, prepare to fail Health and fitness guru Laura Hulley discusses why you shouldn’t just wing it when it comes to health and fitness goals.

T

he diet starts Monday” is a phrase I’ve heard all too often from clients (and one I catch myself saying occasionally). While I understand the sentiment behind it and the logic of starting a new health kick with a clean slate, constantly waiting for the perfect time to start is not a good idea. Unfortunately, it will never be a convenient time or season for you to lose weight or focus on your health and fitness. Life throws you all sorts of obstacles and curve balls, and it’s important to learn to pivot, refocus and regain momentum and consistency.

In this instance, I’m going to embrace the saying, “Fail to prepare, prepare to fail.”

Although a cliché, it has some merit. If you rely on “winging it” and just exercising when the stars align and randomly drumming up healthy meals, you will probably find reaching your health and fitness goals difficult. It is important to take the time to set yourself up to make small and realistic changes to your current lifestyle. Here are some simple ideas and strategies to create structure and a routine in your life.

Choose a day or time of the week that suits you best to allow yourself a twohour window to create a plan of attack for the coming week. I know two hours may seem unrealistic, but if you add up all of the time spent scrolling on your phone or watching Netflix, I think it’s achievable to allow yourself this time to plan your week (even if it is broken into several smaller blocks). Write down everything you have on in the coming week – what are your hours at work? Where will you be situated? What personal and social commitments do you have? The next task is adding what exercise sessions you can realistically complete.

What time are these sessions? Where are they? How long are they? What do you need to get ready/bring to these sessions?

For example: Monday – 6-7pm one-hour

116

New Zealand Trucking August 2024

cycle around the block, Wednesday – rugby training 7-9pm, Friday – 6-7am walk around the block.

That way, you can line up your work and personal commitments with the commitment to move your body. It aligns your mind and makes you realise that it is doable to complete however many exercise sessions through the week; even just writing it down can help to solidify your commitment.

Sometimes, I can feel a mess if I start the week disorganised and not knowing what I have on and where I could fit in my exercise sessions. Quite often, this will lead to the week running away with me, and I end up completing little to no exercise because I wasn’t organised, had too much on and didn’t prioritise or commit to any active sessions. The more specific and organised you can be with your time, the better chance you have to successfully complete what you set out to do. I personally feel like planning seven days is achievable. Some people like to do a fortnight or month at a time, but I normally suggest a week as it is not as overwhelming and time-consuming to plan all aspects of your day for that length of time.

Nutrition is the second and arguably most vital aspect of your health and fitness.

Planning and preparing meals for an entire week is a lot more taxing than noting down your personal, work and exercise commitments. If a week feels like too much of a strain, try for two or three days.

If you spend an hour or so planning and preparing what you will have for breakfast, lunch, dinners and snacks for the next two/ three days, you are a lot more likely to eat healthy and make good nutrition choices.

Prepping dinner can be as simple as making a meal in bulk (enough for three or four servings).

Lunch can be as simple as making it the day before. For example, a sandwich, some fruit and nuts. If you wanted to be fancier, you could also make your lunches in bulk, like a large quiche or soup that can be used over several days. You can get really good meal-planning apps or even a mealplanning magnet for the fridge. You simply write down what you’d like to have for each meal and get a clear idea in your head.

I am a creature of habit, and my days tend to look quite similar. As long as you’re getting plenty of variety, fruits and vegetables into your diet – it doesn’t matter if you are being repetitive throughout the week – keep it easy. Many people think eating healthily is complex with so many weird and wacky ingredients, but it certainly does not have to be. Lean meats, vegetables, fruits, eggs and grains make up a large portion of a healthy diet and none of those things are fancy, frilly or difficult to prepare and work with.

You may think that you’re not much of a planner and writing down all of your exercise sessions and meals for the week sounds over the top. But I can tell you confidently that my clients (and myself ) have found amazing success with planning and committing to exercise sessions versus that strategy of just “winging it”.

The same goes for planning out our meals. It may seem tiresome and overboard, but it does give you an idea of what groceries you need to buy, what meals you need to prepare and how much/little you’re actually eating throughout the week.

