NZ Trucking Magazine, April 2023 by NZTrucking

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scania.co.nz 2 New Zealand Trucking April 2023

MADE FOR NEW ZEALAND

A Hall’s Western Star 4864FXC cruises south along the new Hamilton bypass section of the Waikato Expressway.

CONTENTS EDITORIAL DIRECTOR

THE

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

REST

EDITOR

Gavin Myers Ph: 027 660 6608 Email: gavin@nztrucking.com

6 Editorial

FIELD EDITOR

Carl Kirkbeck Ph: 021 760 766 Email: carl@nztrucking.co.nz For all advertising enquiries: Matt Smith Ph: 021 510 701 Email: matt@nztrucking.co.nz Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz SUB EDITOR

ART DIRECTOR

Tracey Strange

John Berkley

CONTRIBUTORS

DIGITAL IMAGING

Craig Andrews Faye Lougher Craig McCauley Alison Verran Mike Verran Shannon Williams

Willie Coyle

Niels Jansen (Europe) Paul O’Callaghan (Europe)

Howard Shanks (Australia)

Will Shiers (UK)

8 Road Noise – Industry news 60 Just Trucking Around 62 Good on Ya, Mate – Feeding Rotorua

64 An Absolute Classic

BIG MOVES

The Choice Just Got Harder

76 Aussie Angles – Janus Electric 80 International Truck Stop – Fox Group Volvo

Louise Stowell

84 Craig’s Trucking Snapshot

OFFICE ADMINISTRATION

Georgi George

86 Little Truckers’ Club

PUBLISHER

VIDEO PRODUCTION

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88 What’s On/Cartoon

46 RAY’S WAY

60 Years Proves It

PRODUCTION MANAGER

Ricky Harris New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved. This magazine is subject to the New Zealand Press Council. Complaints are to be first directed to: editor@ nztrucking.co.nz with “Press Council Complaint” in the subject line. If unsatisfied, the complaint may be referred to the Press Council, PO Box 10 879, The Terrace, Wellington 6143 or by email at info@ presscouncil.org.nz

56 VOLVO AMONG THE VINES A Tasteful Classic

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92 Moving Metrics 96 Incoming Cargo – MCS Charging 100 Industry comment – Where are the drivers? 102 IRTENZ – Peter Brown 104 Better Business – Green Compact 106 Product Profile – NAPA 108 Carriers’ Corner 110 Truckers’ Health 112 Health & Safety 114 Legal Lines 116 Business Together 118 NZ Trucking Association 120 Transporting New Zealand 122 The Last Mile BROUG HT TO Y OU BY

96 THE CHARGE AHEAD No Time to Stop

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EDITORIAL

THE HAND THAT FEEDS US

t’s a quote I’ve trotted out before and one I’m sure most of you reading this editorial will need no convincing of. It was from Volvo Group Global president and CEO Martin Lundstedt, speaking at the 2018 Volvo Group Australia annual media event in Brisbane. He said, “When you have a transport system that is functioning, that is one of the key drivers for bringing prosperity to a society.” Prosperity may improve the transport system you have, but it’s not a chicken-and-egg situation. Why did Lundstedt say what he did? It wasn’t actually pointed directly at trucks, after all? The reason is that the transport modalities are the lifeblood economies function on. It’s a medical and economic fundamental – blocked arteries lead to death. Transport has served us so well in the past that it’s become largely invisible, and a level of affluence and ignorance has been allowed to blossom – an incredibly lethal mix. On the one hand, it removes the need to understand how your privileged life arrives in your lap, from the cot all the way to the highest echelons of education and government. If in doubt, just look at any new commercial subdivision and assess how much thought is given to the transit of 23m B-trains and truck and trailers? It’s not an act of malice on the

designer’s part; it’s an act of ignorance. Still in doubt? Look at the current state of the roads, the network’s resilience and, more recently, the vessels that bridge the roading gap between the two islands. There’s no understanding or education worth a toss on transport modalities, what they do, and why they function. It’s therefore easy for those concerned about things like the environment to lead, and be led, down non-sensical paths that do their own arguments a disservice. Take the truck vs train argument. Evidently, the answer is to move freight off and make a pariah of the truck – a 137-year-old technology that combines speed and flexibility. The favoured option is a 220-year-old technology that’s slow and incredibly restricted. Coerced by the ignorant – that’s what the most intolerant society that has ever lived demands… for its own long-term good apparently. The folly in that garbage has been best evidenced post the latest round of climatic mayhem, when wants quickly turned into needs. I never heard one person asking when trains would get through to the various crisis spots. Why? Because in 2023 trains are good for moving bulk, low-value commodities and nothing else. Back to the medical analogy. In medicine, if an artery is blocked, you replace it or put

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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

TRADER

a stent in it. That’s how vital organs survive. Not so in 2023 New Zealand economics. In the best traditions of hacking off the hand that feeds you, politicians must be seen to move money away from any infrastructure that supports a modality not in vogue. The result, of course, is economic lifelines becoming entirely inadequate and non-resilient – in other words, where we currently find ourselves. Looking ahead. Covid-19 was an interesting global litmus test of where we sit as a society preparing for a new tomorrow. It was an entirely different situation when we transitioned from horse to motor carriage, the last combined transport and information revolution. Fast, reliable, land-based transport brought the new prosperity it promised. It was an act of social creation, not one of maintenance or reinvention of an existing state. As we enter the next transport revolution, society has clearly signalled a complete intolerance for taking a pause on any form of lifestyle in the interest of its long-term greater good. The planes are full and flying again, the malls are bursting, and a huge percentage of the trillions in relief monies handed out worldwide over the past three years went into increasing personal wealth and debt-driven capital gain. In other words, the enlightened generation is as hungry for the

material things of life as any that has preceded it. The privileged have sent a clear message that they want the transport modality underpinning their affluent lives swapped out with its cleaner, faster, quieter replacement, with no disruption to their lives or sacrifice on their part. In other words, seamlessly. Make no mistake. The future of land-based transport for the carriage of goods and services is some form of truck. The ‘93% of goods moved by truck’ figure is not going any direction other than up. The politicians know that, and it sickens me when they deceive and appease in order to retain their parliamentary office. When the new clean trucks arrive on mass, they’ll be heavier and probably less robust – initially, at least. That’s no slight on the machines at all; we’re at the frontier of alternative propulsion. That being the case, we need the best infrastructure we can possibly muster for them to run on. We must set the scene that will allow them, and us, the best chance for success. The current state of the roading infrastructure demonstrates that many in governmental leadership positions do not grasp this in any way. The lesson on cutting off the hand that feeds us might be expensive.

Dave McCoid Editorial Director

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ROAD NOISE NEWS NEW MODELS

Full model change for Isuzu N- and F-Series

suzu Motors has announced full-model changes to the light-duty N-Series and medium-duty F-Series. The new F-Series will have a fully revamped interior and exterior and improved driver comfort and safety assist systems. The N-Series has evolved in six aspects: design, hospitality, economy, safety, connectivity and line-up. Moreover, the new N-Series ushers in the brand’s first mass-produced BEV.

Design The interior and exterior are fully renewed under the concept of ‘Pleasure to Carry’. Isuzu says the design “fuses innovation and toughness as well as functionality and flamboyance.” The interior design has a sense of familiarity and “easy-to-get-on style”, and a toughness for long-term use. Neutral tones and materials are used, with black dominating high-use areas.

Hospitality Isuzu pursued an “end-to-end drivercentric development”, prioritising the needs of drivers. Driver comfort and fatigue mitigation are achieved by expanded cabin space. Isuzu says it allows for the most spacious cabin in the segment of light-duty delivery cabover trucks, which also means more storage space. The larger door opening and adoption of a semi-grip-type door handle can be accessed from both the upper and lower sides to improve ease of access and

usability. All the areas the driver comes into contact with have been optimised for the best possible driving position, such as the reduced-diameter steering wheel, the seat material and the pedal position. The seats even feature armrests and seat heaters. A 7in information display allows the driver to monitor the truck’s vitals.

Economy The Isuzu Smooth Intelligent TransMission (ISIM) is a newly-developed nine-speed dual-clutch AMT. Paired with the 4JZ1 engine, it offers improved fuel economy. This is also achieved through aerodynamic enhancements and by fitting fuel-saving tyres. All vehicles have achieved the 2025 Fuel Efficiency Standard.

Safety The new N-Series features advanced integrated safety systems and driver-assist features. In addition to the improved stereo camera performance, a short-range millimetre-wave radar and driver status monitor have been added, as well as the following nine new safety-assist features: • Pre-collision Braking System (in turning), alerts the driver and triggers braking when the vehicle detects a possible collision with an oncoming pedestrian when turning at an intersection. • Full Speed Range Adaptive Cruise Control, which controls acceleration, deceleration, starting and stopping of the

vehicle in the full-speed range to keep a set distance from vehicles ahead, reducing driver fatigue and enhancing safe driving. • Lane Keep Assist recognises lane markings with integrated cameras and electrically assists and controls the steering to prevent lane departure. • Emergency Driving Stop System and Driver Emergency Assist System detect abnormal conditions when the driver may suddenly become unable to continue driving safely due to an acute disease and other reasons, and stops the vehicle automatically or allows the driver to stop the vehicle by just pressing a switch. • Adaptive Driving Beam recognises oncoming vehicles and adaptively adjusts high-beam distribution to increase visibility. • Traffic Sign Recognition Assist recognises traffic signs and displays recognised signs on the information display to help prevent driver oversight. • Intelligent Speed Limiter, automatically limits vehicle speed within the maximum speed limit recognised by the Traffic Sign Recognition Assist. • Front Blind Spot Monitor, which detects pedestrians and bicycles in front of the vehicle and displays warnings when the system recognises a possible collision at the start-up of the vehicle. All except Traffic Sign Recognition Assist are a first for light-duty Japanese trucks. The suite of safety features is integrated into four safety assist packages to meet the different operators’ needs.

8 New Zealand Trucking April 2023

NZT 23

An automatic electric park brake is installed as a standard feature, while an optional tyre pressure and temperature monitor is offered.

Connectivity Isuzu’s connected trucks are now capable of linking various systems, thanks to the enhancement of Isuzu’s connected technologies, and the combination between the technologies and the advanced information platform. This includes a telematics service and a proprietary uptime support service. The enhanced connectivity suite is especially relevant considering the introduction of the brand’s first BEV…

Model line-up Isuzu says the new BEV models “fulfil the diverse needs of customers around the world toward a carbon-neutral society”. The BEV model portfolio ranges from standard cab models of less than 3.5-tonne GVW to widecab models of up to 7.5-tonne

GVW. As many components and configurations as possible are shared with diesel models to provide compatibility for bodybuilders. Two, three or five battery packs are offered, providing 40kWh, 60kWh or 100kWh of charge. Regular charging and rapid charging are both offered, with the ability to supply power to external equipment through a dedicated device. Importantly, Isuzu will offer a total solution programme called EVision, providing customer support for commercial BEV introduction, proposals to resolve the challenges of BEV introduction, BEV introduction impact quantification, and expansion of BEV vehicles. Dave Ballantyne, general manager of Isuzu New Zealand, says: “We work very closely with Isuzu Japan on all new product lines, but don’t have anything to announce locally at this point regarding the new model range.”

MANDATORY WARNING LABEL FOR CARDAN SHAFT BRAKES

rom April 1, Class NB and NC vehicles with a Cardan shaft park brake must display a warning sticker in a place visible to the driver. Cardan shaft park brakes (also known as driveshaft park brakes) are fitted to many small to medium trucks and a small number of passenger service vehicles. They are designed to hold the vehicle and its load but have limitations, which can lead to a vehicle rolling away. Several incidents have occurred where the Cardan shaft park brake has failed, and the vehicle has rolled away. In the past 10 years, four of these incidents have resulted in fatalities. Last July, Waka Kotahi issued a safety alert about how and why these brakes can fail. Waka Kotahi has now updated its Vehicle Inspection Requirements Manual (VIRM) for in-service certification so that from 1 April, if an NB or NC vehicle with a Cardan shaft park brake does not have the warning sticker, it is a reason for rejection (CoF fail).

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ROAD NOISE NEWS

Booth’s continues expansion

ooth’s Logistics has confirmed the acquisition of Wellingtonbased transport and warehousing providers, L.G. Anderson Transport and Anderson and Flowers. From 1 April 2023, both companies will start trading as part of Booth’s Logistics. Dallas Vince, Booth’s CEO, says business will carry on as normal for L.G. Anderson and Anderson and Flowers customers. “Over the past six years, L.G. Anderson and Booth’s have built a strong and proven working partnership, primarily in supporting us with our last-mile metro deliveries and container transport in and around Wellington. During this time, we have been able to experience first-hand the synergies the two companies have, in not only service and work ethic, but also company culture, values and technology systems,” says Vince. “L.G. Anderson Transport and

Anderson and Flowers have proven to be fantastic, family-run operations for the past 50-plus years and we are proud to have the opportunity to build on the back of this success to date,” he says. “We would like to personally thank John, Chris and Clinton Anderson for their dedication to their customers, community, team and the wider logistics industry. To ensure a smooth transition, all the L.G. Anderson and Anderson and Flowers team will be offered new employment agreements, and key members of the Anderson ownership

team will continue to work alongside us during the handover period. “We have wanted to cement our network in recent years, driven by customer demand for a more substantial presence and service offering nationwide. “We believe this latest acquisition will strongly benefit all companies’ existing customer bases and significantly bolster our transport offering across the lower North Island, as well as add more capability into our warehousing business, including key personnel, systems and processes,” he says.

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ROAD NOISE NEWS

Keith Andrews bolsters sales team

eith Andrews has established three new sales manager roles to bolster its senior sales and customer experience team across Daimler Truck brands Fuso, Mercedes-Benz and Freightliner. The new structure is headed by GM of sales and customer experience Kathy Schluter, who joined Keith Andrews last year, having been part of the successful Fuso New Zealand team that took the brand to No.1 in the truck market in 2021 and 2022. The three new recruits are Alisha Francis, Wes Gielink and Damien O’Hara. They will report to Schluter. Francis moves from Fuso New Zealand, while Gielink has been promoted internally after nearly a decade with the company. O’Hara joins with a wealth of external industry experience on his CV. “We have recruited a dynamic and well-rounded team of highly capable individuals with a balance of internal and external experience. Together, they bring

From left: Alisha Francis, Wes Gielink and Damien O’Hara. an understanding of the great traditions upon which Keith Andrews is built and the fresh perspectives needed to test ourselves and to continually evolve in line with an ever-changing and dynamic

industry,” says Schluter. “These new roles, and the quality of the individuals within them, will reinforce our already highly dedicated team with a new level of support.”

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* **

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* **

in accordance with PAS 2060, see www.castrol.com/cneutral for more information. The C02e emmisions are calculated in accordance with the Greenhouse Gas Protocol’s Product Life Cycle Standard and includes life cycle emmisions. The demonstration of carbon neutrality will be assured by an Independent Third-Party and certified to BSI’s PAS 2060 carbon neutral specification. See www.castrol.com/cneutral for more information.

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15/03/2022 20:46

ROAD NOISE NEWS

NRC and NTA team up

ational Road Carriers and New Zealand Trucking Association have signed a memorandum of understanding to work closely to address common road transport issues and goals. Together, the associations represent more than 3000 members, who collectively operate 30,000 trucks nationwide. “The partnership will see the associations maintain their separate entities while coming together to collaborate on key transport initiatives to share knowledge and support their members’ needs,” says David Boyce, CEO of the NTA. “Together, the focus is on providing services and solutions to real-life issues faced by our members, working collaboratively with government agencies to effect positive change, and maintaining a social license to operate efficiently and productively.” Justin Tighe-Umbers, CEO of National

Road Carriers, says the agreement allows NRC and NTA to act as affiliate associations, working in good faith to benefit the wider road transport, freight and logistics sector across New Zealand. “Both organisations are laser-focused on working with government to help ensure New Zealand has a more productive network that lowers the long-term cost to the economy and is more resilient. “We are already working closely on critical work, including responding to the recent adverse weather events across the North Island, which have laid bare the sorry state of our road network, highlighting the urgent need for a 50-year roading infrastructure plan to ensure future resilience,” says Tighe-Umbers. Boyce added: “Contributing to a safer transport industry is a key focus, and initiatives such as HARMfree Transport, which is launching later this year with the support of funding from the ACC

David Boyce (left) and Justin Tighe-Umbers. Workplace Injury Prevention Grant, are set to make a positive impact on how the industry operates. “With health and safety a top priority, we are excited to bring the Australian TruckSafe accreditation programme to New Zealand. This programme is wellrecognised as a leading business risk and safety management system,” he says.

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ROAD NOISE NEWS

Colin Muir.

NEW GM FOR UD TRUCKS NZ Sime Darby Commercial NZ has announced the appointment of Colin Muir as general manager for UD Trucks NZ. Muir replaces outgoing GM John Gerbich after a 20-year stint. Muir has built a successful career in the heavycommercial sector in Britain and New Zealand over the past 24 years. Previously general manager for competing Japanese truck brand Isuzu Trucks NZ, he most recently worked in the same role for heavy-equipment supplier, AdvanceQuip. “We are delighted to welcome Colin into the UD Trucks team. He brings a unique depth of experience across all aspects of building a successful heavy commercial business,” says Michael Doeg, general manager of Sime Darby Commercial Sales NZ. “I’m confident that Colin will build on the strong legacy left by outgoing general manager John Gerbich. “John has championed the UD brand for three decades as national sales manager and then general manager. We’d like to acknowledge his exceptional service,” he says. “Colin will benefit from John’s support over the coming weeks to ensure a seamless handover of the business.”

Transport industry aims for 1000 new applicants

he shortage of professional drivers is a global problem, and New Zealand is not immune, with some estimates the country needs thousands of new drivers. And it is not just drivers, but also people working in logistics and support roles. An ageing workforce compounds the problem. Te ara ki tua Road to success is an initiative set up in 2021 by three organisations: Ia Ara Aotearoa Transporting New Zealand, National Road Carriers, and the New Zealand Trucking Association. With it the industry is making good progress in encouraging more people to join by undertaking professional qualifications. Late last year, Road to success set itself the goal of 1000 enrolments in tertiary qualifications by the end of 2023. “Work over the past couple of years has seen the Road to success tertiary

qualifications pathway gain momentum,” says Fiona McDonagh from Ia Ara Aotearoa Transporting New Zealand. “The road transport industry is an exciting place to work – especially with new technology changing how people do things. These tertiary qualifications are bringing the industry up-to-date and putting it on a more professional footing. It has also become far more diverse and is attracting many more women into what was once very much a male-dominated industry. “The sooner we get this tertiary qualification pathway commonly recognised as the go-to path that truck drivers take as a matter of course – which is not too dissimilar to the approach taken in other sectors with apprenticeships – the more our sector will benefit in the long run.” McDonagh attributes the programme’s success to good buy-in from road transport companies. “The leadership they have shown,

particularly in innovating and changing their approach, make it easier to nurture new-to-industry drivers or give their current driver an opportunity to gain a fit-for-purpose industry qualification.” Road to success offers two options. The traineeship provides the pathway for new-to-industry drivers, as well as supporting those operators who are already training and developing new drivers, giving them the tertiary qualification framework to complement the in-cab training already being given. The Boost programme allows for more established drivers to gain a tertiary qualification and promotes continuous learning. You can find the Te ara ki tua Road to success tertiary qualifications pathway at roadtosuccess.nz. For more information, contact Fiona McDonagh on 027 471 4350 or 04 472 3877 or email success@transporting.nz.

16 New Zealand Trucking April 2023

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13/03/23 2:26 PM

ROAD NOISE NEWS

Reducing waste one mudguard at a time

R BRIDGESTONE LAUNCHES ECO TYRE Bridgestone has launched the M729II ECO tyre as a successor to two benchmark products: the M729 and Ecopia M749. According to Bridgestone, thanks to the development and adoption of new compound technologies, the company has been successful in bolstering the core strengths of both predecessor tyres in the M729II ECO – resulting in a long-lasting, durable drive tyre with a lower rolling resistance to contribute to fuel savings and CO2 emission reduction. Via the new compound development, the M729II ECO has achieved a 20% lower rolling resistance than the M729, making it comparable to Bridgestone’s benchmark Ecopia M749 tyre without compromising drive-traction performance. By utilising the trusted and durable M729 tread pattern with the new compound technology, the newgeneration M729II ECO has reset the benchmark for durability, with up to 10% better wear life than its predecessor. As a result, the M729II ECO boasts the benefits of Bridgestone’s low rolling-resistance products: fuel savings and reduced CO2 emissions – all without compromising traction performance or wear life. The M729II ECO enters the market following more than 1,000,000km of evaluation through its development, overseen by Bridgestone’s New Zealand-based Technical Field Services team. Before launch sign-off, Bridgestone tested the M729II ECO in real-world conditions by utilising a range of customers across highway/regional applications, and mild on-/off-road applications.

18 New Zealand Trucking April 2023

hino Group and TWL have teamed up to launch a new initiative to help reduce heavy transport emissions and limit waste going to landfill. The pilot scheme, launched in Tauranga, aims to recycle Rhino plastic truck and trailer mudguards and provide a centralised drop-off point at TWL’s Hewletts Road depot to streamline the collection process. If successful, this scheme will be rolled out across the country. This latest development follows the launch of Rhino’s innovative recycled mudguards in 2021. “This is the next logical step with our recycled mudguards,” says Rhino Group general manager Will Samuel. “If we can set up centralised drop-off points throughout the country, we’ll be able to recycle more used guards and reduce waste previously going to landfill.” Samuel says Rhino wants to make circular products a way of life. “We understand the pressure trucking companies are facing to reduce

emissions and want to support more sustainable solutions for the heavy transport industry,” he says. TWL national sales manager of commercial aftersales, Mike Brears, says the company is excited about its leadership in the pilot programme. “Recycling mudguards and mudflaps is a great way to reduce waste. We’re excited to do our bit in partnership with Rhino to make the process easier for everyone involved,” he says. Rhino has seen a strong uptake from large transport companies since the launch of its recycled mudguards in 2021. New Zealand’s largest heavy vehicle rental and lease company, TR Group, is now switching to solely recycled mudguards for its fleet. “The increase in volume of guards being recycled has been steadily growing, and our recyclers have recently invested in more equipment to ensure they can keep up with demand. Statistics on recycling returns will be available for companies who have environment or sustainable reporting,” says Samuel.

SEA ELECTRIC PARTNERS WITH MACK AND HINO

EA Electric has partnered with Mack Trucks in the United States as a tier 1 supplier for the supply of the proprietary SEA-Drive power system. The five-year agreement will focus on the next generation of Mack’s widely popular MD range, which will see deliveries of the fully electrified models to Mack dealers across North America. Specifically, the Class 6 and 7 Mack MD6 and MD7 models will be equipped with the SEA-Drive 120 and 180 power systems. Featuring an upgradeable and flexible architecture, the SEA-Drive power system can be adapted to a wide array of final applications, fully electrifying all ancillary features, with charging completed via the integrated onboard system. In testing, the SEA-Drive-equipped Mack MD6 completed a durability assessment equivalent to more than 800,000km.

And Hino... Meanwhile, Hino Trucks announced electric versions of its M- and L-Series medium-duty trucks for the US. They will be available in 2024 and will integrate the SEA-Drive power system. The Hino Class 5 M5e cabover and Class 6 L6e conventional models have 138kWh and 220kWh battery capacities, respectively. “Starting in 2024, Advanced Clean Truck mandates will begin to kick off in California, which are growing the demand for electric vehicles,” says Glenn Ellis, president of Hino Trucks. Hino Trucks’ national US dealer network already has high-voltage training from its previous hybrid trucks. The network is capable of serving electric vehicles safely and efficiently. The company is building Hino INCLUSEV, an end-to-end infrastructure that includes consulting, sales, single-source financing, support and service.

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Photo: Western Hills Quarry, Horahora, Whangarei

ROAD NOISE NEWS

Be My Valentine winner

any a truckie will tell you – maybe quietly – that their true love is the pride and joy they drive every day. That’s why in the lead up to Valentine’s Day 2023, New Zealand Trucking Media and Trucking Radio 24/7, together with support from Z Business, TWL and Patchell Group, ran the Be My Valentine Competition. Through promotion on New Zealand Trucking’s social media platforms and via Trucking Radio 24/7, contestants were encouraged to send in a picture of their ‘one true love’ to win more than $1500 in prizes.