Often, if we grab random food/takeaways on the go, we may not realise that we are consuming a lot of unhealthy food throughout the day. So choose your time of the week when you can sit down and focus on planning out your exercise and food for the week (I recommend a Sunday) and be more prepared to tackle the week and focus on committing to being healthy and active for the next seven days.

Laura Hulley Personal trainer

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HEALTH AND SAFETY

Are your induction procedures sufficient?

TRANSPORT, DIESEL & MARINE

An induction establishes your company’s culture and is frequently the first point of contact in matters of health and safety. But it needs to be done properly for it to work, writes Safewise consultant Kaye Byrn.

T

here are various forms of inductions, including those for clients, sites, health and safety, and familiarisation with machinery and plants.

Workers are required to cover each of these as needed. An office worker won’t require as much information as one who operates heavy equipment, drives a truck, or travels from place to place. Dividing the induction into the following areas could be helpful: equipment, health and safety, locations, customers, and so forth.

Any training required for an employee to perform a job safely is called an induction. Combining some of it with your organisation’s requirements as well as legislation makes it easier and ensures that the work is completed effectively.

Workers should, at the very least, be provided with a basic knowledge of health and safety so they can recognise risks and hazards. They need to be aware of what to do in an emergency or accident. Additionally, they ought to be educated on their rights and obligations as employees as well as how to take part in health and safety.

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How should an induction be considered?

Giving people too much information at once will only cause information overload, so it is preferable to divide it up into manageable chunks. Make use of as many illustrations and examples as you can. Give the employee refresher training so you can be sure they have understood the material and have a good chance of remembering it.

The key is to work at a pace that is comfortable for the individual worker.

Don’t give them a tonne of paper or digital documents to read and sign to indicate they have understood what they just read. It is the same as accepting the terms and conditions of purchasing a new laptop.

Training and induction documentation is crucial. While a questionnaire is a great tool, good training is approved by both the employee and the trainee.

Why should you induct a worker?

The first day of work should include a health and safety induction for employees.

Refresher training should ideally be held

two or three weeks later. Employees are inundated with information in the initial days of work, and the average person retains only 20% of what they are told.

Your organisation’s culture is established during your induction. Take your time to ensure the employee feels free to ask questions, provide a buddy for as long as needed, and establish a secure and effective work environment.

Kaye Byrne is a health and safety consultant who works for Safewise, a health and safety consultancy organisation.

Kaye has been in the health and safety field in one way or another for the past 10 years, most recently as a consultant. Kaye has experience working with many different industries and people. She holds a New Zealand Diploma in Workplace Health and Safety Management (level 6) and is a member of the New Zealand Institute of Safety Management.

Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: (09) 985 5609

mobile: 021 326 642

danielle.beston@bestonlegal.nz

Referral Through Solicitor Required and Arranged

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LEGAL LINES

Police powers and commercial vehicles The police have certain powers they can exercise when dealing with drivers of heavy motor vehicles.

This month, Danielle Beston provides an overview of the powers you should know.

General powers Section 113 of the Land Transport Act 1998 says that if a police officer believes on reasonable grounds that a vehicle on a road is causing an obstruction or that the removal of the vehicle is in the interests of road safety, they can order its removal.

This can be done by entering it themselves or by directing someone else to do so.

Enforcement officers can also inspect, test and examine the brakes or any other part of a vehicle.

Section 113A of the act gives enforcement officers the power to require a person to produce without delay for inspection all relevant log books or records, including documents relating to financial records, expenditure on fuel, invoices, vehicle maintenance records, depreciation records for vehicles, time and wage records and waybills. The police are permitted to make copies of the books or records produced.

Section 124 of the act states that vehicles must have current evidence of vehicle inspection and a certificate of loading, and drivers or owners must provide reasonable assistance in conducting any inspection or running test.

Stopping, inspecting and weighing Section 125 says that if the police display a sign specifying that a particular vehicle or vehicles of that vehicle’s class must stop, or when directed by an officer to stop, a driver of a heavy motor vehicle or goods service vehicle must stop and wait until the enforcement officer has completed the

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exercise of their powers.