Kayla Adena from Gisborne got it just right, sending in a picture of herself, partner Mitchell James and kids Krista and Kasia. Mitchell is a manager at Pacific Haulage, and the family took the opportunity to pose with one

of the new Kenworth T659s that recently joined the fleet. Kayla and her family took home a $250 Z Energy gift card, a $250 Caltex gift card, a $500 (+gst) gift card from TWL, a cooler and hisand-hers merchandise from

Patchell Group. Well done to Kayla, Mitchell, Krista and Kasia – and thanks to everyone who entered. Stay tuned to Trucking Radio 24/7 for more opportunities to win!

PROUD TO BE PREFERRED SUPPLIER TO

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Taking first prize for April is this moody shot with an early morning sun rise, sent

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COVER FEATURE

NEVER LOSING

SIGHT

We bided our time looking for an example of Scania’s new S770 monster, and when one popped up in the green of Martinborough Transport, we knew our stars were aligning. Here was a truck we were itching to investigate in a place we’d always wanted to visit. Asking if the wait was worth it is like asking if Lotto is worth winning.

Story by Dave McCoid

t’s early on a Sunday evening, and we swing into Martinborough Transport’s yard on Lake Ferry Road, just to the south of the picturepostcard Wairarapa town. Usually, it’s hard to know where along the line-up to look first when you’re sitting at their front gate, but not on this occasion. ‘Captain K’ – Carl Kirkbeck – sitting next to me was impressed when I mustered every ounce of descriptive prose I possibly could, issuing forth with something Shakespeare and Dickens would have been proud of: “Holy shit! Look at it!” There, on the left-hand end was the company’s latest stock unit, a Scania S770 Highline and Jackson Enterprises five-axle trailer, both sporting a brand-new set of four-deck Total stock crates. Regardless of what you’re in to or what your trucking

Photos and video by Carl Kirkbeck and Dave McCoid preference is, you couldn’t not be impressed. Martinborough Transport is owned by the Hawkins family, and we rang Daniel Hawkins to make sure it was all right to go for a wander around the big Griffin. The clearance given, we soon met a bloke preparing his mountain bike prior to heading off on a ride. He appeared with his trusty mechanical steed from a row of smart-looking accommodation dongas. We didn’t know it at the time, but when we left two days later, we would have the utmost respect for this fine fellow. He was Chris Berghan, driver of the green giant parked in front of us. In classic Chris style, he didn’t give any indication whatsoever he was the driver until we got to post chit-chat introductions. “Oh, you’re the Trucking guys? I’m Chris. I drive it. I’ve been giving it

a clean-up getting ready for you.” The whole approach and introduction spoke volumes, as to why this incredible truck is in the safest hands you’ll find.

What Monday blues? There’s certainly nothing typical about this Monday morning. Reacquainted with both man and machine at the leisurely hour of 7.30am, we were off to the nearby rural surrounds of Galdstone and the first of two pick-ups from the Patrick family’s Te Whanake farms. If you were to sum up in one word how Martinborough Transport like to present a truck and trailer, ‘spectacular’ would work just fine. There was no question, this time the Hawkins family had gone above and beyond. Evidently, there were two weekends

and 45 hours spent fitting the additional lighting. There’s additional stainless and light panels in all the right places, and the special nature of the truck doesn’t end there. The artwork on the cab, the rego − they all have meaning, knitting the whole truck and business story together. (See sidebars.) Oh, and by the way, it tows the JE1000, the 1000th trailer built by Jackson Enterprises, believe it or not. As Chris left the yard in a light Wairarapa mist, running lights on, it looked stunning. We were glad we were there; our patience had paid off. And leave the yard, it certainly did. Off to earn its keep, it motored off like an enormous car. Chris took the heavy traffic bypass around town, and we cut straight through to get ahead of him. As you can probably imagine, he was almost upon us when we pulled out of the Give Way onto Ponatahi Road. Getting pictures of this combination would require co-operation from the driver, it’s 26.5tonne tare weight imposing no burden on the truck whatsoever. Luckly, the class of the truck was matched by its helmsman. We followed Chris out through the lovely green surrounds and commented immediately on how things were tracking. It was a feature of the next couple of days. Yes, all truck drivers should know where their truck is – but there’s knowing…and knowing. On backcountry roads with no fog line, the outside tyre walls on the left side of the combination ran the edge of the seal faultlessly

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April 2023 23

“On ya go girls.” – never leaving the bitumen, never straying an inch to the centre. It was a joy to watch a master of the craft this connected to a 60,000km old truck. It was Dave Scobie at TSL all over again (New Zealand Trucking magazine, June 2022). We missed a golden photo opportunity at the first pickup. It was all over in a blur. A tractor left in the turnaround area tightened things up considerably, but the Scania went around in one go. “Look at that!” We weren’t expecting

it to be that nimble. As we said last month, there are no excuses anymore for a rigid 8x4 having a bad lock. It also makes dragging and placing 11.1m trailers a whole lot easier! Butted up, Chris alights from the cab and dons the boots and overalls. Riding in cattle trucks as a young fella on the Hauraki Plains, they always had a fragrance in-cab that left no guesses as to what was on the back. It was a product of trucks back then being built with no

A truck you have to be acutely aware of in farm environs.

storage whatsoever. The dash in front of the windscreen was storage. What more did you want? Not so nowadays. Chris lives in this truck, and the cab is his world. It’s a bootless, overalls-less, immaculate place to be, and unless you glance in the mirrors, you won’t know what’s on the back. Drop some food on the floor and bugger the 10-second rule – you’d still be safe to consume it in an hour. Probably a day! The trailer left at the first

pick-up, it was around to the second and critters on, before hooking back up to the trolly. Out carefully through the trees, you realise just how much truck there is here. It stands roughly 4.085m to the top of the air deflector, and being an S-cab, mirror aerials and things end up higher than most. But there are low bits, too – light panels on the bottom of the diesel tank and trailer toolbox. It’s a truck that has to be thought about constantly, and Chris’ ‘eyecrometer’ is on point.

Chris changing before he begins loading. Overalls and boots live outside the cab...

For king and country… or is that King Country? Around to the Masterton saleyards we go. Standing start to 80km/h half-loaded, compared with unloaded? Undetectable. Chris loaded cattle already in the pens while waiting for another Martinborough truck due in with the balance. That turned out to be Lucy McLennan in an R520, her first truck-and-trailer combination. She was closely followed by Jo Stanners who

was on a mission in her 6x4 P400 Scania single-decker. “She’s waiting for a singledeck trailer to go with that,” says Chris. “The girls are great. They’re good to work with and do a great job. Piper McGregor is the third. She washes crates and trucks and isn’t far from going out on the road either. She’s nearly got her Class 2. She moves the units around the yard and that now.” The modern crate is a lightweight affair, with ramps and step plates far easier

Chris’ personality is perfect for handling aniumals. They sense tension every time, so being naturally calm helps immeasurably.

Top down: Setting up the stairway to heaven.

The wheel kicked back and cruiosing with a cinema screen-like outlook – cool. to handle than once upon a time. So much time could be lost prepping and breaking down the various incarnations of decks, doors and ramps. Chris floats around the unit, making the difficult look effortless after more than two decades in the cattle-moving game. His fitness comes into its own also, looking half gymnast as he flicks himself over the pens, gates, and saleyard rails. The superbly built Jackson Enterprises five-axle Mono trailer runs on SAF-slung IMT axles. “We prefer SAF,” says Daniel Hawkins later. “But we just need to claw every inch of crate room we can. It’s interesting when you think that even with HPMV at 54 tonne, modern animal genetics means we’re not carting any more stock than we used to.” All aboard, it’s Te Kuiti or bust. That’s a good lead of about 405km from Masterton, nothing out of the ordinary for the Martinborough crew who regularly cart out of Canterbury back to the Wairarapa, Manawatu and beyond. Standing start to 80km/h at 50 tonne compared with half loaded? Detectable, but unbelievable. The rig rolled up through the Wairarapa as few other trucks can do. Ben Reed

and Dave Scobie in the Volvo FH16s (750 and 700, respectively) we’ve sampled, and Owen Thornley in Talley’s Scania S730 all know what Chris’ day feels like. One thing these men have in common is experience, and that’s a critical component in the success or failure of these trucks. We’re right on board with the adage of there being no replacement for displacement, but this machine and those in its company are trucks beyond what were once considered big bangers. Look at it this way, a 380hp Cat 3406 was a Hefty-Jeff back in the day. Chris has that on each bank of the V8. Give these machines to anyone a bit fizzy or erratic, and you’ll may well have a big demoralising mess on your hands… quickly. Enough of the sobering stuff. Back to the fun. Our first vision of what 566kW (770hp) could do as Chris launched at the Saddle Road was thwarted by a DAF that had a momentary pause on the way up. “Yeah, I could see him having trouble up ahead,” says Chris. “Poor bugger. I slowed right down, so I didn’t have to stop and I just managed to keep it rolling.” Again, that typified the man. No cheap shots at someone else’s bad day. In terms of post event, the

26 New Zealand Trucking April 2023

Scania was able to recover to climbing speed from near stop at 50 tonne. Crikey!

This Griffin has claws… real claws Out on the Manawatu side, and we head for SH1, just north of Hunterville via Colyton, Cheltenham and Vinegar Hill. With the NapierTaupo Road currently defunct, this route appeared to be the chosen replacement. The truck traffic was nerveracking, particularly the Ashurst to Colyton section, a narrow, ‘shoulderless’ rural passage with no fog line. A shoutout must go to the Sharp As Linehaul driver in the K104 who knew exactly what was coming toward him – meaning two decks of cattle on a narrow rural road. He allowed Chris to pass and keep all 32 wheels on the blacktop – an absolute imperative. The whole manoeuvre undertaken without inducing grey hairs. Well done, that fellow. What we noticed through the climbing and winding Vinegar Hill section from Cheltenham was a distinct lack of attempted passing hysteria from the cars following the combination. His ground speed induced a level of satisfaction in those following, happy to pass when he pulled over. It was

Chris glides through Ohakune. quite apparent. The south side of the Mangaweka Deviation clearly demonstrated the horses and torques lurking under the floorboards. Yes, you’re all saying, ‘that’s not a test’, but

at 50 tonne, Chris rolled up at the legal speed with… room to spare, if you know what I mean. What is lurking below his feet then? The latest incarnation of Scania’s

16.4-litre V8 legend is what. In Euro-6 trim, it’s a clean beast, producing 566kW (770hp) at 1800rpm, with a steel and mind-bending 3700Nm (2729lb/ft) of torque from 1000rpm to 1450rpm.

Now for the real headspin. At 1400rpm it is already producing 560kW (750hp) and at peak power, the torque is still 3000Nm (2212lb/ ft). Again, the sweet spot is 1450rpm, and let it pull.

The bulk of the increased output came from bigger injectors and a fixed geometry turbocharger. It’s also 75kg lighter than its predecessor. Behind the big bent motor is Scania’s 14-speed

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Opticruise AMT stirrer, and out back, RPB735 hub reduction axles have the massive job of transmitting all that output onto terra firma. It’s full air suspension from front to back, giving Chris accurate load information across all axles, and flexibility in cab ride height for those extra tricky locations. It also means a full air ride, from tyres to seat. The Taihape Deviation was dispatched at 46km/h, at

1400rpm, in ninth; Meads Hill later in the day on the way into Te Kuiti from the south on SH3 drew the same numbers. “How do you reckon it rides and rolls through corners?” he says later. Again, considering the size of the gargantuan cab, it’s as solid as a rock. Yes, there’s a little movement, but that’s called comfort. The chassis is rock-solid, as sure-footed as is physically possible. In fact, with two decks on, it sat dead even

through the National Park and the King Country’s finest, side to side and ups and downs. “The R620 I came off was a real cracker of a truck – went like a rocket,” says Chris. “This is up two gears and about 10km/h on that.” A standing start at Tohunga Junction, where SH49 meets SH4 at Raetahi, and we’re accelerating through 60km/h by the top of the cutting. Down the spiral, the RD4100 retarder imparts it 4100Nm

(3024lb/ft) of hold-back with only two feathers of the brake. It’s almost surreal. We rounded one of kiwi trucking’s most famous corners – the right-hander at the northern end of Taumarunui – and rolled on up SH4. Once it was an achievement getting this far, now you wonder if you should have stopped for an ice cream. Loping through the King Country, the Scania is happy

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

Scania S770 B8x4NB – Highline Sleeper Tare: 15,500kg (operational) GVM: 33,200kg GCM: 60,000kg (with hub-reduction rear axles could go to 100,000kg) Wheelbase: 5625mm Engine: Scania DC16 123 L01 Capacity: 16 litres Power: 566kW (770hp) Torque: 3700Nm (2729lb/ft)

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

Transmission: Scania Opticruise GRSO926R 14-speed AMT

Introducing… the Jackson 1000! Jackson Enterprises – 5-axle Mono

Clutch: K432-70

Axles: IMT 17.5in disc brake

Front axle: Scania AM640S

Suspension: Modular Air

Front-axle rating: 7100kg x 2 (14,200kg)

Brakes: WABCO EBS

Front suspension: Scania full air

Wheels: Polished alloy

Rear axle:

Deck type: Flat

Emissions: Euro 6

S cania AD400SAP RB735 hub-reduction

Rear-axle rating: 9,500kg x 2 (19,000kg)

Deck length: 11,100mm

Rear suspension: Scania two-spring/four-airbag

Deck height: 940mm

Brakes: Disc. ABS, EBS

Features / Extras: 2 x 1000mm double toolbox. Alloy guards. Dolly lights, lower panel lights, under-toolbox lights. Jackson stencil on stainless panel

Auxiliary braking: Exhaust brake, 4100D retarder Additional safety: Advanced emergency braking, hill hold Additional productivity: Manoeuvre assist

...And Crates

Fuel: 470 litres

Crates: Total Stockcrates. Four-deck flat floor with safety rails and top marker lights

DEF tank: 80 litres Wheels: Alcoa Dura-Bright alloy wheels Tyres: 275/70 R22.5 Electrical: 24V Cab exterior: Highline 2m sleeper cab. Steel construction ECE-29-compliant. Roof-mounted air deflector and side skirts. Flat-glass heated and remote mirrors. Air-comfort cab suspension. Top-mounted light bar – LED marker lights. Drop visor, opaque stone guard and monsoon shields. External lockers Cab interior: Premium driver’s seat. Black leatherette door trim and seats with V8 styling. Air conditioning. Twin bunks with safety nets (800mm–1000mm lower and 800mm upper). Climate control, infotainment, Bluetooth. TV, fridge, microwave, and coffee maker. Underbunk storage trays

28 New Zealand Trucking April 2023

The JE1000 trailer. The 1000th trailer produced at Jackson Enterprises. It has all the bells and whistles, including a full light bar on the back of the dolly – practical safety.

5 as, dropping back to 1100rpm and rolling away again. It’s around 67dB in the cab, lifted occasionally by the faint sound of a big ole V8 somewhere in the bowels. Fuel consumption is sitting at 1.91kpl for the 60,000km covered to date. That’s 5.39mpg. There’s an awful lot of truck here, physically and output-wise, and it weighs 26.5 tonne empty. The nature of work undertaken means Martinborough runs a solid load factor, so all things considered, it’s a bloody good number. The comfort level is absurd, considering we’re a commercial vehicle carrying stock. To think what the old crew in Leyland Hippos and the like used to carry on their backs and the average speed they kept through places

1 & 2) Luxuries? If you’re not a grease groupie and live in it, then absolutely not. 3) Dinning out with whatever view you choose, really. 4) Not the biggest house on the highway by any measure but a superb residence nonetheless. 5) The familiar mod set-up, fridge and big locker. 6) The NTG cockpit is never boring. Plenty on, but it’s big and clear.

such as the National Park and King Country. They measured travel times with a calendar, we were motoring through here a rate acceptable in a motorcar. In fact, we’re probably doing better than a car from a time gone by. The S770 at 50 tonne or a Hillman Hunter? I’ll take the Griffin every day. Including a stop up a side road in Waiouru to pick up a straggler, and a half-hour break, we arrived at Universal Beef Packers (UBP) in Te Kuiti just over five hours after leaving Masterton. The Martinborough Scania is one of those trucks that attracts an audience, and we reckon one of the crew at UBP was up for the Guinness Book of Records for the number of times you can say “too much” in a minute. Chris,

the perfect gentleman, goes about his work and allows people to enjoy it. It’s never about him. Unloaded, it was a shower and tidy-up then he headed to the Bay of Plenty for a kip.

R.D.1! Let’s be clear on two things. First, Scania’s Highline S cab is designed for those whose abode is often ‘non-fixed’. Mind you, that’s not always the reason people buy them. It might be visibility, that bit of extra space, the amenities, even balancing the overall look of a truck to its task, a flavour we saw last month with Bruce’s FM Volvo at Road Metals. Chris Berghan, however, is the poster child for the core reason you buy the S-cab Highline. Second, we’re not getting

into the crazy ‘which is best?’ between Chris’ S-cab Highline or Dave Scobie’s FH16 Globey at TSL (New Zealand Trucking magazine, June 2022), or any other big Euro for that matter. Like the US-versus-Europe thing, when choosing your base truck, it’s preference. And that’s valid because they’re so different in how they come at it. While everything about the fundamentals of an S-cab Highline and FH Globetrotter is the same – the steering wheel is on the right, the engine is underneath, there is storage overhead and all around, there’s a bunk behind you, a fridge etc – it is simply remarkable how different each marque’s design team can make them feel. Especially when you factor in both

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April 2023 29

Backed in and unloading at Universal Beef Packers in Te Kuiti. “Too much!” machines originate from the same country! The austerity and library-like calm imbued by the Viking versus the slightly more maverick feel of the Griffin. I don’t care if you like one more than me, and you don’t care if I like the other more than you. It’s how ‘you’ feel when you have to live in one, and that’s pretty much what Chris Berghan does. “Yeah, it’s pretty good, all right.” Chris gives a grin, which is significant – he’s one of those people who smiles readily but not needlessly. Space, the final frontier, and there’s plenty of frontier in here! In the S-cab Highline, you can stand up, stretch and walk around – there’s 2070mm of headroom. The Martinborough truck has the 2m-deep cab, so it doesn’t have the extra 300mm that

Trevor Harcourt’s machine at Alexander Group has, or the company’s own Kenworth Aerodyne cabs, for that matter. But, as one old Aussie cattle haulier said to me once in regard to the ever-increasing cab sizes, “What do ya ‘reckin’ they do in them? Dance or something?” Storage, above all else, is key when you live in your wagon, and the Highline has it everywhere. Admittedly, the front, overhead left and centre cupboards house the coffee maker and microwave (we’ll come back to them in a minute), but you’re still left with oodles of stowage, including trays and the pull-out drawer under the lower bunk, pelmets, centre dash console drawers, door pockets and, of course, the externals that can be accessed from within.

Chris’ cab also has double bunks, which do eliminate back-wall lockers, but they are something he wanted and were willingly included by the Hawkins brothers. “I’ve had my nephew with me a lot over the years, and when the truck was coming, I asked about the double bunks. The Hawkins family are right into and encourage anyone showing an interest in trucking. It was a ‘yes’ immediately. It’s just who they are. The young fella’s growing up a bit now so doesn’t come as much. That’s life, though, isn’t it?” Back to that coffee machine and microwave. As you can see, Chris keeps himself in pretty good nick and is careful about what he puts down the hatch. He doesn’t frequent the tucker shops, and in-cab supplies don’t usually run thin

until he’s been gone about a week. “The microwave has been a revolution in terms of what I can cook and prepare when I’m away. I’m not a coffee person as a rule – two a week is about my lot – but the ability to boil water has been fantastic. Together, they’ve given me so many more options.” Dinner cooked, he can sit in the passenger seat, deploy the pull-out table from the passenger-side dash and have tea with a view of some amazing backcountry station or the like, before retiring to watch tele. And you want a mortgage in the ‘burbs’? The fit and finish are as you’d expect from a premium Euro. There’s so much competition in that Euro bigseven scene that no one dares build a shoddy house.

Left: No, it’s not magic... there is a ramp between the units that allows the sheep to walk through. Right: “Oh, this is nice, the JE1000 with Total Stock Crates. They do build lovely gear! Luxury!”

Ongaha Farms has to be one of the greatest cattle-truck photograohy spots in the world. Tones and colours? Well, readers know me by now and amid a sea of black, grey and fawn, minor points to Scania for including red highlights in the seat stitching and binnacle surround. It’s all easily cleanable compounds, with harder surfaces and rubber in darker shades that hide the marks where the heavy workload occurs. Lighter tones feature higher up where grubbiness would require effort. As you can imagine, Fleet No.Z54 at Martinborough is a no-boot zone of immaculateness. Having the lighter shades up high in concert with the skylight/escape hatch makes the Scania a light and open environment. Chris’s machine has the V8 leatherette trim and seat upholstery. The Scania cockpit is well known to us all, and with the fully adjustable steering column, Chris can do the full kickback on the wheel and relax into the task. I remember seeing the stance for the first time in the Scania 142m V8 days of 1980s linehaul and thinking how different it looked. Now, it’s how we roll. Visibility, rear vision, and left-right clearance are on point for a mirrored machine, and a heap of work went into that stuff when the NTG

was in the incubator. Chris’ truck has the drop-visor and opaque ‘stoney’ so the view is a more ZZ Top… like being at the cinema. Loved it! It’s much more of a traditional-looking dash than its Swedish counterpart, although that gap has certainly closed, as we’ve said. Tech masked by tradition is how you’d put it. A proper binnacle that’s home to two gauges split by the vehicle, trip and driver data screen. Fuel and temp appear as ribbon gauges under the two biggies, with DEF a ribbon inside the tachograph. (We can do ribbon or bar gauges for that sort of thing, happy as. It’s when it’s the tach that our tummy knots up). The big Scania wrap swings out to the left with Infotainment, climate, traction, park and trailer brake controls. Switchgear runs all the way along the lower edge, from the far left of the wrap, along and under the binnacle. It’s a big, chunky and busylooking interface, but maybe that’s because of things like the park brake looking like a park brake. Yes, it takes up room, but confusing it most certainly is not. There’s lots there, and seemingly lots to do, although as in most cutting-edge machines, there’s not much

to do, just lots of little helpers available when you need them – such as manoeuvre assist that pulls weight off the rear drive onto the front, allowing Chris to do magic-like oneswing U-turns in the Awatere. “I only do it empty, mind you,” he says. The Scania smart wheel also has plenty going on, with volume and phone on the left arm, vehicle data on the right, and cruise/descending on the central tumblers. The left wand on the steering column houses wipers, indicators and dip and the right blending controls, transmission and retarder. To the right of all that is the busiest windowsill in the business. One thing the NTG cockpit will never be is boring. It’s a long way up into that S-cab, so don’t fall. Five good steps with plenty of grab rails. (Yes, yes, four steps and the floor – but it takes five steps to get in! I’ll argue this until the end of the Earth.) Martinborough drivers have some long leads, so a few ins and outs when loading are soon forgotten. As with all modern Euros, the design around the steps is superb, and you can carry a camera (read coffee) up, no problems. But can you live in it? Hell, yes. R.D. 1

A truck indeed We rendezvoused with Chris back in Martinborough a couple of days later and spent another half-day in his company. He’s an incredibly easy bloke to hang around with. It’s never rushed, there’s no shouting, and the conversation is always considered. He spoke of taking his nephew in the truck, and you’d have to say that young fella has a pretty sharp mentor all around. This time, we were loading sheep. Two pick-ups: one from Raho Ruru Farms, about half an hour south of Martinborough, and the other Ongaha Farms, just in behind Featherston. Chris prefers carting sheep over cattle. He says they’re easier to handle. “A 600kg steer that’s not interested isn’t much fun, and can wreck a hell of a lot.” The first loadout was in a Y-shaped yard, with the truck facing the yoke. Thank goodness for the Scania’s lock, yet again. Two stabs and a jack-knife, and he was gone. While we were loading, Ben Boyle arrived in Chris’ previous ride. “Ben’s a great young bloke. I’m glad he’s on it. It’s a cool truck, and he’ll look after it.” As an aside, and again it speaks volumes, Ben is one of 11 drivers currently who

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FROM THE GET-GO! I Leaving the tight Raho Ruru farms. have gained, or progressing through, their licence classes with either Martinborough Transport or WLT. If you were looking for a model farm from which to load an HPMV unit, you wouldn’t do much better than Ongaha Farms. Its immaculate yards and pristine drive made for great photos as Chris loaded the unit’s third and fourth deck, topping him off at 53-odd tonne. It was job done, and a run-up to Takapau. We would follow up to Jacksonville – sorry, Pahiatua, then bid farewell. Back at the yard, I looked at the Hawkins brothers in mild bewilderment. “I’m not sure what it is you’ve bought. Is it a big truck or a small locomotive?” We all had a chuckle. “It’s pretty good isn’t it,” says Jared Hawkins, who we finally nabbed in the office on our last morning. Chris had recently come back from a fortnight’s leave and while he was away, Hawkins brothers Daniel, Josh and Jared all had a wheel. The truck had left them in a similar state to what it leaves everyone. This is a machine designed to pull north of 70 tonne in its home of Scandinavia, so nothing we poke at it is

going to cause it anxiety – it’ll just poke back via blistering performance in stellar comfort. As a pinnacle truck, it has few peers. Once again, the performance curve has been rewritten; the trouble is there’s only a certain number of Chris Berghans, Ben Reeds, Owen Thornleys and Dave Scobies to entrust these machines to. Neither are the young spending the time they should with blokes like them, beginning their education in the shadow of true craftsmen. Huge props to the Hawkins family for their attitude toward this issue. The good news is it’s not over yet. Scania and Volvo have owned the power race for well over a decade now – the other big Euros bowing out about 100hp ago. Power has been the playground of the big Scandinavians. It’s their turf! Well, at least it was. We’re picking both Södertälje and Gothenburg will be less than impressed at news coming down the wires recently about a 597kW (800hp), 3750Nm (2766lb/ft) Shacman, with that company now claiming the title of the world’s most powerful highway truck. Make yourselves comfortable, folks. Shit could be about to get real.