A police officer may at any time inspect the load of a heavy motor vehicle on any road. However, this does not mean the officer can enter the truck itself. To enter and search the truck, they must have either a warrant or good cause to suspect that drugs are being carried. A police officer can measure a vehicle’s weight or the weight on any of its axles. To exercise this power, an officer can direct the driver to drive to a site and onto a specific type of weighing device even though the driver may not otherwise be permitted to drive the vehicle to that site.

Normally, an officer cannot order a vehicle to a site for weighing if the vehicle would have to deviate from its course by more than 5km, but there are exceptions to this rule.

Where a vehicle has failed to stop for a sign or ignored the direction of an officer to stop, a deviation greater than 5km is permitted. If the site where the vehicle has been brought to a stop is unsuitable for weighing because doing so may pose a safety risk or the site is not level enough for accurate weighing, then this is also an exception to the rule.

Remember that, unless permitted by an exception, if the distance of the deviation is greater than 5km for the purposes of being weighed, this is a defence. It is therefore very important for drivers who are stopped and directed to a weighbridge to keep an accurate record of exactly what point they were stopped, and the distance travelled to get to the weighbridge. The significance of a careful record is that it may need to be used in court to prove you weren’t going the way you were simply to avoid being weighed.

Overweight vehicles Section 126 of the act states that if the gross weight of a vehicle or vehicle combination is exceeded by more than 10% of the overall or any individual axle weights permitted by the

regulations, the police can demand that the driver stop the truck where it is or direct it to a safe place. The officer can then insist that the load be removed, reduced or rearranged so that it no longer exceeds the maximum permitted weights.

Unsecure loads Under section 128 of the act, an officer can direct the driver of a heavy vehicle to stop if he suspects that the load on that vehicle is unsecured and may fall from it or that a breach of the rules relating to the carriage of dangerous goods has occurred. The officer is required to direct that the vehicle either remains stopped or is moved to a place of safety so that the load can be secured satisfactorily or the breach is rectified.

Dangerous goods These powers are wide-ranging and are set out in sections 129 to 132 of the act. A police officer or a dangerous goods enforcement officer who has good cause to suspect a breach of the law relating to the carriage of dangerous goods can order the driver to stop or order the driver to remain stopped until the officer is sure that if a breach has been committed, it has been rectified.

A dangerous goods enforcement officer can legitimately go onto premises where goods are being loaded or unloaded if they suspect that any of the goods are dangerous.

This entry must be for inspection to ensure that all persons involved in the transport of dangerous goods are complying with the rules to ensure safe transportation of the goods.

An officer is allowed to take samples, open containers and packages and inspect what is inside containers and packages. They can also take measurements and sketches, demand, inspect and copy documents relating to dangerous goods.

Please note that this article is not a substitute for legal advice, and if you have a particular matter to be addressed, you should consult with a lawyer. Danielle Beston is a barrister who specialises in transport law, and she can be contacted on (09) 985 5609 or 021 326 642.

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CLEAR THE AIR

What? Emissions from a clean-burning gas?

In the last issue, exploring hydrogen for transport revealed lousy energy efficiency but two potential redeeming features: easing the clean energy transition for transport operators and, perhaps, helping “peak shaving” for the electricity grid. So, might a gas that burns to water be a godsend for transport decarbonisation?

L

et’s revisit the energy efficiency of electrolytic hydrogen. Passing an electric current through water separates the water’s hydrogen and oxygen at about 75% efficiency. Then comes a series of downstream processes, like compression, cooling and actual application.

For heavy transport, the combined effect is that 20% to 30% of the energy propels the truck, and the rest is wasted. The comparison of H2 and fossil-fuel trucks is clear in EECA’s image alongside.

This gives electricity huge running-cost advantages, but operators must factor in capex as well as opex, and Cummins’ Jim Nebergall (whom we quoted last month) pitches in on that at hydrogeninsight.com.

But back to emissions. It’s now 2pm on 6 June, clear of daily peaks. The electricity market’s real-time website EM6 shows the grid running at 79% renewables and emissions at 149g C02/kWh. If hydrogen trucks are 25% energyefficient (using 4kWh of electricity for 1kWh of propulsion), on today’s grid, that would

cause emissions of virtually 600g CO2/kWh of output (compared with battery trucks at 80% efficiency, which cause 187g CO2/kWh).

Some 600g CO2/kWh is greater than straight fossil-gas generation (455g CO2/ kWh), and over half of arch-villain coal (1073g CO2/kWh). EV trucks might have other issues, but they win hands down on cutting emissions.

So let’s think hard about the problem we’re trying to solve: slashing emissions by getting off fossil fuels.

Accepting the above is a simplification, how might hydrogen make sense?

Short term, there’s help from lower ‘embodied carbon’ in making the truck. That gives an edge for a year or two.

Electrolysers can optimise off-peak power use and avoid grid peaks, and theoretically generate electricity with hydrogen to help ease peaks. But the figures above show that would struggle to be lower emissions than fossil-gas generation.

Maybe the likes of Hiringa can erect its own wind turbines and work exclusively off

them. That might reduce their emissions, but would come with consequences, such as needing turbines that generate about four times the energy the hydrogen will deliver.

This broadly aligns with Concept Consulting’s research for MBIE and several energy companies, which concluded: “Larger-scale hydrogen production would drive the need for new renewable power stations to be built.”

But the dilemma doesn’t end there.

To maximise our electrification with renewables, New Zealand must build the equivalent of a 3MW wind turbine roughly every three days forever, escalating to one every two days if New Zealand follows what Concept termed “the green hydrogen route”.

Add in the real possibility that supplies of minerals for renewable electricity hardware will fall far short of global demand, and we must obviously tread cautiously.

Retired professor of power engineering Pat Bodger offers wise guidance on that: “In any application, the alternatives need to be compared in an unsubsidised manner.

Otherwise, an inferior option can wrongly be supported.”

Lindsay Wood, MNZM, runs climate strategy company Resilienz Ltd. He is active in policy, and on IT tools for decarbonisation, and speaks, writes and broadcasts widely on climate issues. In 2024 he was made a Member of the New Zealand Order of Merit for services to climate awareness and environmental sustainability.

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John Sansom HARMfree Transport programme manager

The importance of connecting in transport and logistics

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aintaining strong connections with your team is crucial in the transport and logistics industry, particularly in trucking. Health and safety champions regularly connect with workers, which is essential to ensuring employees’ wellbeing, reducing feelings of isolation and improving overall job satisfaction. While some companies have a dedicated health and safety manager, smaller companies may not have the same resources. Their champion could be someone wearing multiple hats, like a dispatcher or operations manager.

This article looks into the critical aspects of connecting, drawing from both contemporary insights and Aotearoa’s rich cultural heritage.

Truck drivers often face long hours on the road, leading to feelings of loneliness and isolation. These conditions can severely impact mental wellbeing, including increased stress and anxiety. However, maintaining strong workplace connections can alleviate these issues. Health and safety champions can play a pivotal role by regularly checking in with drivers, not just with phone calls, but also via face-to-face interactions, which can significantly enhance the quality of connection and support.

Incorporating Māori principles can provide a holistic approach to worker wellbeing. The concept of whanaungatanga (relationship building), which emphasises the importance of relationships and community, can be particularly valuable. Leaders can strengthen the sense of community and belonging within the workplace by organising regular cultural workshops or hui (meetings) that

include all workers, enhancing mutual understanding and support across different cultural backgrounds. This helps cultivate a sense of family and belonging within the workplace and creates a supportive environment that reflects traditional values.

This approach not only enriches workplace culture but also integrates traditional Māori practices.

In the era of smartphones, it’s easy to forget the impact of face-to-face interaction.

In-person communication can lead to better understanding and stronger relationships.

For truck drivers, who may spend much of their time alone, periodic face-to-face meetings can provide a critical connection to their workplace and peers. Health and safety champions should encourage regular team meetings and one-on-one checkins to cultivate these connections. It’s important not to rely solely on scheduled meetings. Make spontaneous connections by practicing Management by Walking Around (MBWA). This approach allows you to build genuine relationships with your team through informal, unplanned interactions.