32 New Zealand Trucking April 2023

t’s not surprising that Chris Berghan has found an occupational happy place at Martinborough Transport. Like the Hawkins brothers, he’s a vocational trucker to the core, evidenced by all we’ve discussed in the main story, and the uncanny similarities in their respective starts. Chris is also the son of a one-man, hard-working, one-truck enterprise. His dad Murray Berghan ran Waipukurau-based M&D Freight. A daily freight run between Palmerston North and Napier that put food on the family table with a Mercedes-Benz 1428 4x2 tractor and semi the linchpin asset. Chris would accompany Murray at every opportunity he could. “I remember loading around on Malden Street in Palmerston and seeing the blue R&L Main trucks loading pipe at IPLEX to head north. Man, they did it for me, those guys. Those International T-Lines and the like… I used to watch through the fence while they were loading.” Chris was out of school as soon as the educational system allowed, securing his Class 5 via the dispensation mechanism when he was just 16. At that point, Murray purchased a smaller runabout truck, putting Chris on the big truck and taking the flea himself. How cool is that? “I did that for three years until I was 19. It was a great grounding; loading, covering, the whole thing.” With itchy feet to pursue something meatier, Chris went to Bushett’s Transport in 2000, starting off on a Mitsubishi FV400 with a

15-speed Roadranger. “It said 400, but it was more 250, I think,” laughs Chris. “There was no shortage of gear changing, that’s for real. I did wool, fert, tip work, and occasionally a crate would go on – all local stuff. An ‘apprenticeship’ in rural cartage, you might say.” The Mitsubishi gave way to his first Scania, and that meant a wider reach into the regional work, but still not the big game. “Graeme Lowes was the boss there. He was a hard, old-school boss. You didn’t always like it at the time but, in hindsight, I’m grateful. It’s those uncompromising old types who mould you in many ways.” An ERF EC11 truck-andtrailer stock combination changed the game, getting Chris out to the country’s boundaries. Unfortunately, the 11-litre Cummins in the truck wasn’t the most reliable, and although the truck was extremely comfortable and lovely to drive, Chris laughs when he says it was on the maintenance team’s mosthated trucks list. With two years at Bushetts under his belt, he went to Tom Twist’s Twist Trucking. However, a call from his former employer and the offer of a big step-up, meant it was only a short stay at Twists. “Ben Allen was coming off the Kenworth K104B Aerodyne he drove at Bushetts and going into the office. They offered the seat to me, and I took it.” Following a run of crappy luck in 2004, Chirs found himself a bit disillusioned with the industry generally.

“I thought, ‘bugger this’, and got out of trucks for a bit, and headed for Australia to test the overseas waters. I worked on field tractors, before crossing the Pacific for the US tomato harvest.” Time is a tonic, and travel’s a bug. Late that same year, he was back in New Zealand, driving trucks bearing the famous red-and-white Hawke’s Bay livery of Farmers Transport. It would become a place the young driver would find a sense of stability and familiarity, returning several times as he explored life in his adventurous 20s. “I did a good turn at Farmers in total, and certainly got to know the road between Hawke’s Bay and Gisborne. My first stint ended in 2007 when I went back to Australia, this time the mines, before heading to the UK to play rugby and generally have a look around.” In 2010 – now 28 – Chris returned to Farmers Transport for another 12 months before heading for a third tour in Aussie. His intention was four months with RTA in the Northern Territory, but a ban on live cattle exports to Indonesia at the time cut that short. He headed for Western Australia, where Derek Mason, a bloke originally from Ekatahuna, owned a trucking company called Transplus. “I drove B-doubles and AB-triples for Derek. It was really good.” In 2012, he was back, settling into his first fouryear stint in the green of Martinborough Transport. His first six months was spent in a Freightliner Argosy, before reacquainting himself with the Scania product. A R620 Streamline with a 14-speed manual, the truck pulled one of the early “big trailers” at 10.67m. “I went up to Gordons at Taupo after about four years at Martinborough, but the job wasn’t quite working out as

Chris Berghan: at the front line of trucking since day dot, pretty much. Polished, calm, and professional, he has the prefect demeanour to manage in excess of three-quarters of a thousand horsepower. I’d expected. The ‘Marty’ boys had a couple leave in quick succession and Jared called me up.” Chris gives a chuckle: “His timing was impeccable.” It was 2018 and back to a Scania, this time an R620 with an Opticruise. “I missed the gear lever initially, and that must have been an earlier generation auto. You had to put it in manual in the tight places or harder climbs. Even the Saddle… it would get itself confused, and you’d have to intervene. Overall though, that truck was one out of the box. It was a real good machine and never missed a

beat. It always went like an absolute rocket. I reckon it was because it towed an older trailer that had been chopped and stretched. It meant it was heavy at 27 tonne all up, and that made the engine work a little all the time. This one doesn’t need manual intervention ever. The gearbox is tuned better, for sure. It just sorts itself out.” Eight-and-half-years in total at the company, and Chris says it’s a great place to work. His job takes him from Northland to Southland and everywhere in between. “Mum lives in Aussie but has a home

in Waipuk [Waipukurau] and so if I am home, I just head up there. I have no fixed place of my own at the moment. I normally start a week with enough gear to last me a fortnight. “The [Hawkins] brothers are all into it. It’s a trucker’s trucking company is the best way to put it, I guess. Things like the extra bunk for the nephew – it all adds up. They want young people involved and to join the industry – to live it. The facilities are pretty bang on, and the truck…. well, just look.”

Always at home regardless of where the road leads.

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From feft, Daniel, Josh, Jared and Trevor Hawkins. A fantastic family story of business for all the right reasons.

WHEN TOMORROW COMES

ow often does it happen? Aspirational trucks and operations? You approach ‘stammer-y’ and star-struck, yet all you find are humble, hardworking, welcoming folk. Few tick the above boxes more than the Hawkins brothers at Martinborough Transport. They love what they do; they love trucks. They also welcome and enjoy the company of anyone who shares their passion or shows a genuine interest in them or the industry. “We have everything from Class 2 to Class 5,” says 42-year-old Josh Hawkins, the middle brother of the

trio and largely responsible for the commercial and administration side of the business. “Shortly, we’ll also have a Class-5 single deck combination – that means a truck and trailer without the worry of the upstairs cargo, so a nice transition. Yes, we lose about half of those we train to the wider industry, but at least it’s adding to the pool; it’s a contribution. And, hey, we often see them come back.” Josh’s elder brother is 47-year-old Daniel. Having served nine years in the army and a qualified diesel mechanic, he looks after plant, maintenance and the company’s stand-alone workshop and COF facility, MT

Vehicle Services, also located at head office on Lake Ferry Road. Then there’s Jared. The best way to explain the youngest Hawkins brother at 36, is to ask his two older brothers. As truck-mad as they all are, regularly leaping aboard a green steed, Jared’s the one who takes the truckcrazed cake. “Did he go to college?” asks Daniel tonguein-cheek, looking at Josh. They both laugh. “Not much,” says Josh. “He got his licence with that dispensation thing somehow. He was only 17, I think.” Jared sits atop daily operations, and let’s say he’s more than willing to help in the field with little encouragement.

In fact, as we sat down together to chat about things, Jared was out in his happy place. Sister Carlene, the second eldest at 45, “didn’t like the cold”, as Josh put it in classic Hawkins fashion, and lives in Australia.

1) Every company has trucks that earn themselves a special place. A Rochelle Thomas original of this Foden S108 truck hangs behind the operations desk today. 2) Serious gear: the International T-Line. 3) Even then, not just laying the foundation of what would follow in terms of day-to-day business, but also day-to-day atmosphere. Trevor at the wheel of the T-Line.

The business today runs 35 trucks, including four ownerdrivers, with physical locations in Martinborough, Fielding, Masterton, and five trucks based in Ashburton under the Mid Canterbury Transport brand, a 50%-owned operation with Hayden Lyall and Trevor Fairbrother. The work profile is rural cartage as it was when parents Trevor and Carol Hawkins started the business in 1981 under the name TJ Hawkins. The fleet is certainly highprofile, operating high-end gear with facilities that reflect ongoing reinvestment. The current Lake Ferry Road head office succeeded the original 47 Jellicoe Street depot located in Martinborough proper. Ten years ago, today’s home base was an undulating paddock on the outskirts of town. Yet, today, there are extensive yards, a big fertiliser shed, large workshops, cattle yards, loading ramps and a stage for sides. The crate wash is huge and can take two units; beside it is the fleet wash. Alongside the workshops is a weighbridge, and in one corner out front are the old offices up on pallets and jacks awaiting a planned relocation to Masterton in the medium term. On the other corner is the brand-new administration block with fully equipped

drivers’ quarters attached. “When the South Island guys are up or someone based elsewhere are laid over here, the dongas are a facility they can utilise,” says Daniel. “Martinborough’s taken off over the past few years and the area is becoming the place to live for the swanky Wellington set. It’s made accommodation, permanent and temporary, a bloody nightmare.” It’s an impressive set-up, regardless of the angle you’re coming from: the fleet, the facilities and three brothers who can enthusiastically work together daily with a lighthearted approach. It seems a happy yard full of happy people. Yet, at the same time, there’s no shortage of ambition, focus and planning. You wonder, ‘What’s the key?’ And then in drives an old Ford Courier and out hops a bloke. He’s an older bloke and cuts a sinewy figure at about 5ft 10in. He’s dressed in working man’s attire – boots, shorts, a polo shirt and a cap. He’s smiling and carrying the broken windscreen from a digger with a ‘munted’ windscreen wiper hanging off it. Everyone acknowledges him. “G’day Trevor”, “Hi Trevor”. Then Daniel: “G’day, Dad. What’s that?” “Oh, a post smashed it.” There are introductions,

smiles and handshakes. The smile disappears for just a moment when the ‘photo’ word comes up. The Hawkins family lived at 14 Malcolm Street in Martinborough. Trevor Hawkins drove for Martinborough Freighters, a company formed in the mid1960s with the amalgamation of several local transports. It operated from the depot on 47 Jellicoe Street, itself originally the home of pre-war business Chapman Carriers, which was bought by Martinborough Carrying, part of the unification of carriers mentioned to form Martinborough Freighters. When Martinborough Freighters fell on hard times, Trevor jumped at the opportunity to have a go himself. Josh and Daniel can’t remember if he bought, borrowed, or hired the 210hp Ford D1000 that got him going, but in 1981, that’s exactly what he did. “I think it was a three-decker, too,” says Josh. Anything onto or offfarm was the service promise, and Trevor carted his first load of sheep to Waingawa on the western side of Masterton in May of that year. The son of a sheep shearer and scrub-cutter, hard work was in Trevor’s DNA. He didn’t take long to earn a solid reputation for service on the one hand, which meant he

A two unit wash is one of the great facilities in a depot that was a paddock a decade ago.

was wearing out the Ford on the other. It was replaced with a 310hp Mitsubishi FV315 in a matter of months. “Carting fert to airstrips in the day, then put the crates on and cart cattle at night, then load wool in the early morning,” says Daniel, who remembers it all as the firstborn. He was five years old when it all went down. “Helping Dad was just part of life for us kids growing up. He was on his own and anything we could do was a help, even answering the phone. You never let the phone ring,” he laughs. “We’re the same here now.” Trevor parked at the 47 Jellicoe site initially with the plan to develop a shed and parking at Malcolm Street. Not all the local transports had jumped on board at the formation of Martinborough Freighters – McLeod and Garrity and Days Transport among those who abstained. The former had taken on the 47 Jellicoe site. Trevor took the opportunity to partner with Keith McLeod of McLeod and Garrity, buying 60% of that operation, and as consequence, stayed at 47 Jellicoe. Eighteen months into the adventure, the Mitsubishi yielded to some real firepower in the form of an International T-Line, joined in time by

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a legendary truck in the company’s history – a Catpowered 8x4 S108 Foden, a painting of which proudly hangs behind reception today. In 1987, Trevor bought the remainder of the McLeod and Garrity business, rebranding to Martinborough Transport. That doubled the size of the fleet, both entities running about three units. The next decade was just a case of hard work and service above all else, and included the purchase of Days Transport, again doubling the size of the operation, bringing the fleet count to about 10 trucks. Of course, as the children grew up, they found their own path for a time… except for Jared. For him, it was trucks, trucks and more trucks. Daniel served in the army and Josh went to university. Of course, during leave and holidays, it was a different kind of army or educational institution in which the two older siblings served… the green one. It was about 2004 when they started to drift home. That began the journey to a decision Trevor would make, the most significant move in the company’s modern history,

and a true sign of the man’s character. He did something that set up the business for what it is we see today, and answers the question above: ‘What is the key to it all?” He pretty much said this: “Right-oh. There it is. Now you make something of it.” Succession, or lack of it, is the single-most difficult and potentially crippling aspect of business. Having what it takes to start a business is often at odds with the humility required to hand it on. At 55, Trevor encouraged and prompted his three sons to start taking over the reins. The ultimate demonstration of confidence from parents to their offspring, its effect on the self-esteem of the next generation is immeasurable. “We thought if he could do it with one head and one set of shoulders, surely we can with three,” says Daniel laughing. Then Josh adds a comment, fully endorsed by his brother. “Not once has he ever said, ‘Oh, you’re doing that wrong,’ or ‘You shouldn’t do that,’ or ‘I wouldn’t do that.’ He got out at a time when he’d be around if we needed to chat or ask for advice. And that’s exactly how it’s worked. All he’s done is encourage us. I remember when we bought the first Scania – it was a big deal and we asked him what he thought. ‘Looks like a good deal to me. You should buy two!’” Funny anecdote time. Trevor took a truck and digger from the business as part of his exit. It gave him something to do in ‘retirement’ and gave

the brothers some space. Of course, he grew that to three diggers and three trucks – eventually selling two, keeping one digger and one truck… for something to do in retirement. “At 68, he’s almost got it right,” laughs Josh. “But he’ll still work all hours if a job needs finishing – it’s just in him to never leave it unfinished. He and Mum have some baches at Cape Palliser and they love being out there. He loves helping the locals.” To date, the big acquisition in the brothers’ era was bringing Wairarapa Livestock Transport (WLT) into the fold in two stages, half in 2018 and the remainder in late 2019. But there’s been another move of a non-acquisition nature that has also impacted the business positively, one that made it a truly national brand. “Rural cartage is a very seasonal thing here,” says Josh. “Traditionally, June and July are quiet. That’s fine in June, the drivers need the rest. But then what usually happened for the next four to six weeks was maintenance on crates – sanding, welding, painting, or work around the yard. That didn’t help with retention – they might get ‘scratchy’ or look elsewhere. The other scenario was drivers who go elsewhere in the offseason and do other things, deciding not to come back. We wanted to find ways of keeping the assets moving and drivers in the roles they wanted to be in. We looked further out, in areas where seasons were different, or where stock was moving

all year round. That’s really where the interisland thing originated and what led to Mid Canterbury Transport, our Ashburton-based business.” Another area in which Daniel, Josh and Jared wanted to try a new approach was the fleet itself. Daniel picks up the thread. “If a salesman turned up and fluked a moment when Dad wasn’t flat out, when he was happy with the business, and the deal was sharp, the chances are he’d have left with a sale. That meant we ended up with a rainbow fleet, and that doesn’t always leave you in a strong leveraging position with suppliers. We’ve tried to keep it tighter, even though different marques have trended at different times.” Today, the front-line units comprise Scania, Kenworth and Freightliners, with some still in the distinctive blue and white of WLT. The first Scania arrived in late 2011. Cable Price’s Craig Pepperell brought a demonstrator into the yard. “We took it for a spin and thought, ‘This is a bit of all right,’” says Daniel. Cable Price had a good lower North Island presence at the time, and support was strong. “Deon Stephens was in charge of parts back then in Wellington. He’s a big kahuna at Scania now, but we formed a great relationship with him.” The Hawkins brothers are realistic about trucks and say while the Scanias have been a strong product for them, at the end of the day, they are

machines and machines need support. “It’s not the sale; it’s what happens after the sale that counts,” says Daniel. “For us, Scania are back at the level of service Cable Price was able to give us when the change was made and Scania took on the brand themselves. They’ve worked hard to get there, and now offer good support and flexibility in the servicing schedule. If a truck is booked in here but away from home at the time of its service, we can invariably get it in close to where it is. For the long-distance trucks, we run Scanplan, but it doesn’t stack up for the regional trucks not doing the big kilometres.” Mention trailers and only one name comes back across the table – the product of the Wairarapa’s own famous trailer-building son, Trevor Jackson, and his team at Jackson Enterprises. Total Stockcrates are the preferred supplier of animal containment, with some Delta also in the mix. “They are a great product and local also.” Of course, the issue is, truck-nuts aside, Martinborough could do what it does with a bunch of white Hinos. Yet it builds spectacular units. “That’s easy,” says Josh. “You get the good gear, and you’ll likely attract good, interested and conscientious drivers that can do the job properly. That has a flow-on effect – hopefully – with the clients, and word-of-mouth is a big thing in the rural game. More work generates more funds, and allows you to build

good gear. Hopefully, it’s a self-perpetuating cycle.” Trucking is not getting any easier – still frequently active at the coalface, the Hawkins brothers know this better than most. “I was out last night,” says Daniel. “I’d forgotten how busy SH1 is. It’s crazy out there. And the roads… jeez, they’re stuffed, eh?” As members of Ia Ara Aotearoa Transporting New Zealand, their view on compliance is one of adapting early. “The rule-makers love making them,” says Daniel. “You have to figure it out early and get on board. It’s no use waiting.” Josh continues: “An audit was done of lower North Island stock carriers a couple of years ago. There were no fines or consequences for us, but we were asked to go on electronic logbooks. They told us everyone would be on them within a couple of years. That hasn’t happened, but you can see it’s coming. We figured we may as well get going with it and understand it, rather than scramble sometime down the track. It’s interesting because it removed a level of ‘noise’ from the business. For example, there’s no issue chasing timesheets come payday – all the information is right there for the administration staff. That’s something we hadn’t twigged to at the time. “The one that irritated was the back-rub rules. There was no amnesty at all, just the notification one day and fines the next. That was very poorly handled in terms of impact on the carrier as a key

stakeholder. There was no time to assess and manage your situation.” Like every business in the country, the current economic climate is prompting a review of systems and processes. Increasing interest rates and inflation mean every input cost has gone up. “Trucks, trailers, crates – they’ve all climbed significantly,” says Josh. “It might mean TCO and ROI shift also. We work to a 10-year plan when it comes to replacements, and 1,000,000km has been about the point where we move a truck on to avoid increased R&M. That might move a year now. Who knows? A bit of extra maintenance might be less than the capital increase.” “Air suspensions have impacted things markedly too,” says Daniel. “Especially trailer and crate life – they just last longer. You’d hear the old Hinos coming home when they were in town, banging and crashing. Now the Scanias pull in, and that’s the first you know. With full air right through, it’s even more of a gain. If you look after them, now a trailer and crate might see out three trucks.” Like their father, and people whose cloth is cut in a similar manner, the Hawkins brothers are slightly bewildered at the thought of their operation being something overtly different or special. For them, their upbringing, and the way they approach the staff, customers, assets and plant, is their normal. The company is an equalopportunities employer for

anyone interested in the industry, the business, or trucks. It’s got nothing to do with who you are, but rather willingness to learn. Lucy, Jo and Piper – the ‘girls can do’ division – will attest to that. “Mate, they’re awesome,” says Daniel. “It’s not easy work. Loading a truck and trailer of sweaty lambs on a hot day or hosing out a shitty unit, it’s better than any gym workout, I’ll tell you. And they’re good on the gear also.” The continual reinvestment in plant and facilities indicates to staff, current and future, that something lasting and real is being built here. This is no investment bank, ‘cut and run with the spoils’ operation; this is business for all the right reasons. That sentiment permeates the company. The folk we talked to felt part of something. Daniel, Josh, and Jared are acutely aware of the opportunity their dad Trevor presented in 2009. And there’s an underlying sense when chatting with them that his gesture must be honoured by all the effort they can muster. As you would expect, all three brothers emphasise the need to acknowledge all those who make the company what it is. “We’re lucky to have the staff we have, the customers, and the suppliers we deal with,” says Daniel. “Our family are an endless support to us, but our staff are also. You can’t do what you do, or what you want to do without the right people around you

A trucker’s trucking company and a business that shows constant signs of reinvestment into gear and facilities. A smart-looking rural operation in its 42nd year.

– without good folk around you.” Three truck-mad lads raised in a trucking business who could just as easily be found in the cab of one of their spectacular machines as in their slick-yet-unpretentious head office. They know their business, their staff and their customers at the front line. As a driver, it could be a Hawkins out there with you at 3am loading sheep. As a customer, it could be a Hawkins who leaps from the cab to load

your 14 yearlings. As a supplier, it could be a Hawkins who arrives in a truck to have some work done. That, in itself, is 21st-century business gold. And hey… if they’re not around, there’s always that older bloke in the Courier ute who just drove in. He’s always good for a yarn. ‘So who’s he?’ you ask. Let’s just say giants come in all sizes, and mana is never something you wear. Just go meet him.

Piper McGergor gives No.Z35 a spruce-up.

PICTURES TELL IT ALL

ook at the amazing cab-side artwork on the S770 by Jasen Ngatuere of Signs & Tints in Masterton, and you know that a whole heap is going on. The left side: The warrior depicts Trevor Hawkins and the hawk on his shoulder, his wife, Carol. The three hawks in the lower section are Daniel, Josh and Jared, and the rose, of course, is Carlene. The eggtimer depicts the passing of time and honours the company’s 40 years in 2021. The lighthouse in the lower left is Cape Palliser, where Trevor and Carol have their baches and where they enjoy spending time. The right side: The North and South Island and Snow Cat depict the nature of Chris’ work, roaming the nation. The individual koru you see inside the islands number nine; eight for Trevor

and Carol’s grandchildren, and one for their great-grandchild. Additional to the personal messaging are the Griffin and neat Vabis monograms, a tribute to the truck and the brand’s history. ‘4H0RI’ The riddle of the number plate – the revered Foden S108 had the words Hori Hawkins Heavy Haulage (note, four ‘H’s) on the side of the cab. When Trevor retired from the business,

the boys bought him the number plate ‘4 HORI’ for his ute. How cool is all that?

SPECIAL THANKS I wish more people had more to do with the trucking industry. Our young people really need no other industry to set them up. Once again, unbelievable, passionate people with a story that ranks with the best we’ve encountered. To Daniel, Josh and Jared Hawkins: Thanks for an amazing couple of days

38 New Zealand Trucking April 2023

and wonderful hospitality. It’s a callin every time now. The folk we talked to were right. And whoever made the muffins – bang on! To Trevor Hawkins: Thanks for popping in, gritting your teeth for a pic, and decisions past. Chris Berghan: Thanks for lessons in lots, and a great yarn while trundling

along. Fantastic company. To Mark Nurse and Alfons Reitsma at Scania: Many thanks for the facts, stats and checks. To Deon Stephens: Thanks for leaping out of your skin like a Scania-crazed 14-year-old every time we ring and facilitating whatever we ask.

0423-091

DESIGNING AND MANUFACTURING QUALITY TRAILERS FOR THE WIDER TRANSPORT INDUSTRY FOR 30 YEARS

Queen St, Pahiatua. Ph: 06 376 0020 Trevor mob: 0274 437 968 e: trevor@jacksonenterprises.c.nz

The Mark of Quality

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BIG MOVES Bye-bye, Stralis. Move over, X-Way. Welcome, S-Way (and T-Way). It’s possibly one of the most significant product launches in recent memory for an OEM in New Zealand, and Iveco is determined to make it count. Story by Gavin Myers

Photos by Gavin Myers, Dave McCoid and Carl Kirkbeck

ans of Euro trucks rejoice! No.5 of six has arrived! Or course, I’m referring to Iveco’s latest generation of heavy trucks, the S-Way and T-Way. If my maths is right, after Volvo introduced its Series 5 trucks about a year ago and Penske discreetly slipped MAN’s Next Generation onto showroom floors a few months ago, only DAF is left to replace a product that’s been around a while. But we’re not here to talk about

its German, Swedish or Dutch rivals; now, we introduce a new generation of Italy’s finest. Like the new MAN and (new-generation European) DAF, the S-Way replaces a model line-up that can trace its roots back a couple of decades… or so. What’s more, New Zealand has had the honour of hosting the region’s first reveal of the new models. So, let’s get straight into it – what’s the latest generation Iveco all about? First off, the S-Way is a direct

replacement for the Stralis and, latterly, X-Way. Its rugged T-Way sibling replaces the Trakker. S-Way debuted in Europe in 2019, with the T-Way following a couple of years later. While it’s not an entirely new platform, says the managing director of Iveco Australia and New Zealand, Michael May, the S-Way (and by inference, the T-Way) combines a new cab with a “tried and tested” driveline with enhanced performance. Added to this is a focus on comfort and safety

Rugged T-Way looks ready for action, next to the streamlined S-Way.

features. “The combined package brings these trucks up to the next level for us in the market,” adds May. “Their introduction into the New Zealand market has been a project four years in the making, allowing extensive local pre-launch testing to occur while providing a suitable timeframe to strategically bolster our aftersales dealer support for the model range. S-Way significantly broadens our product offering to existing Iveco customers and will also attract new owners to the

brand. We’re extremely excited by its release.”

Finely tailored “Looks like a Scania.” “Looks like a Volvo.” “Looks like a Freightliner.” Um, we’re not sure about that last one, but those views are a taste of the online sentiment levied against the S-Way. Let’s be honest, a truck cab is just a box – and there are only so many ways you can restyle a box. Designers of cabover models

probably have a tougher time of it, too, with fewer pronounced features to work with. Regardless… sure, you may see lines in one manufacturer’s design similar to lines in others, but – trust us on this – the S-Way is far more distinctive in person than its images may lead you to think. It’s a design executed with typical Italian flair and detail, and you only get the full effect in the metal. The grille is the main event, available in various finishes, such as

Pieter Theron, Iveco New Zealand truck sales manager, introduces the new models.

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T-Way cab more utilitarian, but still offers a high degree of standard features and connectivity. Infotainment unit swivels to face driver.

matte chrome, depending on model. There’s even a customisable fibre-optic version that can be controlled with the MyIveco Easy Way app. The headlights are full LED across the range and feature cornering and bending functions. The new bumper is a three-piece design covered by eight easy-to-replace panels, reducing the cost of repair. Its slim design and upswept wind deflectors on the extreme edges are functional and add real character. Moving up, the

‘high-efficiency’ A-pillars are impressively slim and, because they’re black, the glasshouse has a neat wrap-around visor look to it. But they’re also functional, designed to improve outward visibility, reduce wind noise and direct dirty air away from the side windows. Similarly, the new ‘highefficiency’ mirror housings are designed to minimise air resistance on their forwardfacing side while optimising the view provided by their rear-facing side. It all comes together and

sits like a finely tailored suit – sharp but comfortable, not an awkward pinch in sight, a joy for the eye to take in. And, interestingly, the effect is much the same whether you’re talking about the AS or AT sleeper cabs, the AD short cab, or any high-, medium- or low-roof variation of the three. Drivers on the long haul will appreciate the AS high-roof’s 2.15m standing height and double bunks, the upper of which can be adapted as a luggage compartment.

Enhanced efficiency Most importantly, the new cab design has resulted in a 13.5% aerodynamic improvement. This combines with an enhanced range of Cursor engines and advanced fuel-saving mechanisms to improve fuel efficiency by up to 3%. The Cursor 9, 11 and 13 all feature in various

states of tune. S-Way operators can choose power outputs between 265kW (360hp)/1650Nm, 338kW (460hp)/2150Nm, and 425kW (570hp)/2500Nm. The T-Way, meanwhile, offers up 268kW (360hp), 305kW (410hp), 335kW (450hp) and 380kW (510hp) versions. All are coupled to ZF transmissions, the TraXon 12-speed AMT or 16-speed manual, depending on the model application. Iveco’s Hi-SCR passively treats exhaust gasses while driving without the need for EGR and allows all drivetrains to meet the Euro6e emission standard, which requires vehicles to be 100% emissions-compliant from a cold start. Eco Mode Plus and Eco Fleet allow the vehicle to be locked in its most fuelefficient mode and prevent manual gear shifts. The Hi-Cruise GPS predictive driving system integrates

S-Way cab has a feel of modernised familiarity. Launch model featured fully customised interior by RVE. driving assistance functions such as eco-roll, predictive gear shifting and predictive cruise control using stateof-the-art GPS mapping technology, assessing the road ahead and adapting the drivetrain for optimal fuel consumption. Finally, an antiidling feature automatically shuts off the engine, avoiding long periods of idling. The S-Way offers an improved range of versatility and is available in 4x2, 6x2, 6x4, 8x4 and, for the first time, 10x4 with lifting and steering tag axle. “We’ve kept the range quite simplistic. The combination of driveline configurations is a winner and one we’ve never had before,” says Iveco New Zealand truck sales manager Pieter Theron. The off-road-biased T-Way range is offered in 4x4, 6x6, 6x4 and 8x4 configurations. “The Trakker was a winner for us in the South Island.

Hopefully, we can gain more market share in the North Island with the T-Way,” says Theron. “The T-Way is suitable for severe off-road applications, and the 410hp model is a benchmark in this sector.”

Comfort and convenience “It’s all about the driver,” May says. “The range has been designed and built to deliver top performance, comfort and safety.” Indeed, both the S-Way and T-Way are impressively spec’d out of the box. For example, all models get a standard 50-litre fridge and 50-litre freezer, as well as air-suspended heated seats. Of course, there are myriad standard-fit features available depending on the model – for instance, standard napa leather upholstery on all 570s. Iveco says connectivity was a key consideration.

A 7in infotainment system incorporates Apple CarPlay and Android Auto, voice recognition, and in-built Tom Tom satellite navigation. Voice assist powered by Amazon Alexa is optional. Similarly, Iveco Telematics is standard equipment. Upon subscription, features include MYIVECO Smart report, MYIVECO Web portal and mobile app, MYIVECO vehicle monitoring and remote assistance, and the MYIVECO Easy Way app, a driver-assessment system that can be accessed via the

mobile app. Standard safety and driverassist equipment comprises ABS with advanced emergency braking system (AEBS), ESP and ASR, adaptive cruise control (ACC), and lane-departure warning system (LDWS). All models carry ECE-R29 cab-strength certification and are equipped for ECE-R93 front underrun protection. Iveco offers tailored service and maintenance plans for up to seven years or 1,000,000km on the S-Way. All S-Way models for

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on-road applications have a 75,000km or 1500-hour/12-month service interval. A shorter interval of 25,000km or 500 hours applies for vehicles for off-road applications. To enable drivers to get the most from the new trucks, TR Master Drive has been contracted to offer driver training.

Good things Even before we received our invites to the launch of the S-Way and T-Way, we knew these models would be worth the wait. Indeed, they’ve been a long time coming, and the platform isn’t new from headlamp to tail light. But, on first acquaintance, it seems Iveco New Zealand has introduced a wellrounded range that is sure to please brand devotees and pique the interest of others. “We’re thrilled to have now launched the award-winning Iveco S-Way in New Zealand. The model has proven very successful in global markets and we know the range will deliver Kiwi operators many benefits, including greater productivity, high level safety and technology features, increased comfort and lower total cost of ownership – all wrapped in a visually stunning package,” comments Barry Woods, Iveco New Zealand dealer principal. *At the same time as this issue went to print, Dave McCoid was over in Melbourne having a drive of the S-Way. Next month, his impressions from behind the wheel.

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Michael May.

A NEW DIRECTION

he managing director of Iveco Australia and New Zealand, Michael May, made his way over from Dandenong, Melbourne, to join the celebration and share some news on the company’s future direction. It’s all centred on growth – and lots of it. “S-Way and T-Way are a big part of the brand’s growth plans in the region,” says May. “A couple of years ago, we set ourselves a new route to grow our business in the region. We’ve surpassed most of the goals. We would have been able to surpass 3000 units between Australia and New Zealand last year but for supply chain challenges. From a mix perspective, that would’ve been about 1000 medium and heavy trucks and 2000 Daily units.” May explains that forming the Iveco Group on-highway business unit in 2022 – separate from the agricultural arm left under the CNH umbrella – has been good for the brand in the Australia/New Zealand region. While it has a strong following in the area and a historic link through production in Dandenong, the future will look a little different. “It’s given us the opportunity to focus on the needs of our on-road customers. We made some regional decisions within the brand last year and stopped production in Dandenong, which was based on the old Acco model. It’s a turning point. We could have continued and had to invest tens of millions in that facility or choose to align with Europe and get access to the latest product and technology. We made

the decision to bring ourselves up to speed and in step with Europe.” In a $14-billion business with 34,000 employees, local product will benefit from expertise across 28 plants and global R&D centres. As May notes, it’s a substantial company but still flexible and fast. “Iveco is focused on ‘driving the road of change’, being a global company but having a responsibility as we notice things are changing in our environment. We’re looking to lead the way with [clean] emissions and the technology we bring. Euro6e is class-leading and the cleanest product you can buy in this space. “There’s a lot going on in propulsion. Battery and fuel-cell technology is moving forward. We’ll soon bring the eDaily to the region, which has received good feedback, so we’re excited to introduce it.” May adds that the truck business, Iveco Truck, is in an exciting place, with record sales last year. “We continue to grow, particularly with the S-Way. It’s about getting the product to the people.” Iveco’s people are a particular focus, too. “We’re focused on making sure we’ve got good people. Ultimately, that’s what matters to our customers. They need to be able to get hold of people who can support them and keep them moving. We need to be easy to deal with. “Under our group CEO Gerrit Marx, we’ve been focused on quality and reliability in our products. With efficiency and partnerships, this is our clear focus,” May says.

•R

S-WAY YOUR WAY

hen specifying and ordering your new S-Way you will find that there are optional surprises in store. With the arrival of the S-Way to market, Iveco New Zealand wanted to offer operators the opportunity to apply a touch of euro flair, akin with the configurations we are seeing on the international stage. By collaborating with the team at RVE, Iveco New Zealand have optional packages available, offering the opportunity to have RVE customise a leather interior specific to your individual needs. The process of outfitting the new S-Way cab in leather has been greatly simplified; this was achieved through RVE digitally mapping the

complete interior to form the required cutting patterns. “The digital mapping process is an investment on our part at RVE, however the benefits for the client with greater accuracy of fit as well as expediting delivery of the preformed material is well worth the commitment in our eyes,” explains David Stanners, managing director of RVE. The design and selection of your new custom S-Way interior could not be more simple as well, this by way of another RVE investment, configurator software. “Once again we felt that this software was invaluable for our clients, as it truly places the power in their hands to compile the exact look that

they are after,” says David. “Everyone has individual taste and preferences, and by allowing them the ability to see what the completed interior will look like, the risk of making a mistake is virtually mitigated. It is all about simplifying the process as much as possible, all the while offering our clients an interactive experience that secures exactly the finish they are wanting to achieve.

“We understand wholeheartedly that professional drivers spend an immense amount of time behind the wheel, and we want to make that experience as enjoyable as possible”. The configurator software is available both online via the RVE website, as well as by visiting the client kiosk at the Iveco New Zealand Wiri sales office.

P REMIUM LEAT HE R TRUCK I NTERIORS

For over 50 years, RVE has been recognized as New Zealand’s leading Leather Interior and OEM Accessory supplier • We design, fabricate and outfit bespoke leather interiors for new truck builds to your specific requirements and colour pallet • Our sports seat upgrades and leather interior conversions are recognised internationally as being at the pinnacle of comfort and style • RVE works with you to create a statement of personality and self-expression - call the team now and start creating your signature design

RAY’S WAY Every now and again there are characters you meet on the journey of life, individuals that leave a lasting impression, and make you reflect just a little. Ray Kerley is one of those colourful personalities.

Story by Kirk (Carl) Kirkbeck

Photos: Kerley collection

wet Saturday in June of 2020, we found ourselves in Atiamuri having a chat to twins Hayden and Dion Kerley about their recent purchase, The Lion King, a TGX35.640 MAN stock unit that had been selected for our Top Truck poster. As we chatted to the lads, they jointly recommended “you should be interviewing our Dad, he’s the one that started all this, and gave us the kickstart in the transport game. He’s been trucking now for near on 60 years. He’s got a good story to tell.” That was all the encouragement we needed. So while we sat out the back of the Bullring, Atiamuri’s fabled landmark, enjoying a bowl of deep fried sausage bites and an ale, we got chatting to the boys’ Dad, Ray Kerley.

Two photos taken at the same intersection, the best part of 60 years apart. Top is Ray with his first trusty steed at ASL Adams, Atiamuri, and bottom, the dependable Hino that keeps Ray busy in retirement.

A good load of posts for Pinedale. Ray was towing a trailer from day one in an era where a heavy trailer licence did not exist. Ray began regaling us with his story, life on the farm growing up, his start in the transport industry and more. We quickly realised Ray is an individual who was raised with an infallible work ethic, and one who does not shy away from hard work or a challenge. A character with a quick wit and true Kiwi sense of humour who is thankfully still well grounded, honest and direct. Ray’s story truly needed telling, as there are some out there in this day and age that stand to gain a thing or two reading about Ray’s no nonsense, get-off-ya-tush and make-it-happen attitude.

Farm fresh We start at the beginning of 1950 when

Ray, then nearly five, moved with his family to a dairy farm halfway between Matiere and Ohura in the little settlement of Nihoniho. “It was 72 acres [about 30ha in today’s world of metrics], and we were milking 37 cows,” Ray recalls. “Later, Dad added a sheep block of 200 acres, about three miles up the road from the original farm. “An opportunity came Dad’s way to purchase 450 acres from the Crown, which sat in behind the existing 200 acres. It was a block of native bush in need of breaking in. He paid five shillings an acre for it. As you can imagine, we spent a lot of time working the land, clearing much of it to convert it into a productive grazing farm.

The ASL Adams TK Bedford truck-and-trailer unit set up for stock work with its crates on.

“I seriously liked trucks as a young fella and gained a solid connection to them growing up on the farm. I would go out after getting home from school and help with the hay-making. Jack Turner from Matiere would come to the farm to do the hay for Dad as well as our neighbours. I was only about 10 or 11 years old. One of Jack Turner’s drivers, Johnny Adams, would let me steer the truck around the paddock while they picked up the hay. “As I got older, I progressed to lining up the bales ready for the loader to lift them onto the trucks. It was great after-school work. I really enjoyed being there, just keen to be around the trucks. I left school at 14 and worked full-time

1) A move to Wally Hayes Ltd had Ray running many trips from the Taumarunui railhead to Turangi with construction supplies to keep the Italians busy building the Tongariro hydro scheme. 2) A petrol-powered Commer was the first big rig at Colin Poole’s of Taumarunui. This job had Ray working with livestock again. 3) Promotion at Colin Poole’s meant a shift up into the ‘Hot Box’, a Leyland Hippo truck-and-trailer combination. at home on the family farm until I was almost 18. “Unfortunately, the dad-and-son thing didn’t really work out. I wasn’t making enough – I basically got paid the pig money from the skim milk. It was time to move out and work for some real wages.”

18, and into it “Looking back, it was natural that as soon as I turned 18, I would be off to work as a driver for my brother-inlaw, Arthur Adams, at ASL Adams on Ohakuri Road in Atiamuri. He did all manner of rural work with his trucks – shifting livestock, fertiliser, firewood and posts from the Central Plateau forest for Pinedale’s treatment plant in Putaruru. There was lots of variety. “First, I needed my licence. So it was off to Tokoroa to do the test, literally on my 18th birthday – 13 April 1963. My very first day of working for my brotherin-law, I did my practical test in a TK Bedford, passed it first go, and seven shillings and sixpence later, I had my HT. “The next thing I knew I was off on

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my way to my first pick-up – a load of wool out of Cyril Clayton’s woolshed on Ohakuri Road. It needed to be delivered to the Kinleith rail yards and loaded into an LA rail wagon bound for the Wanganui wool stores. The first thing we had to do when we got to the wagon was sweep it out. The reason for this is that there was coal dust left over from the last trip, and that does not mix well with wool. So there was a bit of work to prep the wagon and then hand-load the wool on as well. That was all in a day’s work for a truck driver back then. It wasn’t a bad effort for a rookie’s first day out. “The work for my brother-in-law taught me an awful lot. I went to all kinds of interesting locations. And from day one, it also had me dragging around a 16ft trailer. It was straight in really, boots and all.”

Taumarunui calling “In 1964, I decided to move to Taumarunui and start working for Wally Hayes Transport – another rural carrier carrying virtually everything. We did a lot

of loads over to Turangi for the Ministry of Works from the Taumarunui rail head. “At the time, construction of the Tongariro hydropower scheme was in full flight across the Central Plateau. Taumarunui was the closest that rail could deliver the supplies destined for Turangi, so that’s where the trucks took over and completed the job. It all came by rail – reo bar, cement – all the supplies needed for the scheme. So we sure had a variety of loads. “The Italians brought in to build the tunnels were a hardcase bunch. They were chasing the nurses at the Taumarunui nurses’ home. I was going out with a nurse at the time, so I’d see them coming over from Turangi, looking for company and trying out their luck. “While working for Wally Hayes, we also carted a lot of bagged cement for the Western Bays Road from Kuratau through to Whakamaru (the western side of the lake). The road was being sealed to allow better access to all that farmland, most of it being farmed by Lands and Survey at the time. “That road has got a heap of cement

A change of scenery for Ray had him move to Wellington and a stint behind the wheel as a driver in the New Zealand Road Services omnibus fleet. in the base of it mixed with pumice, and it was all carted over the hill on those Wally Hayes trucks. This was all loaded/ unloaded by hand, out of the wagons, onto the trucks, and unloaded in the same way. No forklifts in those days. You knew you had done a day’s work back then as the cement was packed in 40lb bags. “We also delivered a lot of bulk fertiliser to airstrips around the district from the railhead for the top-dressing aeroplanes. It made for some interesting and challenging places to cart into – up steep, gnarly tracks to reach the airstrips.”

Best of both “It was a good time but a short time with Wally Hayes because I knew I had a livestock job coming up working with Colin Poole at C R Poole. I eventually got my start with Colin Poole in 1965 on a petrol-powered Commer. I was finally on livestock. I had always wanted to work with livestock – just history growing up on the farm, I suppose. “I ended up on a Leyland Hippo doing stock. I had my own two dogs as well, so the lessons learnt from my stockhandling days on the farm paid off. “While at Colin Poole’s, the government passed a law where you had to have a separate trailer licence if you towed a heavy trailer. I would have been about 20 or 21 at the time. “Luckily for me, if you had been towing trailers before the law change, you did not need to sit the test; you just had to head into your local council and get your new trailer licence stamp on your truck licence. I fitted that criterion. So off I went into Taumarunui and got the stamp, no troubles at all. “The funny part is that I have never actually sat a test for my heavy trailer

licence. It was quite literally given to me.”

Trucks to buses “About two years later, I decided to find a cleaner and tidier job, and one that loaded itself. So, off I went to speak with Jack Hitchman (leading driver) of the Taumarunui Road Service Depot. He let me use an S-model Bedford bus to sit my bus and passenger service licence’s. I booked the tests and passed both. Securing these had me moving to the big city of Wellington. I took up residence at the Thorndon single men’s railway camp and started working out of platform nine at Wellington Central Railway Station. This placement had me on various routes, as well as school bus runs. After a stint on the omnibuses, I moved across to the service car roster. Here, I was doing day trips, running up to Taihape and Wanganui and return. “It was a great job, and I enjoyed the time, but change is always just around the next corner. In 1968, at 23, I got married to that nurse and headed back to Taumarunui. I had received a fresh job offer from Colin Poole to return and drive again for him, with a house thrown in as part of the deal.”

Buses to trucks “Starting back with Colin, I was given a later-model Leyland Hippo, and I was back into the stock transport. “Things were beginning to change with the way rail freight had been protected, so the distances we could travel began to increase. We found ourselves regularly taking loads all the way through to Fletchers at Patea, Borthwicks of Waitara, and the Imlay works at Wanganui.

Colin had a great business, doing all kinds of interesting work in the area, so in the off-season, you could end up doing all sorts. I got put on the Leyland Crusader a few times, doing deck logs, all native, running down the Burma, onto the Punga and into the mill at Mananui. It was big gear in the day, 250hp, a big step up on the Hippo’ at 150hp. “We did a lot of work on the trucks ourselves – you had to. There was an old Hippo in the fleet that had done its time on the logs (which was replaced with a brand-new Leyland). The old Hippo’s cab was absolutely shot, so Colin tracked down a good secondhand cab, and I did the swap over for him in our own workshop, including the wiring. It’s just what we did to get the job done. The truck was then fitted with a flat deck and stock crate. “There was a lot of variety for me working for Colin. And because I had a farming background, there were days that Colin’s brother Ian would phone and see if I was available to help on the family farm. The shearing gang would be there, so I would head out and help as a rousey and also do the wool pressing in the shed. There was never a dull moment.

A turn of hand “While with Colin, an opportunity to return to New Zealand Road Services came my way. They were wanting to put another coach and driver on in Taumarunui, as the rail car service from New Plymouth to Auckland was being withdrawn. So I started back with the New Zealand Road Services on the Taumarunui-Auckland express run for a change of scenery. The roster also included runs out to Taihape and Rotorua, “After a while, I decided to take a

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break away from full-time driving completely and started doing relief driving for Road Services when drivers would call in sick or were away on holiday. I also did relief work for Colin Poole. “Among the part-time driving, I also went out on my own doing fencing as well as shearing. Dad had sent me away to a shearing school when I was 16. New Zealand shearing legend Godfrey Bowen signed me off. My best tally was 327 on ewes. I also entered into the national fencing competitions one year at Mystery Creek. Unfortunately, I did not make the finals, as I was too slow. But I got good points for workmanship. “So working in both disciplines was, fortunately, no trouble at all.”

Turmoil breeds opportunity 4 1) The farm skills Ray learnt at an early age have always been useful, featuring in more ways than one throughout his working career. 2) LADcabbed Leyland Hippos entered service within the Colin Poole fleet. Here is Ray’s unit complete with a winter cover clipped to the grille, as well as a roof-mounted air cleaner installed by Ray to help it breathe. 3) Back on the busses, this time as the Taumarunui express. Here Ray is set to head south, just waiting outside the Auckland Railway Station for the clock to hit 3:15pm. 4) The ex-Homestyle Bread J-model Bedford, which became the Kawhia 4-Square support vehicle. 5) Married life and the call of the wild had Ray back in Taumarunui, again working for Colin Poole.

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“At about this time, my marriage was on the rocks and in the end, the wife left and went to Perth. I got custody of my three kids; the boys would have only been about two and a half years, and my daughter was four and a half, so still very young. “They were challenging times, and in 1978, I decided it was time for a big change. I

sold our house in Taumarunui, and we headed out to Kawhia. I purchased the local IGA and converted it into a Four Square. “There was a need with the business for a small truck to collect supplies in Hamilton and transport them back to the store. So I purchased an old J-model Bedford ex-Homestyle Bread that was perfect for the job. “In 1982, I was made an offer by a prospective purchaser who wanted to buy the store from me. So, once again, big change. We sold the Four Square business at Kawhia, and moved into a house in Napier that was part trade for the Kawhia business. “At the same time, the Old Lantern tearooms came up for sale at Atiamuri. It came with 40 acres of land, so it was a perfect mix of a home and a business for us. Sold! “A short time later, while working the tearooms, I had the opportunity to purchase a rural delivery run (RD1 Atiamuri). This proved to be a pivotal move back towards the road transport sector.”