Shift work, common in the transport and logistics sector, presents unique challenges.

Irregular hours can disrupt sleep patterns and contribute to fatigue, which affects safety and wellbeing. Health and safety champions should advocate for policies and procedures that mitigate these effects, such as rotating shifts to ensure adequate rest and providing resources for managing shift work. Additionally, regular communication about the importance of rest and strategies for coping with shift work can help maintain worker wellbeing.

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New Zealand Trucking August 2024

While face-to-face communication is vital, technology can also play a supportive role.

Tools like video calls and instant messaging can keep the lines of communication open, especially for remote or on-the-road workers.

However, it’s crucial to balance this with personal interactions.

A connected workforce is a resilient one. When workers feel supported and valued, they are more likely to engage fully with their work, leading to higher productivity and job satisfaction. Enhanced communication and trust between workers can lead to improved compliance and safety, reducing accidents and promoting a safer workplace. Furthermore, involving workers in health and safety discussions can encourage proactive problem-solving, benefiting your entire organisation.

For health and safety champions working in the transport and logistics sector, building a culture of connection is not just a strategy but a necessity. We can create a more supportive, engaged and safer workplace by embracing modern communication tools, traditional Māori values, and prioritising face-to-face interactions. Connecting with your team is crucial, but engaging with your peers is equally important. That’s why HARMfree Transport and Logistics offers an online forum and HARMfree Connect events, providing a platform for inspiration, idea sharing and knowledge exchange.

Additionally, HARMfree has resources, information and access to professionals to support you in building a culture of connection within your team. Let’s commit to staying connected, together.

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National Road Carriers Association can be contacted on 0800 686 777 or enquiries@natroad.co.nz

James Smith GM policy and advocacy

NRC welcomes a diverse new generation of board members

N

ational Road Carriers welcomed a diverse new generation of board members at our annual general meeting on 24 June, representing the geographic spread of our members, the changing ethnicity of the industry and the breadth of governance skills required.

Northland log truck company owner Ian Newey has been appointed chair, with Waikato-based Glen Mackay of Orion Group as deputy and West Auckland-based Corey Burnett of Burnett’s Transport as ownerdriver representative. Former chair John Baillie continues as immediate past chair, and long-term Auckland-based NRC member Bipendra Ram also joins the board.

Other continuing board members are life member Calven Bonney and corporate communications expert Pamela Bonney of LW Bonney & Sons, Don Wilson of On Road Transport, commercial law specialist Shafraz Khan of Fortune Manning, and Adam Norman of Normans Transport.

The new appointments were celebrated by long-time NRC member Greg Sheehan, now retired, who sent a congratulatory email to NRC noting, “The sons and daughters of good mates from times gone by are now representatives of our industry on the board of the association. This clearly shows the commitment of families to this close-knit band of people, dedicated to help other likeminded people and enjoy the camaraderie of our industry.”

Greg posted on NRC’s Facebook page: “It’s so great to see family descendants continuing involvement in the NRC board.

Corey Burnett, Pamela Bonney and Ian Newey are all following in their dads’ footsteps as dedicated people for the betterment of our industry.”

Ian Newey joined the NRC board in 2019.

He has been in the transport industry since he was 16 and bought his first truck at 24.

Ian and his wife Shelley created IK & SM Newey Transport in July 2002. Today, the company operates 35 log trucks, of which 20 are owner-drivers or contractors and 15 are

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owned by Newey Transport.

Ian joined the board of NRC because he believes in the need to invest in the industry today to ensure a sustainable industry in the future. He says talent is key and the road transport industry has space for everyone, whether you have left school with minimal qualifications or are a university graduate.

Ian says there is a wide variety of roles available beyond driver, including finance, marketing, admin, mechanics, design, management and operations. NRC’s role is to help attract talent to the industry and ensure the industry trains, develops and supports them to be the transport leaders of the future.