Goods & service “I needed to have a goods service licence to operate the RD run. The goods service licence with time would prove

Ray’s LAD-cabbed Hippo along with a later-model AEC, packed to the roof with woolly passengers. extremely valuable. After a while, I also ended up with the RD2 Atiamuri run as well. Eventually, they were combined into one. “Alongside this, I had a milk run servicing the Atiamuri and Ohakuri hydro villages. “It was definitely busy times raising the family, running the RD runs and the tearooms. I kept the tearooms running by employing local farming housewives, as well as college-age girls who worked in the holidays. It was a lot of staff, but great staff and they all did a great job. “The automation of the hydro dams saw the end of the workforce, and in turn, the villages supporting them. Then, changes to where the

mail was sorted saw me sell my RD run to an operator based in Rotorua, Simon Weir. “Not long after – in April 1990 – I sold the tearooms as a standalone business with a separate title and kept the remaining 39 acres. “Until then, we had been living in the back of the tearooms but, suddenly, we needed a home. I found the house we have now, up for removal in Tokoroa and had it shifted onto the land here behind the tearooms, and we are still here to this day.”

R.J. Kerley General Carrier “After selling off the run and the tearooms, I still had my goods service licence, so I

went out and purchased a small Ford Trader and had a dog trailer made for it. “A little later, I needed an upgrade, so a new 210 Nissan Diesel was the go, which I purchased from Dale Greaves. I had it fitted with a deck and stock crate, and that really was the beginning of R.J. Kerley, general carrier. “I started out moving anything – stock, hay, wool, farm supplies. The phone would ring, and it would be another job, and you would just answer the call. With the work, the business naturally grew. The more you did the more you got because word would spread throughout the area. “As the workload increased,

the need for bigger gear also increased. From the 210 Nissan Diesel, I purchased a 340 Nissan Diesel, then a 380 Nissan Diesel. Then it was on to an ERF 500, and then along came the FY Hinos. “Our work was certainly varied. For some time, we had a contract collecting bagged pinecones from Murapara. They were needed for their seeds. We would collect approximately 600 bags per load from the orchard and then take them down to Amberley. There was a plant there that specialised in processing the cones – sometimes two loads a month. “For the trip home it was a backload of posts out of Richmond back to Goldpine

Left: The Leyland Crusader, pulling out loads of native bush, and running them down the Burma into the mill at Mananui. Right: As the government loosened its grip on road transport, the distances travelled increased. Here is Ray and his Hippo on the Desert Road.

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3 1) The RD runs and the goods and service license required to run them, played a big part in prompting the launch of R.J. Kerley – General Carrier. 2) Ray picking up his new Nissan Diesel from the team at Truck Centre, Mt Maunganui. 3) The little 4x2 Nissan Diesel with its new matching Roadmaster three-axle trailer in tow, courtesy of Ray’s long-time good mate, Dick Parker. 4) As the business grew so did the size of the trucks. Here is the new CWA45 Shogun fitted up to the trusty three-axle Roadmaster. 5) Ray with the mighty EC14 ERF, a truck that certainly made a statement heading down the road. 6) The FY Hinos were solid workhorses that the boys purchased from Ray as they transitioned to Kerley Brothers Transport. 7) Loaded with 600 or so sacks of pinecones from Murapara, the CG380 is set to go on its run across the Cook Strait to Amberley. 8) The CG380 now loaded with posts out of Richmond, ready to hit the road and head back north to Goldpine at Putaruru. in Putauaru – a good run all round. “We also had the slink run for quite some years. That literally started with me going out at night after the shop was closed, and after the kids were in bed, for a bit of extra coin. I would jump in the little Ford Trader and run around the local farm gates to collect the dead calves and bring them back here to a dump site. “As time went by, we got given more districts, it just grew, so not only were we doing the localgate slinks, but we ended up getting all the dumps in neighbouring areas. Galatea, Rerewhakaaitu, Reporoa, Waikite, Ngakuru, Tokoroa and the last pick-up, Putaruru. In the season’s peak, we would be running two truck and trailer loads a day

through to Wallaces at Waitoa for processing.”

The backbone Nose to the grindstone, Ray was kept busy building his transport business with little time for socialising. In June 1993, local clients Joyce & Geoff Raynel, who knew he was on his own, lined up Ray with a blind date for the yearly Tirohanga winter ball. It was a secret that all the locals knew about. Jillian, a Matamata girl, recalls the night. “We had a standing ovation at the hall door as we walked in. Talk about a trial by fire!” Thirteen days later, Ray took Jillian to Te Awamutu to meet his mother, then on to Hamilton for an engagement ring. This was followed a short time later by a wedding at the Matamata Racecourse.

Left: Ray’s second love and hobby – life on the rails. From our point of view, thank goodness the trains remained a hobby. Right: Ray Kerley, husband, father, transport operator and stock agent.

“Jillian has been my backbone for almost 30 years, running the office, yardwork, farmwork, juggling family commitments, and, on top of all that, training to be a registered nurse,” says Ray. Jillian has now worked part-time for nearly 18 years at the old Waikato DHB in the Tokoroa Hospital Emergency Department, fully committed to the great cause of looking after those in their greatest times of need.

Contacts to contracts For 28 years, Ray was also a livestock buyer. It was a situation that led to an opportunity. “I had already been trucking stock into Richmond’s plants. The North Island livestock manager contacted me, offering a commission-based stock-buying position for the South Waikato. This opportunity allowed me to keep the trucks busy because

by this time, my boys were working for me driving my trucks. “Quite some years later, and looking for a change in companies as a livestock buyer, I spoke with management at Wallace Corp. This was where the slinks had been going, and I wanted to see if I could work for them as an agent for their beef processing plant. As it happened, the timing was perfect because they had just started processing bobby calves, so they were like, ‘that’s fine, Ray’, so that was the start of that contract. “Two years later, with a change in ownership, I could see after 10 weeks that the new organisation was not for me. So I called up UBP (Universal Beef Packers) over in Te Kuiti and arranged to meet with their manager, Hamish MacDonald. I told him what had happened and what I was looking for, and he took me on right there on the spot,

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and with that, I was trucking in stock the very next day. “I was almost 10 years with UBP, and when I retired just before the first Covid lockdown, they were so pleased with what I had contributed to the company, they sent Jillian and I to Singapore on a week’s holiday, all expenses paid. I did not expect that, but it really was a great working relationship.”

my hobby as a rail enthusiast could have easily become a full-time job as a loco engineer.” All we can say, Ray, is thank goodness it didn’t. The Ray Kerley fleet and the colours are legendary. The business you generated, based around the community you supported, is outstanding. Testament to that is the legacy that continues with your lads Hayden and Dion now at the helm, proudly Green pastures wearing the colours and “I have retired, but in some carrying on the good service ways, I am busier now with to the community. work in retirement than I was From the entire team when I was working. at New Zealand Trucking “I am still a member of the magazine, we say Road Transport Association, congratulations, mate, on 60 and I have kept my little 4x2 years in the road transport Hino with its crate. It is a industry. It’s a milestone to great truck, and I now run celebrate and reflect upon around for the boys doing with a good cup of tea. But small pick-ups and feeding whatever you do mate, do not them into the big units. sell that little Hino, as there’s “It’s funny looking back a load of boners for you to 1/50 KW C509could & Drakehave 2x8 & 5x8 Lowpick Loader because things up on Monday. “Centurion” at $649.50 Special Combo Deal! turned out differently, and

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aving started out driving an online delivery truck for Countdown, Mackenzie Lintern now sits behind a HIAB truck for Mackleys Carriers New Zealand in Auckland. While truck driving wasn’t initially what she planned on doing, Mackenzie says she really enjoyed having her own space, meeting new people on the road, and seeing the sights. “It appealed to me much more than an office job did,” she says. After getting her Class 2 licence, Mackenzie applied for the Te ara ki tua Road to Success – Driver Traineeship, which led her to employment with Mackleys. Road to Success is supported by Ia Ara Aotearoa Transporting New Zealand, National Road Carriers and the New Zealand Trucking Association, representing transport operators nationwide. The Driver Traineeship is the industry’s recognised way of training and developing new drivers. Road To Success partnered with MITO to establish four NZQA-approved

micro-credentials, which, once completed, puts Class 2, 4 and 5 drivers well on the road to completing MITO’s New Zealand Certificate in Commercial Road Transport (Heavy Vehicle Operator) (Level 3). Mackenzie was the first person on the Road to Success - Driver Traineeship to complete all four MITO micro-credentials and then went on to complete the New Zealand Certificate in Commercial Road Transport (Heavy Vehicle Operator). “The micro-credentials reinforced what I was doing day to day at work, with the theory behind it,” she says. “It was a pretty good workload; enough to keep me busy. Because everything was online, if I was waiting for a load for half an hour or 45 minutes, I was able to log in and do some of the coursework.” Mackenzie says the programme helped her understand a lot more about how trucks work. “I was completely clueless when I started,” she says. “Now it’s a lot easier to explain to mechanics if something

54 New Zealand Trucking April 2023

goes wrong and have that confidence that you’re doing the right thing. “I definitely recommend other people give it a go.” Mackleys is a privately owned company with 90 trucks in the fleet, with 60% of the business based in Christchurch and 40% in Auckland. Peter Danilo, North Island transport manager at Mackleys, says seeing Mackenzie evolve as a driver and develop her skills has been inspiring. “Mackenzie is so keen to learn; she’s really dedicated to becoming the best driver she can be,” he says. Peter says having a pipeline of training is beneficial for Mackleys. “You get to know the driver and train them according to their strengths and weaknesses so you can really support them on something they’re not confident about, and celebrate them for what they do well,” he says. “Having a solid training system means we can trust our staff to be safe, to get the job done right, and present the right image to the public

– to be professional at all times. With a well-structured training programme, and having outside industry partners supporting it, we end up with a good driver pool, and customers enjoy their interactions with our drivers.” Peter says supporting Mackenzie through the qualifications was easy. “We’ve supported her, signing off on competencies, but it’s been very little workload on my part,” he says. “It’s been mainly driven by Mackenzie, and MITO being in touch with her regularly. It’s not a strain on the business at all. It works really well. “Mackenzie came to us as a young woman, and she’s proven to all the guys here who are much older, that if you really apply yourself, you can do it. “It’s been inspirational to see how well she’s doing, and the guys who had all taken Mackenzie under their wing have a real sense of pride seeing what she’s accomplished. “They’ve all got a kick out of it – it’s boosted the morale of the staff.”

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TOP TRUCK

VOLVO AMONG THE

VINES Story and photos by Craig McCauley

Broadbridge Transport needs no introduction to New Zealand Trucking magazine readers. The company, known for its unmistakable red and grey livery, has chalked up more than 75 years of servicing rural Marlborough. To acknowledge this milestone, Volvo Trucks’ topof-the-line model – an FH16 750 Globetrotter – has joined the fleet.

n 1946, Cyril Broadbridge was granted a transport service licence and started carrier operations from his family farm at Hillersden, about 40km west of the company’s current depot in Renwick. In the early years, work was largely about servicing the rural community, with livestock, fertiliser, wool and hay common cargo on Cyril’s trucks. He and his wife Hazel had seven children and the second generation of Broadbridges grew the business through the 1980s and 1990s from servicing farmers’ needs to log transport and waste disposal. After consolidation during the 2000s, Broadbridge Transport today has a livestock focus, running four Volvos – the FH16 750, an FH16 700, an FH540 and

The Globetrotter is Broadbridge Transport’s 20th new Volvo.

an FM480 – while a Nissan Diesel PK245 is used for small jobs. Marlborough’s landscape has changed dramatically since Cyril’s era, and land once home to thousands of sheep and cattle or acres of cereal crops is now home to grapes. It is New Zealand’s largest wine region, accounting for 70% of the country’s wine production and more than 23,000 hectares of vines. Following harvest, many vineyards graze sheep as an income source and to manage vegetation growth. This provides plenty of work for carriers bringing store stock in and transporting prime stock to meat-processing plants, extending the livestock season almost year-round. Blenheim is home to a beefprocessing plant. But sheep must go either to Nelson, or down the Kaikoura Coast to plants at Ashburton, Timaru or Oamaru. Like much of the upper South Island, every route in Marlborough involves a

hill, which ensures the 575kW (750hp) produced by the Volvo’s big D16C power plant are well-utilised. Josh Truscott drives the Globetrotter and is responsible for its immaculate appearance. He has chalked up 10 years behind the wheel with Broadbridges and follows the footsteps of his father, Martin, who worked for the company for 14 years. Josh recalls spending hours in the passenger seat alongside his dad, initially in an International T-Line and, after that, in the company’s first Volvo FH12, which joined the fleet in 1994. Josh resisted the urge to go driving straight out of school, instead spending time working ‘on the spanners’ at a local heavy-diesel workshop. He recalls: “I just wanted to drive a truck, but the old man told me you need to go and do a bit of time doing something else.” Powell Contracting at Renwick provided him his first opportunity behind the wheel of a Nissan Diesel CW380

1) The Volvo has a nice pictorial tribute to Broadbridge’s first two-deck cattle unit. 2) Josh Truscott has spent a decade carting livestock for Broadbridges. 3) Adam and son Jake are third- and fourth-generation members of the Broadbridge family.

New Zealand Trucking

April 2023 57

Delta Stock Crates are fitted to the Jackson Enterprises deck and trailer.

and four-axle trailer carting gravel. The chance to join Broadbridges came in 2003, with a Nissan Diesel CG450 his initial mount, giving way to this first Volvo, an FH 540, which was replaced by the FH16 700 and now the FH16 750. Jackson Enterprises built the 25ft (7.6m) truck deck and 36ft (11m) trailer. Josh and Adam Broadbridge both compliment the Jackson product, saying you “can’t fault the craftmanship”. Delta Stockcrates built the two-deck cattle/four-deck sheep crates. “All the truck crates on our frontline units

are full four-deckers, which allows for plenty of room to spread the stock out,” says Adam. With access to state highways and the local council road network around Marlborough, Broadbridges can make good use of a 54-tonne HPMV permit on the combination. Central Tyre Inflation (CTI) has made big inroads into the livestock transport industry over the past decade. Josh was initially sceptical when fitting CTI to the Volvo was mentioned. But now, having experienced it, he’s a convert.

58 New Zealand Trucking April 2023

Bigfoot is great. “Unreal service, unreal people supporting it, and the installation job is perfect,” he says. In 1990, the first new Volvo, an F12FR, was purchased, and 20 have joined the fleet over the ensuing three decades. Adam believes the driver comfort offered by the Swedish marque saw the company go the Volvo way initially, and “we haven’t looked back”. Broadbridge rates the Volvo product highly, and Adam mentions the great relationship with Volvo

Trucks South Island account manager Ben Gray. “He has gone above and beyond with the trucks we’ve bought,” Adams says. Part of a fleet that is heading toward its eighth decade of service to the local rural community while still in the hands of the founder’s family, combined with long-standing supplier relationships and immaculate presentation, makes the Broadbridge Transport Volvo FH16 750 the well-earned winner of New Zealand Trucking magazine’s Top Truck for April 2023.

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Dave Billing When strolling around the 2023 Transfleet Trailers/Allied Petroleum Bombay Truck Show, field editor Carl Kirkbeck met Dave Billing of Te Atatu South, sitting back with a fellow operator and enjoying the atmosphere of the show over some light refreshments. When he was young, Dave, a native of Waiheke Island, helped his uncle in his business, Waiheke Freight. “My uncle had a green CF Bedford van that he ran around the island, delivering all sorts of bits and pieces, so I suppose the bug bit me then, cruising around in the passenger seat, helping him with his deliveries,” he says. Looking for work once he left school, Dave – in his words – moved “off the rock to the mainland”. A job with Hydes Transport on a TK Bedford when he was 25 was his big start as a driver. Time with PanTam and Tappers progressed Dave to the bigger gear and set him up to step into his own ownerdriver business. These days, you will find Dave all over the country in his 2013 Iveco Stralis 500, pulling all manner of company trailers for various transport companies. “There is nothing better than getting about this country, enjoying the scenery as we go about our work. It’s definitely a perk of the job,” Dave says. Dave’s vexing question was, ‘When it comes to trucks, Yankee iron or Euro style?’ Dave thinks for a moment and says, “That’s a hard one as I like them both, and seriously they all have a place in different applications. But American iron is cool.”

Merv Philps Merv Philps enjoys travelling all over New Zealand in his 2022 DAF XF530. Alison and Mike Verran stopped for a chat when they saw his unit parked at the Waiouru Z fuel stop. Based in Timaru, Merv carts general freight “and a lot of chilled stuff” for Te Poi’s MLD (Main Line Distribution). Merv’s career started in the tyre business. “After an injury while changing truck tyres, I had to change my profession. I decided on truck driving, and I’ve never looked back. I’ve been driving for 20-odd years, including six years in Australia. I love the freedom while driving – you’re your own boss. The one issue I have is the other drivers on the road. Many have no respect.” On his way to Oamaru, Merv was having a short break in Waiouru. Following along were his Cambridgebased parents, Morris and Christine (pictured). They were all headed south to celebrate Merv’s 50th birthday. Morris

had on the appropriate cap, stating he was the ‘Scenery Inspector’. Merv answered the vexing question,

‘Tomato sauce or Worcestershire sauce?’ with, “Worcestershire, it has a stronger taste.”

60 New Zealand Trucking April 2023

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Christian Saltvedt Odda in Norway’s Hardangerfjord region is famous for its picturesque location and, more recently, as the base of recovery operator Thord Paulsen from the Ice Road Rescue television show. Here, Paul O’Callaghan met Christian Saltvedt, a 22-year-old truck driver from Haugesund on the west coast. Christian followed in his father’s footsteps in becoming a driver and explains that truck driving is actively encouraged as a career in Norwegian schools, where training schemes and grants are made available to those actively seeking a future in the transport industry. Having left school, he started with Boviks Transport, which operates a fleet of 18 Volvos and Scanias pulling powder tankers. For the past three years, he has transported bulk products all over Norway and into Sweden using a Volvo FH540 with a rear-lifting axle, hub reduction on the drive axle and a hydraulic-powered front-steer axle for increased traction during the harsh Norwegian winter. The aspects he enjoys most about his chosen profession are making new friends within the trucking community. His least favourite is the numerous caravans clogging the narrow Norwegian roads in summer.

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GOOD ON YA MATE

Louisa and Percy Poharama. Feeding Rotorua is a full-time operation and Louisa’s day job.

SHINING LIGHT Feeding Rotorua is a charity created nine years ago by Roadmaster Trailers employee Percy Poharama. It has grown into something greater than even he could’ve imagined.

un by Percy Poharama and his wife Louisa, with the help of about 32 volunteers, Feeding Rotorua provides approximately

36,000 meals a year to the city’s needy, as well as hundreds of food parcels for homes all around the Bay of Plenty each week. “It was about helping

hungry people in need to get their lives back in order,” Percy explains. “I just went to Pizza Hut one day, bought $5 pizzas and started feeding our homeless.”

Since the very beginning, Feeding Rotorua has had the support of Roadmaster. The company refurbished and supplied container freezers and other equipment and continues helping when needed. “We work with 45 other local charities and get support from local entities,

Percy and volunteers from the Living Well Church prep meals. From left: Percy, Ian Barker, Pat Bloomfield, Andy Morton and Justine Winslade.

1) Percy is grateful to everyone who’s offered time, equipment and supplies to make Feeding Rotorua a success. 2) A friendly smile and a warm meal go a long way to uplifting the community. 3 & 4) From the early days in a section of the Roadmaster workshop, Feeding Rotorua today has dedicated facilities. but if Roadmaster weren’t behind us, this would have likely come apart by now,” Percy says. “The team helps hugely. Sometimes it becomes more important than the work – which isn’t a good plan,” he laughs. Not that it bothers Colin Patchell, CEO of Roadmaster Trailers. “We fully and wholeheartedly support Percy and what he does for the community. What he does is next level, very selfless. They’re so busy helping the rest of the community, they have no time for themselves. That’s a big thing. Especially considering he likes to fly under the radar,” Patchell says. “He gets in and does it himself. Most of what we do is offered, not asked for.” It’s easy to underestimate the amount of work going on behind the scenes at an entity like Feeding Rotorua. At the end of his working

day, Percy heads over to Guidough’s Bakery in Rotorua to collect the day’s leftover pastries. He then heads to the premises the charity shares with Papatuanuku Support Services, from where meals are served at 5.30pm. From there, it’s back to the Feeding Rotorua office and dry store, where Louisa works, to prep for the next day. This often sees the pair head home after midnight – they do this five days a week. During the pandemic, they packaged and supplied daily meals for 760 people in isolation. Currently, on behalf of the Ministry of Social Development, the charity also compiles general education packs for kids from transient families who cannot yet register with a school. Feeding Rotorua is about more than simply supplying daily meals and basic supplies. As Louisa says, it’s about making people

feel whole again. “Some of the people we help have phenomenal stories. It’s about getting to the root of things. We’ve found people respond well with love and acknowledgement that they’re human beings. It enables them to change their mindset bit by bit.” Over the years, Feeding Rotorua has helped some rediscover their purpose. “From the food, you develop a trust factor and a relationship, and they start sharing their stories, and from there, you help them feel they’re human and they matter. Through the years, some have reconnected with their families. Many have found work locally or elsewhere and even drop in every so often,” Louisa adds. “If nobody encourages them to get up off their chuff, they just stay there, and their day becomes their next stone or bottle,” Percy says.

“On the other hand, many people are just struggling to make ends meet and feed their children, or some might find themselves living in their cars because of a relationship breakdown. “People have had their opinions about it, but when they come here and see the children and the mum who just needs help feeding her child, it changes their whole perspective.” Almost a decade in and now an invaluable part of Rotorua society, Percy and Louisa would like to thank all those who support the charity. “There has been a great number of people involved – the list would be too long to thank everyone. But I must give a special thanks to every volunteer. Guidough’s has been incredible, and of course, to Colin, Paris Jensen and the late Ross Bell, who allowed me to do this and have supported us greatly.”

New Zealand Trucking

April 2023 63

AN ABSOLUTE CLASSIC

It got us thinking when Chris Berghan (see Martinborough Transport’s cover truck, page 22) said that as a kid, he’d watched through the fence as the R&L Main trucks being loaded at IPLEX in Palmerston North. What about an absolute classic each month?

Let’s start with R&L Main, the Kopu-based (near Thames) company Chris Berghan spoke about. The company had a mix of fleet and owner-driven gear. Here, an FR Mack, owned by Steve Walsh, powers through Maramarua on SH2, south of the Bombay Hills circa 1987. Driven here by Graeme “Scruff” Hughes, it was on its way to the company’s yard in Kopu to top up before heading to Wellington or Palmerston North overnight.