Glen Mackay grew up around trucks, as his father owned Stockley’s Transport in Te Aroha. He formed Orion Group in 2001, and the company now has 165 permanent staff members (plus seasonal workers) and operates a fleet of more than 120 trucks, servicing customers primarily across the poultry, pig and dairy sectors.

Glen is passionate about giving back to the industry after growing up observing his father as president of RTA region 2. He says the industry faces many challenges, and bureaucracy is often the first stumbling block. Helping to break down bureaucratic barriers is one of the key reasons Glen

joined the NRC board.

It’s great to welcome Bipendra Ram to the board, given the growing ethnic diversity of the industry. Bipendra is a long-term member of NRC. Starting as a courier ownerdriver for NZ Post in 2001, he has grown a fleet of 20 vehicles ranging from HPMV linehaul units to inter-city metro delivery trucks. Bipendra’s company, Ram Logistics, contracts to NZ Post, Foodstuffs and Goodman Fielder.

Bipendra has taken on the NRC board governance role to make “any contribution I can, big or small, through my experience”. He says New Zealand has world-class transport operators and a key challenge is the rising cost of running a transport company. New technologies and pressure on operators to adapt at pace with demands for faster transportation with a zero-carbon footprint will be the future of transport, he says.

NRC has gained real momentum over the past year, and we plan to make the most of these gains as we head into the next financial year. Part of our success is annually reviewing the board and opening opportunities to members to help drive the organisation forward. I look forward to working with our new board leaders and members.

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Cook Strait ferries have a vital role to play

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iwiRail’s Interislander ferry Kaiarahi was back in service on time after its planned maintenance outage, and Maritime NZ cleared the Aratere to return to service. Many people will have been engaged in getting these ferries back and I suspect they will have been working under considerable added pressure, so well done to all involved.

I use both ferry operators, KiwiRail and Bluebridge, and happened to be on the Strait Feronia recently. I loved seeing the crew specifically reserve food for freight drivers in their kitchen/restaurant.

Last, but not least, to the transport operators, their drivers, planners and customers who have no doubt suffered considerable inconvenience and delays with the reduced capacity and needed to put in considerable extra effort arranging workarounds to manage the reduced capacity of vessels – well done to all.

It is not surprising that the grounding of the Aratere ramped up interest in investment in rail and ferry infrastructure, and it’s been impossible to escape the media interest.

There have been a variety of opinions and claims about what the road freight industry wants.

It has been claimed that the road freight industry has called for the government to get out of the ferries and that its decision to downgrade the ferry purchase was designed to provide the trucking industry with an advantage over rail transport. It has also been claimed that the bulk of the cost of New Zealand’s roads and their maintenance is due to the cost of trucks, which don’t pay for their proper share.

I think it is timely that we restate our position.

The request from the trucking industry for the government to get out of rail was not made by Transporting New Zealand.

Our members include the largest New

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Zealand-owned transport companies, and we have never advocated for any government to close down rail or hobble it to make it uncompetitive. In fact, a few months ago, we joined one of our members, Wareing Group, to celebrate the opening of the intermodal road-rail Fairfield Freight Hub. We do not believe that the current debate should focus on company structure or, more particularly, whether the government should have a financial interest in KiwiRail and the Interislander.

The discussion needs to focus on what is required to ensure there is a safe, regular, resilient and competitive service for moving people and freight across the Cook Strait.

Equally important, those service providers must be commercially sustainable.

If there’s a strong focus on what’s needed to deliver those outcomes, then details like what the system looks like and what the appropriate company and governance structures underpinning the service providers are, will come out of that. So far, there’s been a lot of speculation but no definitive decisions by the government on replacing the KiwiRail ferries.

I would be more worried about the impact to service levels and resilience if the Interislander vessels were reduced from three to two, rather than what the corporate company structures of the respective service providers look like.

Regarding cost recovery of the road network, the Domestic Transport Costs and Charges Study was completed in April last year. That study was commissioned by the Ministry of Transport and undertaken by an

independent consultant. Its key finding was that no road users pay their full share of the respective costs they impose on the network – however, the category of larger-sized trucks pays more of its share of the costs than any other category of road user.