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NEW RI GS ON THE R OAD

SOLE-MATE 1

Western-Star 4884FXC 8x4 rigid

OPERATOR: GJ Sole, Waitara ENGINE: Cummins ISX Euro-5 373kW (500hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual REAR AXLES: Meritor RT-46-160GP

REAR SUSPENSION: Airliner BRAKES: Drums, ABS BODY/TRAILER: Mills-Tui log truck set up with refurbished Kraft 5-axle trailer FEATURES/EXTRAS: Bigfoot CTI PAINT: Brokers United, Tauranga

TRACES OF TEXAS

Kenworth K200 2.3m Aerodyne – sleeper cab

OPERATOR: Crookston Contracting, Cambridge ENGINE: Cummins X-15 15-litre Euro-5 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual REAR AXLES: Meritor RT-46-160GP

REAR SUSPENSION: Hendrickson Primaax BRAKES: Disc. ABS, EBS BODY/TRAILER: Jackson Enterprises livestock deck and matching 5-axle trailer with Nationwide stock crates FEATURES/EXTRAS: Bull bar, Dovetail

w w w. t r g r o u p. c o . n z 66 New Zealand Trucking April 2023

SIGNAGE: Caulfield Signs & Graphics, Rotorua OPERATION: Log transport throughout the Taranaki DRIVER: Wi Barret SALES: Mitch James

roof kit, Offset front rims, top bunk, microwave, smart TV, fridge, Bigfoot CTI PAINT: Haddock Spraypainters, Whakatane OPERATION: Livestock transport throughout the North Island DRIVER: Tony Crookston SALES: Adam McIntosh

Kenworth K200 8x4 rigid Daycab – one of two new K200 units, a twin pair

SOLE-MATE 2 OPERATOR: GJ Sole, Waitara ENGINE: Cummins ISX Euro-5 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B

18-speed manual REAR AXLES: Meritor RT-46160GP XLFR REAR SUSPENSION: Kenworth Airglide 460 BRAKES: Disc

BODY/TRAILER: Kraft logging equipment with matching 5-axle Kraft trailer FEATURES/EXTRAS: Bigfoot CTI, Stone guard SIGNAGE: Caulfield Signs &

Graphics, Rotorua OPERATION: Log transport throughout the Taranaki SALES: Adam McIntosh

NEXT GENERATION MAN TGX 26-640 6x4 tractor OPERATOR: Pattar Transport, Napier ENGINE: MAN D38 15-litre Euro-6e 477kW (640hp) 3000Nm (2213lb/ft) TRANSMISSION: MAN Tipmatic 12 speed OD with retarder 35 REAR AXLES: Hypoid HYD-1370 / HY-1350 with diff lock REAR SUSPENSION: ECAS BRAKES: Disc, ABS, EBS SAFETY: ESP, ASR, ACC FEATURES/EXTRAS: Elite Spec, electric sunroof, chrome grille, Alcoa Dura-Bright alloy wheels PAINT: Haddock Spraypainters, Whakatane SIGNAGE: Marty’s High Performance Signs, Mt Maunganui OPERATION: General freight throughout Central North Island and Hawke’s Bay DRIVER: Gurpreet Singh SALES: Mark Ellerington

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NEW RI GS ON THE R OAD

Kenworth T909 Aerodyne – 50in sleeper cab

DOUBLE SHOT OPERATOR: Duo Transport, Bell Block ENGINE: Cummins X-15 15-litre Euro-5 462kW (620hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor MT-21-165 full cross locks

REAR SUSPENSION: Kenworth AG 460 BRAKES: Drum, ABS, EBS BODY/TRAILER: Fully refurbished quadaxle curtainsider semi (originally TTE LP) FEATURES/EXTRAS: Alcoa Dura-Bright alloy rims, quad fuel tanks, stainless steel drop visor, Kent Weld front bumper, fridge,

MEET MONICA-ANN International RH-R8 8x4 rigid OPERATOR: Civil Logistics, New Plymouth ENGINE: Cummins X-15 15-litre Euro-5 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Ultra-Shift Plus 20E318B-MXP REAR AXLES: Meritor RT46-160GP REAR SUSPENSION: IROS (International Ride Optimised Suspension) BRAKES: Disc, ABS, EBS BODY/TRAILER: Fully refurbished bin and matching five-axle trailer (originally Dynes) FEATURES/EXTRAS: ECAS, Ali-Arc front bumper, full factory aero kit, extra marker lighting PAINT: Ex-factory OPERATION: Waste transfer throughout Taranaki and Manawatu SALES: Jarod Maclennan

w w w. t r g r o u p. c o . n z 68 New Zealand Trucking April 2023

wardrobe, shelves, table PAINT: Factory SIGNAGE: Signright, New Plymouth OPERATION: North Island-wide distribution of Independent Wrap products DRIVER: Buckweed SALES: Mark O’hara

Scania R620 B8x4NB rigid – sleeper

MOVIN’ BREAD OPERATOR: Douch Transport ENGINE: Scania DC16 16-litre Euro-5 462kW (620hp) 3000Nm (2213lb/ft) TRANSMISSION: Scania Opticruise GRSO905R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB662 Hypoid

REAR SUSPENSION: Scania air (front also air) BRAKES: Disc, ABS, EBS SAFETY: ABS, EBS, AEBS, ACC BODY/TRAILER: Roadmaster chilled curtainsider and matching five-axle trailer FEATURES/EXTRAS: Scania scales, V8

LONE RANGER OPERATOR: Heb Construction, Auckland ENGINE: Cummins X-15 15-litre Euro-5 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B

leather trim, fridge, Alcoa Dura-Bright alloy rims PAINT: Peak Panel & Paint, Te Puke SIGNAGE: Sign Edge, Rotorua OPERATION: North Island fresh-bread deliveries SALES: Callan Short

International RH-T8 8x4 tractor unit 18-speed manual REAR AXLES: Meritor RT46160GP REAR SUSPENSION: IROS (International Ride Optimised Suspension) BRAKES: Disc, ABS, EBS

BODY/TRAILER: Roadmaster quad flatdeck FEATURES/EXTRAS: Stainless-steel drop visor, AliArc front bumper, extra marker lighting PAINT: Ex-factory

OPERATION: Can be seen throughout the country on construction duties DRIVER: Rusty SALES: Jarod Maclennan

Free phone: 0800 50 40 50 New Zealand Trucking April 2023

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NEW KIWI BODIES & TRAILERS New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks, and

New Zealand has a rich heritage of body and trailer building,

new technology and advanced design features are showing up almost every month.

included on these pages, send a photo, features, and the

and we’re proud to showcase some recent examples of Kiwi craftsmanship every month. If you want a body or trailer manufacturer’s name to trailers@nztrucking.co.nz

Pride of Pirongia When the new Scania S770 for A.T. Taute Transport of Pirongia arrived and needed a solid base for a stock crate and finished engineering in readiness for the road, it was straight around to the team at Total Transport Engineers LP of Mt Maunganui. With longevity in mind, the new deck is stainless steel, and the rig is completed with the refurbished crates and five-axle trailer from a previous unit. Features: Toolboxes, water tank, prodder holder. Total Transport Engineers LP

Features: Alux polished alloy wheels, stainless-steel light bars and infills, tool lockers and dunnage rack. TMC Trailers

Logistically capable Christchurch-based Dhaliwal Logistics needed a new six-axle curtainsider B-train, which lead the team to the Hornby workshops of TMC Trailers to see what could be rustled up. The resulting crisp creation by TMC has hit the spot. Complete with a 36 pallet-capable space as well as mezzanine floors throughout the unit, it is extremely capable.It is also smooth riding courtesy of the 19.5ft Hendrickson disc-brake axles on ZMD shockless air suspension sets that are fitted up underneath.

KIWI 16/17

Contact Jim Doidge 021 190 1002, Hayden Jones 0800 549 489, Danial Vincent 021 222 4144 | sales@kiwityres.co.nz |

0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz 72 New Zealand Trucking April 2023

KIWI 175

Solution supplied There are many options when looking for a new quad-axle skeletal semi-trailer. But, for Temuka-based MacKenzie Supply Services, one solution from the good folk at TMC Trailers in Hornby fitted the bill. The build needed to be flexible, and with 12 locks set out for either 1 x 40ft, 2 x 20ft close or 1 x 20ft optimum, there are no accommodation issues. The choice was made to run super single ROR disc-brake axles and air-suspension sets, which assisted with achieving the low 5200kg tare.

Features: Mezzanine floors throughout, SAF axles, Peterson LED marker lights. Roadmaster

Features: Alux polished alloy wheels, fold-away stainless-steel light bars, stainless-steel inserts. TMC Trailers

Hitting the mark A need for a high-capacity, 36-pallet, six-axle B-train to assist with servicing its PBT contract had Allenmark Transport knocking on the door of Rotorua-based trailer-building extraordinaires Roadmaster. The team has completed the pictureperfect build, incorporating all the hallmarks you expect from Roadmaster, including multiple toolboxes for storage and easyaccess pillar steps. This is a combination that is built to make the task at hand just that much easier.

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New Zealand Trucking

April 2023 73

WORK ETHIC SET IN STONE

utting your teeth in the Otira Gorge is a baptism by fire for any new truck, but that is exactly where this latest member of the Bridgestone Million Mile Club started its career. It was registered in 2007 with the T Croft Ltd fleet of Stillwater on the outskirts of Greymouth; John Doolan was handed the keys to the shiny new 9800i International. First built as a 8x4 rigid curtainsider pulling a matching four-axle trailer, the mighty Inter was kept busy with general freight. When the phone rang at the T Croft office in the morning, that was what DYG423 was doing that day. The 9800i put in a good 12 years of service in this configuration. Then, in

2019, it found itself parked in the yard of AW Trucks in Kerepehi on the Hauraki Plains. Now, it was minus its trailer and curtainsider body, so the team at AW Trucks set to reconfiguring the 9800i into a 10x4. First, the existing Raydan suspension set was swapped out for a new IROS pack and a Hendrickson tag axle. Next, it was the fitting of a new Sermac 5RZ46 concrete pumping body. The Sermac is an impressive piece of kit, with the capability to pump concrete just over 45m vertically and boasts a horizontal reach of a touch over 41m. Once commissioned, DYG423 in her new guise made her way back to the mainland into Mark Garvey’s fleet at Complete Concrete Pumping, operating

out of Rolleston. Mark could not be happier with the 9800i. “It is as solid as a rock, a fantastic platform to carry the pump. It has a great tare weight, and any parts for it are straight off the shelf. We know it had a rebuild while at T Croft’s at some stage, but as far as we know, she is still running the original 18-speed manual Roadranger,” he explains. With more than 1,700,000km on the clock, DYG423 is certainly kept busy on various construction sites throughout the South Island, pumping concrete into all those hard-to-reach places where the good Green’s handyman barrow just won’t cut the mustard. And with her West Coast pedigree, we are sure she will continue to do so for years to come.

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

74 New Zealand Trucking April 2023

SWEET TOOTH

ur second inductee this month, with a touch over 2,000,000km, is another hardworking International 9800i, this time submitted by our good mates, Daltons, located just south of Matamata on the southern reach of the Hauraki Plains. ERB421 hit the road in 2008, contracted to Toll by Vanzanco. It was one of 12 that went on the road at the time to service the Cadbury contract, supplying North Island-based chocoholics with essential supplies from chocolate HQ in Dunedin. A lot of work went into spec-ing these units. They were designed to deliver a calculated result that

would maintain Cadbury’s production and distribution requirements. The 9800i 63TS 8x4 Eagle day cab – Cadbury Spec Internationals (as they were known) – were solid performers for Vanzanco, with ERB421 putting in a good 10 years for the company. In April 2018, ownership changed to Daltons. At this time, ERB421 was sent back to the team at Intertruck for a factory rebirth. Hugh Green from Intertruck explains that “this was no glossy-coat-of-paint rebuild. This was a bumper-to-bumper complete strip down and refurbishment process. We went over every nut and bolt again.”

During the refurbishment, the four-axle TMC curtainsider trailer was sent back to the workshop to have a birthday as well. A fifth axle was added, bringing the combination in line with the new role Daltons had in store. It’s fair to say that ERB421 hit the road for Daltons in fine form. Peter Crawford from Daltons is quick to

compliment the combination. “The solid spec attracted us to the truck in the first place, and through this, just how well they fitted our application. In fact, five of these Cadbury Spec 9800i Eagles have made their way into our fleet. They have definitely hit the spot for us.”

Photo: Craig Andrews

Bridgestone and N ew 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 April 2023

AUSSIE ANGLES

Who thought we’d see an electric logger so soon?

TALK TO THE CONVERTED Story by Mike Williams Janus Electric, founded in 2019 by Bevan Dooley and Lex Forsyth, is an allAustralian business based out of Berkeley Vale on the New South Wales central coast. The Janus Conversion is born from a very simple idea – let’s grab a prime mover we know and love and re-power it – bring it into a new world. Can we make re-energising the truck as simple as swapping out the battery in a cordless drill?

Photos by Janus Electric

he fundamental objections to adopting electric vehicles in trucking often revolve around operational issues. These include the loss of an asset’s use while it’s being re-energised, the perception that electric vehicles have only a short useful range, the lack of infrastructure that supports electric and loss of payload due to increased tare. On the weight issue, at least in Australia, there have been some limitations placed on the vehicles by design rules and axle-group weight limits. More on that later. Then there are the serious objections… ‘It’s too high, too low, too wide.’ ‘I can’t get one in Turismo Blue.’ ‘What if my mates see me…?’ No matter the objection, it has resulted

76 New Zealand Trucking April 2023

in operators and drivers being reluctant to accept the technology. The challenge has been developing a concept and vehicle design that resolves the real issues. Once these incredible beasts prove themselves in the real world and operators start to see the potential and savings, I suspect the other issues will resolve themselves. The Janus Electric conversion ticks every box and adds a few benefits for those who appreciate choice and want to hang on to those familiar makes and models, the purists, or the nostalgics the aero designs don’t appeal to. Janus has risen to the challenge and has come a long way from its early days. Converted units are now out and about working in realworld applications.

It’s not been a troublefree run for the project. The loss of a prototype due to fire was a real blow. Another roadblock was due to the weight limits on steer axles and the challenges of working within Australian Design Rules (ADR80/03), which simply never considered electric trucks. The rules considers weight variations for Euro-emission standardpowered prime movers but not zero-emission electric. They needed to catch up with technology. A common design modification termed front under-run protection systems (FUPS), which prevents cars from becoming trapped under the front in the unfortunate event of a collision and also ensures the safety features such as seatbelts, airbags and crumple zones remain fully effective, is required on 26m B-Double combinations. Any truck with FUPS is allowed a 6500kg steer-axle weight. Trucks without FUPS are only allowed 6000kg. The steer weight on the test truck was about 6200kg and therefore in tiger country.

Left: Battery packs up close. Right: Converted Freightliner Coronado. Eventually, an exemption was granted but only after a worrying and intense period of negotiations. Since then, ADR 80/04, which adopts Euro-6 and equivalent standards for heavy vehicles, has been signed. In a recent press release, Heavy Vehicle Industry Australia said ADR 80/04 enabled electric trucks “to operate at the same steeraxle mass limits available to trucks complying with ADR 80/01 or later”.

Let’s get converted How does it work? It’s clearly stating the obvious but, coupled with the physical space requirements to accommodate the electric motor, there must also be space for the batteries, controllers and wiring harnessing that tie it all together. The Janus concept relies on the modular construction of most prime movers – many different manufacturers incorporating universally available components in their designs, from engines and drivelines to fuel tank shapes and volumes.

It doesn’t matter if the truck is a conventional or a cabover, they all share a requirement to fit uniformly manufactured, third-party powerplants and other OEM components. The conversion begins with the selection of a donor vehicle. (At some point, there will doubtless be a glider made available for conversion. Kenworth has supplied a T610 for an experimental conversion – the first glider produced in Australia for a couple of decades.) You can strip down the donor yourself or have it done for you at Berkeley Vale. The engine and all the OEM components that cause us so much grief and downtime are removed, and the driveline is removed to the front differential. Enginebay wiring harness, exhaust system and (oh, thank god!) the AdBlue system are all gone, along with fuel tanks and fuel lines. Everything. A few entries on an online marketplace or a trip to the truck wrecker will probably raise more than beer money. Take a minute to think about that. No more alternator issues, dead starter motors,

The Dana electric motor. flat starter batteries. No more leaking radiators, heater core or other coolant leaks. No more coolant. No more blown turbos, dead turbo actuators, stuck wastegates or leaking air-to-air units. No more fuel pump or injector issues. No more AdBlue or EGR issues. No waiting for that regen burn… No more B services! You never have to

buy another oil or fuel filter. Engine-off cooling or heating systems are also gone. No need for an evaporative unit or an Icepak. Just turn on your aircon. When the donor is ready, you have a truck that is basically a chassis with axles, brakes and suspension; a cab with the interior and fittings cleaned, the chassis

pressure-cleaned and ready and waiting for the heart transplant – 720hp of Dana magic. If I were doing the conversion, I’d have chassis sandblasted and give the paint a freshen-up. No doubt, the sky is the limit. Remember, this converted truck is going to be around for a while. For me, that is the best part of the whole thing. I jokingly said to Janus co-founder Lex Forsyth, ‘Wouldn’t it be cool to get an old classic like an LTL and re-power that?’ That oldschool look really does it for me. The only thing holding it back is the wiring looms. But we can still make wiring looms. We’re recycling trucks. We’re also dealing with triedand-tested components. Apart from the engine electrics, the truck remains the same. That alone is a huge bonus. You’re not going to have to wait for rare and exotic basic parts. I’m sorry to report that if you re-power a Kenworth, you’re still going to have to use the VIN at the parts counter. The Janus conversion unit is mated to your existing automatic transmission. It must be an auto because, realistically, who wants to

test the weakest link in the driveline with a dodgy gear change? So that may influence the choice of donor and the bottom line on the conversion. After about four weeks of fabrication, wiring and testing, your newly converted rig is ready for the road. What we end up with for our money is an impressive vehicle with some impressive numbers. Going on the reports of those who’ve had a drive, it’s also an astonishing driving experience. I’m sad to admit that I haven’t had the pleasure yet. I was all lined up for a run and injured myself playing with a tanker. My shot is going to have to wait.

Practical considerations A full battery recharge using an on-site charging station takes four hours. But you don’t have to sit and wait. The Janus ‘swap-n-go’ battery system requires the truck to be stationary for less than five minutes while a forklift is used to swap out the batteries. Eventually, this will be done robotically at the charging station. A fully re-energised truck will have a 400-500km indicative battery range, dependent on operation

78 New Zealand Trucking April 2023

and application. The engine temperature runs low – 40°C less than diesel engines. You’ll also have a more stable truck due to a lower centre of gravity. Converted trucks don’t come with batteries. The model is that batteries are hired either daily or per exchange, no different to your swap-n-go gas bottle. Some might want the batteries as well, which is understandable, but why would you? As the technology evolves, battery life is improving. Why would you want to be stuck with old batteries when the new ones will come online, and you’ll directly benefit from that at no additional cost. Another point here – this is an advantage over vehicles with battery cells built into them, you’ll never have to deal with the capital expense of replacing a battery. Thinking about the range issue for a minute… until there are charge and change stations dotted all over the map, trip planning should come into focus.

Electric should be viewed no differently than any other fuel source. They all run out eventually, and when they do, it can be a challenge no matter what powers the big jigger. Take, for example, the availability of truck fuel and additives. Remember when we said this AdBlue thing wouldn’t work because you can’t get it anywhere? Now, look at it. The range objection really makes me laugh. Unless they’ve moved the towns while we weren’t looking, there’s no problem. Janus Electric claims a 30% saving in maintenance and operating costs. The lifetime cost of ownership is forecast to take a nosedive in operating costs through decreases in service and other regular expenses – 73c/ km compared with $1.20/ km has been claimed. But, realistically, each business and application are unique, and savings will vary. The latest motor produces 537kW (720hp) and 2500Nm of torque at 1700rpm. That’s just incredible. Having that available from a standing start has got to put a smile on your face, I don’t care who you are! When they say ‘just send it, son’… you can. You have to take your hat off to the Janus team. For me, the mix they’ve created satisfies the desire to have trucks we’re used to seeing and happy to drive converted to the newest technology. The dollar and environmental savings that represents for not much more than the cost of a crate motor are winners. I’m almost tempted to be an owner-operator again! To quote Lex, “I think in 10 years’ time, if we [Janus Electric] haven’t got 15% to 20% of the Australian market, we haven’t done our job properly.”

Want to contact Mike? Find him at @theoztrucker on Twitter, On The Road Podcast (@otrpodcastaus) on Facebook or email mike@ontheroadpodcast.com.au.

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IN PRACTISE Story by Will Shiers

Will Shiers talks to a British operator with two batterypowered Volvo tippers to discover whether he’s living the electric dream or trying to wake from a shocking nightmare

n mid-2022, family-run haulage and plant-hire firm Fox Brothers made headlines in Britain when it put two Volvo FE Electric 6x2 tippers on the road. Based in Blackpool, in the northwest of England, it was the first company in Britain

Photos by Tom Cunningham

to do so and only the second in Europe. When I met up with CEO Paul Fox in June last year, shortly after taking delivery of the pair, he was bullish about the trucks. Fox Brothers was already running some electric plant, and he didn’t expect the trucks to pose too many difficulties. However, several months later, he says the experience has been a steep learning curve. One of the key issues has been with the trucks’ maximum range, which has fallen short of initial expectations. When ordering them, Paul explained that they would be required to do seven loads a day within a

32km (20 miles) radius of its Leyland site, and the tippers were specified accordingly. He has since discovered that while they can do this on a single charge, the conditions must be perfect. Throw in some unfavourable variables, such as hills and poor weather conditions, and the range reduces dramatically. “Running 20 miles into the Ribble Valley [steep inclines] burns a lot more juice than 20 miles to Southport [flat terrain],” explains Paul. “And if it’s raining, the wipers, heater and lights draw massively.” Sometimes the trucks are on charge by 1pm, having done just a few jobs. “It’s far from perfect, and it causes issues

in the planning office because there are outstanding loads, and we have to swap things around,” he adds. Another drawback to running electric trucks is the eye-watering up-front cost. These particular tippers had NZ$630,000 price tags, so they were roughly three times as expensive as comparative diesel-powered tippers. What’s more, being 6x2s they have a GVW of 27 tonnes, so they don’t have the same revenue-earning potential as the 32-tonne GVW 8x4s on the fleet. Considering this, Fox thinks the industry is far from seeing cost parity between battery-powered and diesel-powered trucks.

It looks like any other Volvo FE…

Neil Crook (left), customer solutions manager at supplying dealer Thomas Hardie Commercials, and Paul Fox. “If a business model was made around a fleet of these, it would not work. Not a chance!” he says. “But we’re lucky enough to be in a position where the business can afford it.” Of course, the company was aware of the economics before placing the order – the only surprise being the rising cost of electricity. A further issue is ground clearance. The batteries are low to the ground, limiting access to certain sites and causing headaches for planners. Drivers also must be mindful of the issue. And now for Paul’s biggest concern of all – charging. Some initial issues were rectified with the help of supplying Volvo dealer Thomas Hardie Commercials. But Paul is less impressed with Britain’s electricity and gas utility company, the National Grid. Wanting to plan ahead, he’s enquired about fitting four additional chargers at the Leyland site where the electric tippers are based, enabling six electric trucks to be charged at once. However, for this to happen, he must first pay between NZ$75,000 and NZ$95,000 to upgrade the electricity supply. Initially, he wanted to future-proof the site with 20 chargers but was told that this wasn’t even possible yet. “We run about 300 trucks, and at a weekend, we have about 160 wagons at Leyland. Just imagine trying to charge that lot,” he says.

Not only has Paul discovered that the British charging infrastructure isn’t currently ready, but he has serious doubts whether it will be ready in the next decade. He believes there’s a huge disconnect between what he’s reading in the press and watching on television and what’s happening in the real world. “People don’t know how far behind the infrastructure is. Not only are we talking about different pages of the book, but totally different chapters too,” he warns. “We have 300 trucks on the road. It would be a mammoth task to electrify them all, and I can’t see it happening within the next 10 years. There’s more chance of me winning the lottery three times in a row!” But electric tippers have brought some definite pros to the business, not least the environmental benefits. The Fox Group is on a drive towards carbon net zero, and in recent years, has made several green investments. “But if someone tells you that they’re buying

electric trucks purely for that [environmental] reason, then they’re hypocrites,” he declares. “Yes, it’s good to be doing something for the environment and the community, and it’s great to be heading in the right direction, but the main drivers are positive publicity and your CSR [corporate social responsibility] and ESG [environmental, social and governance] scores.” Their arrival in the fleet shows that the Fox Group is taking the environment seriously and is ahead of the curve. This hasn’t gone unnoticed by some of Britain’s largest contractors, who are eager to have the electric trucks on site, allowing them to tick a box in their own carbon net-zero policies. “We’ve learned that there is a drive within the construction industry [for carbon net zero], especially among tier one and tier two contractors, and it’s started to fall into the tendering process,” he explains. So, having weighed the pros and cons, does Paul

regret being an electric truck pioneer? “Absolutely not. We are fully committed to electric vehicles,” he confirms. In fact, he has placed an order for two Volvo FMX Electric 8x4 Tridem tippers, for delivery later this year. He adds: “There’s a lot of hype surrounding the arrival of electric vehicles. Well, they’re not coming… they’re already here. You can see it in the car industry; wagons are a natural progression. You have to embrace it and take the jump. Unless somebody takes a leap of faith, nobody will. It’s a learning curve. It’s the first step on a very long ladder.”

SPECIFICATIONS Volvo FE Electric 6x2 tipper Kerb weight: 14,000kg Body/payload allowance: 13,000kg GVW: 27,000kg Electric motor: 2 x 200kW Max power: 265kW Transmission: Two-speed I-Shift Batteries: 4 x 66kWh lithium-ion Quoted Range: 160km

New Zealand Trucking

April 2023 81

BONNETED BEAUTIES

SCANIA ST770 In complete contrast to the electric tippers (and considerably cheaper to purchase) is Fox Group’s flagship bonneted Scania ST770. The stunning truck, which went on the road last autumn, was built by Netherlands-based Vlastuin. While Scania no longer offers a factorybuilt bonneted truck, this specialist customiser converts newgeneration S-series into T-series. Paul Fox tells me it was purchased for Fox Brothers driver Keith Thirsk. Paul initially toyed with the idea of buying him a used 2018 Scania S650 Highline but was put off by the price tag. Knowing how well Vlastuin-built T-cabs hold their value, he figured it would make more sense to

spend additional money on a new one instead. “Well, that’s what I convinced myself anyway,” he says. The truck came highly spec’d, including polished alloys, chequer plate catwalk, twin stacks and an illuminated V8 logo on the outside back wall. Fox added Kelsa light bars and stunning metallic paintwork. The final touch was dedicating it to the late Queen Elizabeth II, with artwork supplied by local firm WTS Commercial. The truck, which is coupled to a STAS bulk tipping trailer, is used to haul 10mm and 20mm aggregates from Fox Brothers’ quarry in Anglesey, North Wales, to various asphalt plants

PETERBILT 379 While Fox Brothers is undoubtedly a forward-thinking company, it also embraces its past. A fine example is the company’s 1992 Peterbilt 379 show truck, which is dedicated to Paul Fox’s late grandfather Harold (better known as Barney), who passed away in 2007. Paul purchased the Cat C12powered 6x4 tractor in early 2014. “I’d been looking for one for two or three years, and then I found this one,” he explains. “When I bought it, there were cows airbrushed all over it, and

the interior was awful.” Over the next couple of years, it underwent some major work, including a complete respray. “It’s sort of in company colours. Our wagons have always been Traffic Blue, with an orange and grey stripe. Whereas this is dark metallic blue with a gold and silver stripe. We also did some chrome work on it and redid the interior,” he says. The finishing touches were an airbrushed image of Barney and pictures of some of the trucks, cranes and plant purchased during his era.

H T

82 New Zealand Trucking April 2023

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LITTLE TRUCKERS’ CLUB

WOW! so cool!

HI, LITTLE TRUCKERS! This month, I decided to do something different and share a couple of recipes. These are great treats to make for Mum or Dad’s lunchbox to take in the truck. Or you take them to school and share them with your friends. Four-year-old Elise and I tried them out. We had so much fun and even got a bit creative and tried to make a truck cake! Why not get creative too? Decorate your baking with anything truck-related and send your photos to us, and you could see them printed here in Little Truckers’ Club. The best creations could even win a prize! How cool would that be? Congratulations to seven-year-old Ellie Fridd, who found the Little Truckers’ Club logo on page 72 of our March issue. Our lucky wordsearch winner is nineyear-old Aiden Haworth (pictured). Keep an eye on your mailboxes. Prizes are on the way to you both. If you would like to see yourself 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!

The Little Truckers’ Club logo is hidden somewhere in this issue − find it, and you may win a prize. Email me with your NAME and AGE at rochelle@nztrucking.co.nz

CHOCOLATE CHIP COOKIES ING RE DIE NT S

125g butter ¾ cup sugar 1 teaspoon vanilla essence 1 egg 2 cups flour 1 teaspoon baking powder ½ cup chocolate chips

1) Elise measuring the flour and adding it to the melted butter and sugar. 2) Adding baking powder, concentrating on the job at hand. 3) Rolling the biscuit mixture into balls and putting on the baking tray. 4) Thumbs up. It passed the taste test! 5) Proud of her cake and biscuits. 6) Elise and her truck cake!

Well done, Aiden Haworth, for completing the word find in the last issue. Aiden also sent us a picture of his collection of Top Truck posters in his room – he loves trucks. Thanks for sharing, Aiden!

IN ST RU CT IO N Preheat oven to 180°C, and line a baking tray with baking paper. Melt the butter, sugar and vanilla essence together in a bowl. Add the egg and beat well. Add the flour, baking powder and chocolate chips and mix until combined. Roll spoonsful of the mixture into balls and put on the tray about 5cm apart. Flatten each one with a fork, then put them in the oven for about 12 minutes.

*REMEMBER to ask Mum or Dad before touching the oven*

Sho

Th som Sa tru soo Sa pro Tru op thr Sa an Sa Pa ho ke Th ar ph mo

Fo CT IO N

ST RU CHOCOLATE CAKE INPreheat oven to 180°C and line a small cake tin

IN G R ED IE N TS 50g butter 1 tablespoon golden syrup ½ cup sugar few drops vanilla essence 1 egg 1 tablespoon cocoa 1 cup flour 1 teaspoon baking powder 1 teaspoon baking soda ¾ cup of hot milk

with baking paper. Melt the butter, golden syrup and sugar together. Mix well. Add the vanilla essence and egg. Beat well. Add cocoa, flour and baking powder. Mix well. Put the baking soda into the hot milk and dissolve, then add to the batter and mix until combined. Pour into the prepared cake tin and cook for 30 minutes or until the cake bounces back when you press your finger on it.

*REMEMBER to ask a par

ent before touching the

oven*

86 New Zealand Trucking April 2023

Safety M

ROAD SAFETY TRUCK After 5 years and over 40,000 participants through the NTA Road Safety Truck, it is now going through a major transformation inside and out. The team are working on upgrades and to all the programmes as well as a launch of the SafeT360 virtual reality programme. All will be Shout out to CleanCo Truck Wash who do a professional job every time. revealed very soon - watch this space.

SafeT360 - Experience Road Safety From Every Angle The newly refurbished Road Safety Truck trailer has had some exciting design improvements to accommodate the SafeT360 programme, with new technology and real truck seats creating an amazing visual experience as soon as you walk through the doors. SafeT360 is a world-leading interactive virtual reality program designed and delivered by the Australian Trucking Association (ATA). NTA are privileged to have the opportunity to deliver this programme to New Zealand through our partnership with the ATA. SafeT360 puts you in the virtual driver’s seat to show you how to stay safe on the road, and will give you the know-how and insight you don’t get from learner driver road codes. SafeT360 is an interactive exhibition that uses virtual reality and interactive messaging. Participants in the programme will leave understanding where a truck’s blind spots are, how long it takes a truck to stop, the dangers of distraction, and other tips about how to keep themselves and others safe around trucks. The programme focuses on16–25-year-old young drivers, who in New Zealand are overrepresented in road fatalities and serious injuries. NTA hope to emulate the phenomenal success of the SafeT360 programme in Australia to help save the lives of our most vulnerable road users, in the 16-24-year-old age range. For more information, please contact Carol McGeady 021 252 7252. Email carol.mcgeady@trucking.nz

Thanks to all our Partners & Sponsors Source: Ministry of Transport

Safety MAN magazine april23.indd 1

9/03/2023 3:33:48 pm

WHAT’S ON Show organisers

All scheduled events may be subject to change depending on weather conditions etc. Please check the websites before setting out.

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

Wheels at Wanaka

Brisbane Truck Show

8 and 9 April 2023 Three Parks, Wanaka Contact: wheelsatwanaka.co.nz

18 to 21 May 2023 Brisbane Convention & Exhibition Centre Contact: brisbanetruckshow.com.au

Gisborne East Coast Truck Show

NRC/NTA Trucking Industry Summit

15 April 2023 Gisborne A&P Showgrounds Contact: gizzy.truckshow@gmail.com, Pete de Denne, 027 434 4727

8 July 2023 Cordis Hotel, Auckland Contact: natroad.co.nz, info@trucking.nz

WHAT’S BEEN

Dunedin Truck Show, 23 January 2023. King Rig – Justin Walker, A & L Coombs Ltd, Volvo FH16 600.

Events Gallery Visit the New Zealand Trucking website to view galleries of the latest truck shows from New Zealand and abroad. Go to nztrucking.co.nz/events or scan the QR code to view on your mobile.

88 New Zealand Trucking April 2023

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MOVING METRICS

THE SALES

NUMBERS New Zealand Trucking reveals how the economy is travelling via key metrics from the road transport industry. From time to time, we’ll be asking experts their opinion on what the numbers mean. First registration of NB and NC class vehicles for February 2023 by major manufacturer

Summary of heavy trucks and trailers first registered in February 2023 This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal. The data used in this information reflects any amendments to the data previously reported.

Vehicle type This summary includes data from two heavytruck classes and one heavy-trailer class.

First registration of NB, NC and TD class vehicles for February, year on year

A goods vehicle is a motor vehicle that: (a) i s 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.

Vehicle class

Description

A goods vehicle that has a gross vehicle mass exceeding 3.5 tonnes but not exceeding 12 tonnes.

(mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

A goods vehicle that has a gross vehicle mass exceeding 12 tonnes. A trailer that has a gross vehicle mass exceeding 10 tonnes.

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/vehicle-dimensionsand-mass-2016-as-at-1-October-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

92 New Zealand Trucking April 2023

First registration of NB, NC and TD class vehicles year on year, to date

First registration of TD class heavy trailers for February, year on year by major manufacturer

9 77 55

Feb-19

Feb-20

Feb-21

Feb-22

6 4

4 44

7 5

Tr an s

po rt T

TE S

6 3

Ro ad m as t

Pa tc he l

M .T .E .

ha uf

99 9

Fr ue

gh t

Fr ei

Fa irf ax

1212 11 1010

ra ile rs

1212 12 11 11

TM C

Do m et

Number of units

Feb-23

Other suppliers of class TD heavy trailers not included in above Feb-19 34

Feb-20 29

Feb-21 39

Feb-22 28

Feb-23 28

First registration of NC class vehicles year to date 2018 – 2023, by major manufacturer

First registration of TD class heavy trailers year to date 2018 – 2022, by major manufacturer

New Zealand Trucking

April 2023 93

This information is put together from metrics provided by the NZ Transport Agency. New Zealand Trucking acknowledges the assistance of the media team at NZTA in providing the data.

ROAD USER CHARGES Total value and distance of road user charges purchased between 1 February 2018 and 28 February 2023 by purchase year

RUC purchase for February 2023, all RUC types In February 2023 there were 45 different types of RUC purchased for a total distance of 785,438,884km at a value of $122,560,519. A description of RUC vehicle types is available at https://www.nzta. govt.nz/vehicles/licensing-rego/ road-user-charges/ruc-rates-andtransaction-fees/ Please note data may differ slightly from that reported for the same period previously due to adjustments being made to the base data.

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

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 – 28 Feb 2023

3,306,162,991

$303,669,671

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 – 28 Feb 2023

2,482,331,762

1,241,165,881

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.

RUC purchases all RUC types

94 New Zealand Trucking April 2023

The top eight 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

Powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles)

Unpowered vehicles with four axles

Powered vehicles with four axles (except type 408, 414 or type 499 vehicles)

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

Unpowered vehicles with three twin-tyred, or single large-tyred, 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 eight axles

Average monthly RUC purchases for year (All RUC types)

RUC purchases February for selected types RUC distance purchased year to date for selected RUC types

By comparing distance purchased year to date with the same period for previous years, trends in changes to activity by RUC type vehicles will become clear.

New Zealand Trucking

April 2023 95

INCOMING CARGO

THE

Story by Dave McCoid

CHARGE AHEAD We have seen the MAN eTruck and the battery that powers it. The elephant in the global room of battery electric mobility is, however, charging. Assuming regulators can get us the power, here’s how MAN – and its peers – plan on getting it to their trucks.

e are on the frontier of history in terms of alternative propulsion, awoken from our

complacent and convenient fossil fuel slumber by the need to reduce carbon, and carbon dioxide emissions. A propulsive force that’s given us vast levels of scalability and flexibility, we’ve built an entire civilisation around internal combustion. It’s not surprising then, that its more constrained alternatives are causing a complete reinvention of how we move both ourselves and the things we need moved. In the alternatively fuelled world, one of the key gaps is refuelling time. Yes, we will get better and faster, but for now the rethink has penetrated to the core of the supply chain to maintain the required DIFOTIS (Delivered In Full On Time In Spec), and

96 New Zealand Trucking April 2023

find blocks of time to patiently replenish batteries. Notwithstanding charge-inmotion technologies, for BEV, the answer currently is bigger, faster, gruntier chargers in the form of Megawatt Charging Systems (MCS). The delicate balance here is speed, stress on the battery and heat (read into that noise) and, of course, the safety. At MAN’s eTruck drive day and media event in Munich late last year, we were given a fascinating insight on Megawatt Charging. Bernd Hofmann, systems engineer for MCS Truck System Development at MAN, hosted the MCS module. “There’s variation in charging standards around the world; the current

(whether AC or DC), safety mechanisms and communication protocols. There are fundamental issues that have needed addressing. For instance, who does the conversion from AC to DC? Is it the vehicle or the charging station? OEMs are reluctant to add any more weight to the vehicles. “MAN and Traton are actively involved in the current industry group CHARIN, working through the creation of a holistic MCS standard. The work is due to be completed in 2024 synchronising with eTruck’s release to market.” Hofmann said any standard needed to have redundancy built in for the future. Currently 800kW is as high

Photo: MAN.

Demonstration rig showing the plug-in point on the truck.

as is used, but we’re looking at something that will be able to serve 3.75MW, 3000 Amp, and 1250V. “We’ve had 3000 Amp units operating in test.” With those numbers safety becomes a key priority, as does dissipating heat. OEMs are reaching agreement on the unified placement of contact points on trucks to facilitate automatic connection in the future. This has the added benefits of streamlined component manufacture as well as helping to standardise charging station construction. Significant work is also being undertaken on cooling fan noise in both the charging station and the vehicle while the charging process is active. “We don’t want to incur the anger of the communities with vehicles charging in the early mornings, for instance. We have to keep noise under control.” And the heat issue is no small matter. Every doubling of current results in a fourfold increase in loss in the form of heat. The total heat to be dissipated at the truck is about 30kW at 1000Amp, and to put that into perspective the average “wood oven” (the term quoted by Hofmann) is 7–10kW. Hofman said the batteries themselves also played a significant role, with cooling capacity per cell at around 15–20W, and the balance facilitated via the truck’s own systems.

The good news is we do have a starting point, and in some ways, the ‘wheel’ has already been partially invented. We just need a bigger and better ‘wheel’. “The Combined Charging System (CCS) standard has been a safe, reliable, and robust one in the lighter capacity charging environment.” While it gives a great starting point, there are key issues that need addressing: • The communication protocols need more protection from the increased artifact and electrical fields generated. The level of protection built into the CCS will not be adequate for MCS. • Data security. The intention here is no human interface and all the necessary handshake gateways – including payment – to occur automatically at connect and disconnect. • Batteries can create incredibly high short circuit currents. Hofmann said consideration needed to be given to fuse structure and the charging path, and that semiconductors might even be the ultimate solution. • The physical cables will need to be bigger and more robust, meaning heavier and less flexible. Currently a CCS cable is about 1.14kg/m, and a 1000W MCS cable would be 1.77kg/m. Copper buzzbars are being investigated as

A refuelling bowser of tomorrow.

Berns Hofmann, systems engineer for MCS Truck System Development at MAN. Another person at the frontline of the company’s history as it’s happening.

replacements for future large capacity charges. In terms of human safety beyond the interactive elements, Hofman said that in the DC space, the challenges were more mechanical as there were not the issues around electrical fields. Otherwise, there were existing stringent protocols around electrical fields that must be met when designing and manufacturing such equipment, including the provision of safe areas. “You can’t change physics,” said Hoffmann. “The faster you charge, you’ll always incur an ageing on the batteries. It’s a trade-off between cost, life, stability and performance.”

Infrastructure While this is a European perspective, many issues under the microscope appear to be replicated globally. OEMs are producing the product, but will they be of any use? Hofmann said Europe currently accounted for about 10% of total global electricity consumption. By 2030, he said there was predicted to be 270,000 BEV trucks requiring a regular and reliable charging network in Europe. MCS will not be needed every time a truck charges. Currently 35% of all truck stopping events last eight hours or more. When laid over, they can be charged at slower rates using traditional CCS. Charging can also be planned into driver breaks and the rate of charge optimised to that. However, autonomous vehicles will increase the need for speed and capacity as they will only be stopping to charge. Any time over the minimum required will be productivity lost. Additionally, the spread of charging points will not be even throughout Europe. The relationship between the grid and users will need to become more of a dynamic relationship, and Hofman said

Aligning global standards is a huge job. The above graphics demonstrate the spread of plug protocol globally that has to be considered in the convergence exercise for MCS commercial-vehicle charging. Also, the committees involved in the overall convergence process. There’s zero room for error. Photo: MAN.

MAN’s eTruck contributed to this via dynamic control of how much power the truck took from external sources, bi-directional and grid-friendly charging, as well as power scheduling capabilities. As we know, Traton, Daimler, and Volvo have the Milence joint venture, a network of 1700 highcapacity chargers over the next five years at a cost of €500 million. As impressive as it sounds, both Hofman, and Andreas Gorman at the Daimler roundtable in Hanover the month before, said it was only a drop in the ocean and the key to the future was in the hands of central law makers and regulators.

98 New Zealand Trucking April 2023

A map that looks ahead and gives an indication of the charging network required in Europe. The size of dot indicates the size of the facility required. They range from 1–3 charging points to 19–37. Photo: MAN.

Driving and the brain. Hosted by Nathan Wallis (neuroscience educator), Kelly McLuckie (Success Formula people coach) and Greg Murphy (motor racing legend), you'll learn about the brain and how it works when driving, the impacts of fatigue, sleep and distraction, and tips to help drivers with these issues. This is followed by an interactive train-thetrainer toolbox session which will equip you to go back to work and educate your team.

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INDUSTRY COMMENT

WHERE HAVE ALL THE

DRIVERS GONE?

By Russell Walsh

he shortage of truck drivers is not new. It was well documented in the Driver Recruitment/Retention in the Heavy Truck Transport Industry report of April 2003 by Oliver Hatton Ltd and TERNZ for the Road Transport Forum NZ, New Zealand Forest Owners Association and the Log Transport Safety Council. This predicted a shortfall of 10,000 drivers by 2010 if no action were taken to address the recruitment/ retention concerns. It also made several recommendations to address the issues. In 2022, many of these issues are still cited as underlying causes. Data provided by NZTA shows that on 30 June 2020, there were 124,857 full class-5 licence holders in New Zealand and 11,290 holders with a class-5 learner licence. StatsNZ suggests there are about 30,000 truck drivers in New Zealand. Getting to the underlying causes of the issue takes work, as there are numerous reasons discussed with different emphases, depending on who is talking. As the chart (above) shows, it is not as though there is an issue with people who are ‘qualified’ to be truck drivers, i.e, they hold an appropriate full-class driver’s licence. (Class 3 is not included as it is not a compulsory step in the Graduated Licensing System; very few people complete this licence.) Class-2 and -4 licences have broader applications than class 5, which is almost unique to the road transport industry. Class-5 licences, therefore, provide a good indicator of heavy-vehicle licence graduates available for employment in the industry. The majority – 89% of those issued a full-class (5F) licence – do so by

100 New Zealand Trucking March 2023

completing an NZTA-approved course. With minor exceptions, the remainder completes a class-5 full licence test with a testing officer. Approved courses are mandated in the Driver Licencing Rule. They have been the principal pathway for people to obtain full-class heavy-vehicle driver’s licences since the rule was introduced in 1999. The courses were developed with considerable

input from the industry and have changed very little in the past 23 years. NZTA-approved course providers deliver all approved courses. Except for statutory fees, the market sets the costs of these courses. Most course providers do not advertise their charges, but from those that do, it appears the fee to complete a class-5 approved course is about $900 to $1200 per person. For the past 11 years, about 1900 5F licences have been issued annually. So, what are these people doing once they get their licences? Getting to the bottom of this could be key to understanding why there is an ongoing shortage of drivers in the industry. The course content was not developed solely to provide a steady supply of drivers for the industry, but the intent was there. However, this doesn’t appear to

have happened as it was envisaged at the time. The number completing these courses suggests ‘qualified’ drivers are flowing through the licensing system – so what is wrong? Is the industry wary of employing newly licensed drivers, or is it wary of the course provider system? Or is it simply that people who complete these courses lack the required industry knowledge/experience? Perhaps it is time the industry associations looked into why this is. I understand that some course providers are also association members, so it should be a relatively simple task for the associations to develop a relationship with those providers and work with them and those who complete courses towards employment in the industry, providing mentoring to develop work-based/on-the-job skills. The current driver-licensing system is not perfect, but it is what we have until something else comes along; the industry needs to look at what it can do within the existing scope of system and help itself and not rely on others. A qualified motor mechanic, auto electrician and diesel mechanic by trade, Russell was transport manager and national fleet manager for New Zealand Post until 1995. He then did several industry-related contract jobs, including working with the industry training organisation, developing qualifications. The NZTA employed him in various roles before he worked for EECA in its Heavy Vehicle Fuel Efficiency programme. Now semiretired, he is still involved with the industry and doing volunteer work.

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GETTING TO GRIPS WITH

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The 17th IRTENZ conference attracted some of the brightest engineers from the New Zealand road transport industry.

At the 17th IRTENZ conference held last November, the NZTA’s Peter Brown discussed the state of the country’s roading network.

s regional manager of maintenance and operations, central/lower South Island, Peter Brown offered a firsthand perspective on Waka Kotahi’s current position. He began by stating the government’s investment in roading maintenance had been increasing year on year. “It may not seem apparent, but we can’t fault the government for the amount of money put in over the years,” he said. “But we may be able to question some of the priorities. “We need to rectify that for the future – and right now. We’re funded by the government; they set the policy in the Government Policy Statement – one of the key pillars of which is freight – and set where we can spend the money. Our board decides where it should be in that band and how to spend it. We’re quite constrained.” But Brown said that while investment had increased, maintenance costs had also increased. The network was bigger and included more hardware, such as barriers. “Money is also going into other things the government requires, like modal shift. The demands on the funding have possibly outstripped the amount we’ve been given.” Regarding modal shift, Brown stated

102 New Zealand Trucking April March2023 2023

that 90% of all freight moved by road and would remain at that level for the next 10 to 20 years regardless of how much was invested in modal shift. “In the next 10 years, we’ll be lucky to get a 2% shift onto rail and zero in coastal shipping.” Brown said the impacts of climate change were being seen in the severity and frequency of weather events damaging the network. “The issue is here now. The government has realised that, and in 2020, declared a climate emergency with three key shifts – decarbonisation, efficiency and resilience. Resilience is really important, and I think the next GPS will focus a lot on that, which will be good for the network. “Good drainage is also important. We need to ensure roads are built so that they drain properly.” Resilience also includes thinking about what needs to be done to improve pavements and roads over time to meet the EV challenge. “The current network of mostly flexible granular pavement is good for New Zealand’s geology, is costeffective and lasts well as long as it’s well maintained… However, the higher weight of vehicles coming onstream will affect that, as we’ve seen with the greater numbers of HPMVs. Research by the University of Edinburgh showed an EV

could have a 30% to 40% greater effect on the pavement.” Brown explained that every three years, Waka Kotahi developed its State Highway Investment Proposal – its bid to the government on where the state should spend its money and how it should fund the agency. The next proposal was currently in the works. “We are telling the story of our pavements, which are already fragile. We need to do a lot more; we can’t just pave over cracks like we’ve been doing. We’re encouraging funding for greater use of structural paving, or rehabs, where the road is dug up and rebuilt, taking into account things like moisture that may have affected the paving layer under the surface. If that layer is maintained, the flexible surface on top doesn’t matter – it still can handle the weights we want to throw at it. And it’ll give a smoother ride, which may help with efficiency and emissions too.” Brown noted that Waka Kotahi was currently only doing 40% of the rehabs it should be doing. “More rehabs will cost, and the government needs to be encouraged to fund them. Our contractors also need more capacity to help us deliver the rehabs. “A long-term commitment is needed from the government, Waka Kotahi and the construction industry to invest in the kit and human resources needed to develop a better network,” Brown concluded.

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The road-freight industry must play an active part in the global move to take climate-change action, says Leggett.

WORKING TOWARDS A

GREEN FUTURE Transporting NZ has launched a Green Compact with the IRU and Bridgestone NZ. The compact is the association’s long-term roadmap for decarbonising commercial road transport by 2050. As a framework document, it commits the industry to responsible emissions reduction and efficiencies while guiding it step by step.

s the world moves forwards in its fight against climate change and the pursuit of reduced emissions, all ‘cogs in the machine’ need to come together to contribute to the greater effort. It’s not a pursuit that can be left to legislators alone, with the private sector needing clear direction and commitment to do its part. With this in mind, Transporting New Zealand launched the Green Compact to align with global industry efforts to increase efficiencies and reduce emissions. It will help guide engagement with government stakeholders on climate and show all stakeholders how to develop, adopt and roll out new technologies and ways of working. The Green Compact framework has been adopted from the International Road Transport Union (IRU). The IRU, supported by Transporting New Zealand, is now undertaking a three-year work programme to evidence test and implement the Green Compact, which began in 2022. The focus for 2023 is identifying and collating a good base of evidence to support effective policy action.