The road/rail debate will continue, so I’ll leave you with some other numbers to put more context around the freight task modal share: Road freight transport accounts for 93% of the total tonnage of freight moved in New Zealand (MoT National Freight Demands Study 2018). Air, rail and coastal shipping move the balance. Not all that travels on rail goes across the Cook Strait, and currently only one of the five vessels that ply their trade has roll-on roll-off rail.

We believe that each of the transport modes has an important role to play in moving people and freight and keeping the economy going.

Our members operate in a very competitive market, and they, more than most, appreciate that their customers and clients want value-for-money, reliable and resilient transport solutions. Our members are routinely challenged to provide the best solutions, regardless of mode. I can assure you of this because in my previous role in the fuel sector, I was directly involved in assessing the feasibility and viability of railing bulk fuel.

In 2021, our association rebranded from RTF (Road Transport Forum) NZ to Ia Ara Aotearoa Transporting New Zealand because our board and leadership team at the time recognised that to keep up, we need to think about much more than just roads and trucks.

The discussion needs to focus on what is required to ensure there is a safe, regular, resilient and competitive service for moving people and freight across the Cook Strait.

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THE LAST MILE

Most things come in trucks

A

s the dust settles on Budget 2024 and the analysts appear to have done their dash, we now wait with more than a bit of trepidation for the actions to start.

To me, it is a bit disconcerting that we are now entering the arena of yet more government reviews; I thought we had had enough of these under the last mob. Yes, we have to be 100% certain that the limited money available to the government is spent in the right places, but we also have to recognise that reviews soak up time, and we do not have much of that. The country is hurting badly, and many are struggling just to survive from day to day.

Retail spending was down 1.1% in May compared with April, and one only has to look at the daily published list of company liquidations to see the sorry state of businesses, with many of these having a direct effect on moving goods by road.

Gareth Kiernan, Informatics chief forecaster, said recently: “Operators are coming under financial pressure as volumes soften, meaning fixed operating costs have to be covered across a smaller revenue base.” Simply put, your unavoidable costs are going up, but your income is going down, and there is very little scope, if any, to

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increase rates to compensate. Not a good outlook I have to say.

Unfortunately, there is a perception that moving freight by road is anathema to our way of life. This perception is often born out of the fact that, for many, direct exposure to our industry is by way of following a truck at night, often resembling a Christmas tree on wheels, impeding their travel and forcing them to conduct a dangerous overtaking manoeuvre to pass.

This, of course, is not the industry – it is not the industry that delivers what we rely on to sustain the lifestyle we want or, in the present environment, can afford.

I recently looked at the country of origin of the everyday products I use in my bathroom. I found products from Denmark, Thailand, Australia, Ireland, China, India and Mexico. During each of these products’ journeys from the place they entered New Zealand to my house, they would have travelled on at least one – most likely more – truck.

This is the message the industry associations need to be getting out to people, illustrating how important our industry is to everyday life. The industry is not a parasite on society, it is an essential, and we need to get that message out.

Forget the driver shortage. It is a worldwide problem, and do we really want to train up drivers in New Zealand to have them depart for more lucrative opportunities overseas? I do not think so. Our truck driver shortage or potential driver shortage was well documented 21 years ago and, despite the goodwill and efforts of many, our history in solving the problem is not good. So why persist further?

Some years back, one of the industry associations had a motto “Good things come in trucks”. Let us revive the slogan but remove “good” and start it with “most”.

FINALLY, the incident involving the Interislander ferry Aratere on 21 June is intriguing, to say the least. For a ship – or a boat, for that matter – to run into a hill is akin to the trees and telephone poles that mysteriously jump out in front of vehicles and reminds me of the Clarke and Dewes skit, The Front Fell Off. (It’s worth seeking out on YouTube if you’ve never seen it – and worth seeking again out if you have – Ed).

No doubt there will be a lot of tut-tutting and finger-pointing as to what went wrong. But we will have to wait until the ‘official’ inquiries are completed to know for sure. I do know the incident was not the government’s fault despite the claims coming from some quarters.

I have yet to see any evidence that the government was in control of the ship or steering her at that time…

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