The problem According to the association, transport is responsible for 17% of New Zealand’s gross greenhouse gas (GHG) emissions and 39% of total domestic CO2 emissions. With more than 161,000 trucks on the road, 24.8% of those transport GHG emissions are produced by heavy vehicles weighing more than 3500kg GVW. It adds that the Ministry of Transport projects that GHG emissions from the truck fleet in New Zealand will peak between 2025 and 2031. However, without significant policy and industry interventions, road freight could still contribute up to 2255 kilotonnes of GHG emissions by 2055. New Zealand’s freight task is projected to increase over the next 20 years to 366 million tonnes, the majority of that met by road.

The approach The Green Compact is based on six decarbonisation pillars, each with its own objective and deliverables. These are: alternative fuels, efficient logistics, collective mobility, vehicle technologies, driver training and green infrastructure. While five of these pillars were adopted from the IRU, Transporting New Zealand

added ‘designing infrastructure to lessen emissions’ to reflect New Zealand’s roading and political environment. Transporting New Zealand chief executive Nick Leggett says the industry is already making progress in many of these areas. “All six pillars represent practical transition that can already be implemented. We need to seize the low-hanging fruit while preparing for significant developments in the medium to long term.” As part of the three-year work programme, a research report is being produced for each pillar to identify effective decarbonisation solutions. As such, the compact is expected to evolve.

Working together Umberto de Pretto, secretary general of the IRU, sets the scene: “The road transport industry’s greatest challenge is to decarbonise while at the same time continue to keep logistics and mobility networks running efficiently for the communities and businesses we serve. With pragmatism, and the public and private sectors working together, we can decarbonise our fleets and keep delivering on road transport’s social and economic benefits in all countries.” At the launch event, Leggett said that what the industry did for itself made a difference. “It’s up to us to act in the here and now, not wait passively for regulation or technology to determine the future. In New Zealand, we must adjust not only our ways of working and living, but also our resilience to withstand extreme climate events. The challenge is more urgent today.”

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John Staples, director of New Zealand business at Bridgestone, said the company was taking a holistic approach, supporting customers to be more efficient, connected, productive and meet their sustainability objectives. “We feel it’s essential to be a part of initiatives like this so we can innovate in our own business to support the change within the industry. Sometimes it feels like what to do next is unknown, so the Green Compact implementation pathway is key to defining and supporting meaningful change for the industry.” Transport Minister Michael Wood said the public and private sectors needed to draw on each other’s strengths. “Government doesn’t have all the levers. We know we can make a difference when we have collective purpose and the right policies. Our country is reliant on the road transport fleet, but the proportion of emissions from the heavy fleet will continue to grow as we reduce those from the light fleet. There’s real work to be done.” Representing EECA, Richard Briggs

From left: Richard Briggs, EECA; Transport Minister Michael Wood; Nick Leggett, chief executive Transporting New Zealand; John Staples, director of NZ Business at Bridgestone. commented that transport contributed nearly 20% of New Zealand’s gross domestic emissions, and transport emissions had increased by 90% since 1990. “We must create efficiency in the operations we’re running today. EECA

will actively provide our support – we really need to incorporate your members’ ongoing feedback to understand the barriers better so we can create partnerships and move forward with decarbonising our sector.”

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106 New Zealand Trucking April 2023

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CARRIERS’ CORNER

WHAT ARE WE WILLING TO ACCEPT? The transport industry has become accustomed to razor-thin margins and earning a pittance. But are we our own worst enemies?

aving embarked on a newish journey with the launch of Delivery, a road transportfocused advisory provider, I’ve been spending a fair amount of time talking to all manner of operators, suppliers and customers, and a raft of adjacent advisors, such as accountants, which was provided plenty to mull over. One thing that repeatedly comes up across the country is the ideology that we operate within an industry comprised of razor-thin margins, as though there are some pre-determined categories of where an industry is resigned to sit. Although I wasn’t present at the time, I’m relatively confident that when our creator consulted with the founding cohort of livestockpowered transport providers, he wasn’t so bold as to banish them to earning a pittance forever more. Somehow, we’ve come to accept it, and as much as we might resent the label, we seem hellbent on maintaining that very status quo. In much the same way as things would’ve worked back in old JC’s days – and his dialogue with the livestock steerers – we are in fact all part of a market, one that features a supply and demand component. The law of economics suggests that demand will always favour – and, in theory, grow – where the lowest supply price is found. Given we’re all on the transport-supply side, surely the reality is that we are the creators of the supply price; not you, not me, but we, and collectively what we choose to accept is what the market will define as the price? Throw in that default bias we’re all harbouring towards having to work in an industry with ‘slim margins’, and pretty suddenly, we look like our own worst enemies. However, what proves even more baffling during this period of resource (labour and equipment) deprivation is that the same trend is continuing. Surely if ever there was a time when the ‘supply price’ should be climbing dramatically,

108 New Zealand Trucking April 2023

it is during a period of supply shortage? Our ‘market’ obviously didn’t get that economics memo! Just imagine what things could and would look like for us all if we tipped things on their heads and decided we should be a high-margin sector and strived to operate at the highest of echelons on this front. I’m not talking about cartels, price gouging, or monopolising; I simply mean getting honest about our actual costs, very real risks, and capital intensity required to provide our services, and operating in a manner befitting of such an industry. This leads me to another related topic that only seems to rear its head when murmurs of a recession of economic headwinds start doing the rounds; that of taking a solid review of one’s costs and operating efficiency and getting serious about where things are at. At the very least, we must ensure we’re passing on cost increases as soon as they hit us, let alone well after the fact, and more critically, doing so with a frequency and regularity to keep us in a positive position. We’re fortunate that many of our costs are not what you’d deem ‘industry-specific’ and are pretty transparent for all the world to see – think fuel, RUCs, general labour cost trends, etc. And better yet, we can easily access some indices that allow us to gauge the

total movement of those costs within our market, whether that’s looking at easily accessed quarterly inflation data or the likes of the more specific Grant Thornton Cost Index that’s aggregated solely around transport sector-relevant data. These are but two simple sources, but talking to your banker or accountant will provide a few others that might be worth using to create your own benchmark; think of viewing these reports as your quarterly prompt to check in on your cost-recovery alignment. While costs are one aspect we rightly focus on, so too is efficiency and critiquing whether there’s a smarter way of doing what we do, or in fact, what we don’t do. When was the last time you aggressively reviewed your revenue at a customer level and spoke with your team about the specific quirks relating to a given customer? Chances are there might be some revenue you’re either losing on or, conversely, can significantly increase what you’re charging for a given task based on the value you’re delivering. But again, I ask the question of what we are willing to accept. And will we decide that today’s the day we will stand our ground on the fair return we should all strive for? I know where I stand. Finally, long-time readers will sigh in relief to hear that Wilsons Bridge at the Pohuehue Stream, which I’ve referenced on several occasions, has finally had its day and its safety capabilities restored to full strength, a mere eight months after becoming defective.

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.

FUEL CARDS

BEST BET FOR SAVINGS With the cost of living at an all-time high, soaring prices at the pump are a challenge facing all fleet operators.

uel is one of the biggest costs for a transport business; higher fuel prices can take a serious chunk of your revenue. Using a fuel card to manage your fleet’s petrol and diesel expenses can provide many benefits to help manage those expenses and keep your costs down. But which fuel card is best for your business? The Z Business fuel card was named the winner of the 2022 Canstar Blue Best Small Business Fuel Card. Z Business fuel cards add a lot of value to your business, offering consistent discounts across more than 550 locations around the country, and can be used at all Z, Caltex and Challenge service stations and truck stops. Rachel Clarke, commercial manager for traffic management business at Chevron Traffic Services, says refuelling with the Z Business fuel cards makes managing Chevron’s 250 staff a lot easier. “The Z Business fuel card allows our crew to get in and out seamlessly. It’s a quick transition, and we can get out on the road fast,” she says. “The benefit that we get with the Z Business fuel partnership is the value for the consumption we use. Compared with other fuel providers, Z always comes out on top.” When you fill up with Z Business, you’ll get a discount on all fuel, at all locations, at all times. You’ll receive convenient fortnightly or monthly invoices detailing savings by card, plus total fuel savings, as well as generous credit terms of up to 40 days’ credit on all spend, including fuel and in-store purchases. There are no hidden costs and no transaction fees on Z Business purchases.

Toni Lilley, accounts manager at Legacy Construction, says the Z Business fuel partnership allows Legacy to easily manage its accounts and track expenses. “We have a fleet of about 100 vehicles that range from big trucks to utes and

vans, along with passenger vehicles,” says Toni. “Our team loves the Z online management tool because if one of the guys loses their card, we can log in, cancel and replace the card, and access any invoices as we need them,” she says. “It does everything we need. It just works, and we don’t even have to think about it.”

Z Business fuel card offers • Consistent discounts Regardless of the fuel you purchase or the location, you’ll always get a discount on every litre. • More locations Z Business fuel cards can be used at Z, Caltex and Challenge stations. That’s more than 550 locations nationwide. • Flybuys or Airpoints Z Business is the only fuel programme in New Zealand to reward fuel spend with a choice of either Flybuys or Airpoints Dollars (one Flybuys per 20L/one Airpoints Dollar per 100L) at all Z and Caltex service stations. • Easy online administration Check your account online at any time.

• View detailed spend history Add, edit or remove fuel cards. • Access to a range of easy-toread reports Save time on invoicing with automated Xero feed. Optional odometer reading enables accurate monitoring of fuel consumption. • Security All transactions verified by a fourdigit PIN. Company discounts kept private and not shown on fuel receipts. Set custom controls to allow or limit employee spend. • Credit Enjoy up to 40 days of credit on all spend, including fuel and in-store purchases.

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New Zealand Trucking

April 109

TRUCKERS’ HEALTH

ON THE ROAD 101 I present the Trucker’s Cheat Sheet – six simple tips to stay healthy when out on the roads. Tear this out and keep it handy as you travel through the beautiful New Zealand countryside.

Let’s face it, when you’re knackered, making your lunch every day isn’t always doable. I am realistic and understand that truckers will stop at bakeries and other convenience stores to get their food fixes. Bakeries aren’t known for their nutritious options, but there are a few good choices hidden among the pies and pastries. The best options are to grab a filled roll or wrap and a bottle of water (flavoured water if you like). Another drink option is a zero-sugar fizzy or energy drink. Not everyone craves water when they’re exhausted, but opting for a zero-sugar version of your favourite drink is much better than the full-sugar one.

Tip 2 – Stretch the legs (and body) It’s not always practical to stop to stretch your legs but try to get out and walk down the street for five minutes at every opportunity. If you feel silly roaming the streets, you could find a quiet area and take five or 10 minutes to stretch your legs, back, arms and neck. Most people get extremely tight and stiff when seated for long periods – the body screams out for movement or a good stretch. I’ve written about stretching in the past, and you can also google stretches on your phone and follow along. You don’t need to do intricate yoga poses (unless you want to). A basic stretch for each muscle group should suffice.

Tip 3 – Take a water bottle The last thing you want to do is stop every 30 minutes for a toilet break – but drinking water is so important. Staying hydrated is crucial for everyone, but especially for people who spend a lot of time driving and need to concentrate when operating machinery.

110 New Zealand Trucking April 2023

They say you should aim for eight glasses or about 2.5 litres of water daily. Try to drink a litre by lunchtime and another by 5pm (depending on your bedtime). You’ll notice a world of difference in your energy and ability to concentrate if you stay hydrated throughout the day.

Tip 4 – Navigating drivethrus and fast food If you stop off for Maccas or KFC, it can be near on impossible to find a healthy option among the hearty burgers and oily fries – but there are a few simple swaps and tricks. I understand that people don’t go to fast food outlets for the health benefits, but you can make slightly healthier choices when you’re there. For example, much of the sugar and calories are in the drinks, chips and sides that come with your main meal. If you opt just to get the burger, you are saving a lot of unnecessary calories – and, let’s face it, it is usually the best part anyway. Burgers can be high in calories, but at least they have some carbohydrates, fats and proteins, making them, in essence, a balanced choice. Surprisingly the shakes, aioli/sauces and fries can often have more calories than a burger and are far less filling.

Tip 6 – Make your lunch as often as you can I’ve given you good tips for making good choices at bakeries and convenience food stores, but ideally, making your lunch at home is the best option. It doesn’t have to be a gourmet feast. It can be as simple as a ham and lettuce sandwich, a few pieces of fruit, and maybe something you could heat up if the opportunity arose – like soup or leftovers. It can make mealtimes more consistent because the food is already on hand, rather than you having to wait for the next convenient place to stop for food which could be 10 minutes or two hours away. If you try some of these simple swaps, tips and tricks, I guarantee you will feel and be healthier. Working on your health and fitness doesn’t mean making drastic and unsustainable choices. It’s just a matter of simply taking what you usually do and making minor tweaks to improve your nutrition and overall wellbeing.

Tip 5 – Get some sleep It’s easier said than done, but try and grab every opportunity to get some sleep. Put your phone on silent, turn off all screens, be as comfortable as possible and aim to get good quality sleep. I know bedtimes can be late and wake-ups early, but if you make an effort to make the most of every minute of sleeping opportunity, it will make a big difference to your energy levels the next day. We can have so many distractions during sleep, especially from our phones

Laura Hulley Personal trainer

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Tip 1 – Navigating bakeries

and screens – so it’s essential to try and eliminate these factors as best as possible.

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HEALTH AND SAFETY

LEARNING FOR THE

TRAN

WHOLE ORGANISATION When it comes to health and safety, we hear a lot about education. All workers, including managers and business owners, must be trained to carry out work safely, effectively and efficiently.

e often consider health and safety training only relevant to those working at the coalface. But sometimes we might want – or need – specific training to be accepted on our clients’ sites; training needs should be assessed for an organisation’s different roles and provided relevant to that role. Management training often looks different to worker training. It tends to be less hands-on, less practical and more knowledge-based. To run a successful, compliant business, managers must be up to date with their industry and legislative knowledge. A simple way to achieve this is through membership in industry associations. Industry associations inform us through newsletters, emails, seminars and conferences. Attending workshops and conferences is an essential aspect of this. Obviously, this only supports managers if they participate. The information gained must be assessed for relevance. If it is

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relevant, it needs to be assimilated into the organisation. The process for sitting the transport service licence is just one of the ways a transport operator can demonstrate knowledge of their industry. Workers are often inducted into client sites. They may be required to complete hazard ID training, permit receivers, licence training, etc. Keeping a record of training completed and expiry dates is important. Monitoring this record will ensure that trained workers are undertaking tasks and that expiring training is refreshed promptly. As Mahatma Gandhi said, “Live as if you were to die tomorrow. Learn as if you were to live forever.”

Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 15 years’ experience working with organisations from many different industries. Tracey holds a diploma in health and safety management and a graduate diploma in occupational safety and health. She is a professional member of the New Zealand Institute of Safety Management and is on the HASANZ register.

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How can Safewise help? We work with organisations that need more health and safety knowledge or more time than they have in-house. For more information, check the website, safewise.co.nz

3:12:58 PM

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@trafficlawyerauckland.co.nz

112 New Zealand Trucking April 2023

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LEGAL LINES

CAN ARTIFICIAL INTELLIGENCE REPLACE LAWYERS? The Oxford English Dictionary defines artificial intelligence (“AI”) as the theory and development of computer systems able to perform tasks typically requiring human intelligence, such as visual perception, speech recognition, decision-making, and translation between languages. AI can be applied across many disciplines, but I have chosen to focus on the relationship between AI and the law.

I has been around since at least the 1950s and is a broad term often used to describe things that are just complex algorithms rather than actual intelligence and consciousness. AI systems work by internalising vast amounts of data, analysing the data and then providing answers and predictions to specific questions. It is designed to supply the most accurate results as quickly as possible.

The limitations of AI You may have heard of ChatGPT, a controversial chatbot released last November that can communicate with humans through conversation. Imagine using a voice-activated assistant to ask a question and receiving the answer within seconds. Sounds great, right? Unfortunately, studies demonstrate that chatbots are not always trustworthy or accurate. In a recent study, ChatGPT answered 95 multiple-choice questions and 12 essay questions in four different legal exams. The answers were marked blindly by professors at the University of Minnesota Law School. The bot passed all the courses but performed on average at the level of a C+ student. Another study compared Americantrained lawyers with years of experience and an AI algorithm. The task was to review non-disclosure agreements (NDAs) and find issues within the agreements. NDAs were chosen as they are one of the most common contracts used in business. There are about 30 proposed issues that could appear in an NDA and this list was put together by prestigious law

114 New Zealand Trucking April 2023

professors and veteran lawyers to test the lawyers and AI. The study involved input from academics, data scientists, legal and machine-learning experts, and an independent consultant lawyer. The results were that AI was faster and more accurate. However, the average accuracy rating was close, with the AI achieving 94% and the lawyers achieving 85%. The speed was a different story because, on average, it took the lawyer 92 minutes, and the AI did it within seconds. I took from this research that AI technology is a powerful tool as it can answer simple legal questions, but it struggles with more complex ones.

Advantages of a human advocate While AI can help lawyers immensely with mundane tasks such as research and sifting through court judgements due to its speed and accuracy, it will inevitably struggle with emotions, fears, aspirations, desires and unpredictability. In addition, AI cannot match human intellect and analytical skills for accuracy in fundamental legal work. There is very little room for error in legal drafting, and the law is incredibly complex and continually evolving, so it remains to be seen whether AI technology will keep up. The best comparison so far is to think about AI as being more like an actor who is playing the part of a lawyer in a film

versus getting legal advice from a person who has studied and practised the law. I know which one I would trust when you think about it in these terms. Currently, chatbots are ill-equipped to compete with their human counterparts because there is no substitute for experience and pragmatism. While lawyers will not be replaced anytime soon, there is certainly scope to suggest that there are some tasks that AI can perform faster, saving a lawyer many hours and a client many dollars. Outsourcing some work to AI seems to be a viable alternative that could be utilised safely, with both parties playing to their strengths.

Conclusion While the speed and accuracy of answers given by AI is alluring, it has not reached the point where it can understand things and make its own decisions. We need to take care of how we apply AI technology, especially in its infancy. One of the biggest problems with a chatbot now is that while its fluency is exciting, it can sometimes confidently state something as fact when it is incorrect. This can be hard to spot when AI gives an answer that is plausible but not necessarily correct. AI does not need to compete with lawyers. Instead, it could augment a lawyer’s ability to provide trustworthy advice promptly. This way, you get the best of both worlds: a sociopathic response that incorporates the effectiveness and efficiency of AI. One day, it could go beyond regurgitating content and actually understanding what it is saying. For now, the best way forward appears to be a partnership. Lawyers are still best placed to deal with the subtle nuances of the law. But it must be acknowledged that those who do not upskill to utilise the technology effectively to optimise their practices will get left behind.

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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BUSINESS TOGETHER

EMPLOYEE SHAREHOLDERS Recently, there has been a lot of chat regarding incentivising staff using employeeshare schemes.

ith the labour market the way it has been for the past couple of years, businesses have been looking at ways to retain key staff to secure them for the future. Should you do this, and when shouldn’t you? There are many things to take into account. First, determine why you are doing this; is the motive succession, retention or capital raising? Each will come with different measures as to whether you should go ahead. It will help to have a longterm plan before you start. Don’t just think, ‘Buy 10% shares in the company’ and not consider what might happen if more employees come along fit for ownership or what the plan is if someone wants out. For instance, will ownership stop at 10%, or will you move to a full takeover in the future? What may work for one person will not necessarily be right for another. This is not something that can be systemised to suit all employees. Some people are great employees but are not made for ownership because they are too risk-averse or need help to make big decisions.

We have developed a list of pros and cons:

Pros: • Retention of key team members • Increased motivation and greater contribution (new energy) • New level of responsibility, allowing existing owners to step back from the day-today functions • New level of collective collegiality and support. Existing owners can share stresses and celebrate the success – it’s not so lonely at the top • New employee shareholders can lead to growth through new networks and new status with existing and potential customers • Cash from sale retained by existing owners or reinvested into the business for expansion • Clarity around succession for existing shareholders

116 New Zealand Trucking April 2023

Cons • Loss of freedom for existing shareholders •D ecision making •B enefits (vehicles, insurance etc.) •L oss of tax-planning flexibility • Unrealised expectations can demotivate •F inancial rewards less than expected •N ot engaged in decision making • Life no better than before hange in the relationship •C between the existing shareholder and employee shareholders and other employees • Disgruntled employees that are not involved •A dditional administrative costs •C an complicate succession plan or external sale of business •D ifficult to unwind if it doesn’t work

Roylance Watson is a chartered accountant and associate at Vazey Child Chartered Accountants in Hamilton. Email: roylancew@vazeychild. co.nz Phone: (07) 838 5988 Website: vazeychild.co.nz

Employee-share schemes should be considered carefully as they can negatively impact the business’ culture or relationship with employees – seek advice and ensure that you consider what could happen in the future. These schemes can work out amazingly well but can also go south. First and foremost, ensure you like the person – you are going into business with them, after all. Many alternatives that don’t include ownership can be used to retain staff, which could be a better fit for you and your team.

“Are you done with that crazy looking thing?”

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

John Sansom HARMfree Transport programme manager

CHAMPIONING WORKER WELLBEING IN TRANSPORT

alling all employers and health and safety managers – if you’re not already doing so, now is the best time to address worker wellbeing in the workplace. Psychosocial harm stems from psychosocial stressors and hazards, which are common in transport workplaces and come in numerous forms. Many psychosocial hazards relate to staff wellbeing issues. Supporting transport workers’ wellbeing is at the heart of the HARMfree Transport and Logistics programme. Increasing and improving worker wellbeing reduces the risks of psychosocial harm in the workplace and may result in higher performance, increased productivity and less absenteeism. A healthy worker has a positive effect on workplace culture. The HARMfree Transport and Logistics programme embraces existing interventions designed to reduce psychosocial harm and champion worker wellbeing, and develops new ones. Studies on physical wellbeing and its importance in the workplace show that workers participating in physical activity once a week or more have a better health status and have less absenteeism from work than workers without physical activity. An example of creating a physical activity in your workplace might be as easy as getting a basketball and putting up a hoop in a safe area. Workers can shoot hoops with their workmates during breaks or before and after work. A company that champions its workers’ mental wellbeing can help reduce the stigma surrounding mental health and provide a supportive workplace culture. Any person conducting a business or undertaking (PCBU) must do what’s reasonably practicable to eliminate or

minimise risks relating to poor worker mental wellbeing in their workplace. Some 40% of Kiwi transport and logistics workers report working with someone who struggles with low mental wellbeing. Showing appreciation, leaving workers feeling satisfied and having purpose in the workplace, having positive interactions and connections with your team and always being available and open to communication are ways of improving your workers’ wellbeing. The transport industry has a diverse and multicultural workforce. According

Studies on physical wellbeing and its importance in the workplace show that workers participating in physical activity once a week or more have a better health status and have less absenteeism from work than workers without physical activity. to the 2018 census, more than 35% of New Zealand’s workforce are made up of M ori, Pasifika and Asian workers. It will be interesting to see the figures collated from census 2023. Workers should feel connected to their culture. Cultural wellbeing is about the freedom to express history, heritage, arts and traditions and being able to participate in related activities. Your organisation could

perform a karakia at the beginning of the working day or shift. Karakia is a set form of words recited to state or make a ritual activity effective, which could focus on worker safety and wellbeing. The karakia could be relayed in M ori and English to account for cultural diversity. It’s suggested that the reciting of your company’s karakia be spread among your workers to increase inclusivity, team building, and cultural wellbeing. HARMfree Transport and Logistics can guide you to experts in creating karakia who can help design one for your company with input from your workers. We will also provide information and tools to help create a more inclusive workplace. The HARMfree Transport and Logistics programme is launching later this year and will provide transport business owners and health and safety managers with the tools to identify and manage psychosocial hazards in the workplace, including a wellbeing module. A lot of information is available about these issues, but you have to search for it. Bringing all those resources together into an easy-to-follow practical programme saves time for employers. The programme is shaped by the transport sector’s needs. We listen to and learn from transport and logistics leaders who are on the ground and are continually improving, expanding and evolving. By meeting people, sharing ideas and collecting information, we are ﬁne-tuning the HARMfree content to meet our industry’s needs. If you would like to learn more about the HARMfree Transport and Logistics programme, please get in touch with programme manager John Sansom at john.sansom@harmfree.nz

118 New Zealand Trucking April 2023

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Resilience of trucking must be matched by

RESILIENT INFRASTRUCTURE

n the aftermath of Cyclone Gabrielle, I participated in a combined industry group set up by MBIE to monitor the impact on businesses and the supply chain in affected regions. I conveyed to government officials just how critical trucking companies are in circumstances like this. The resilience and responsiveness of road transport is simply unmatched by any other transport mode in the wake of natural disasters. As soon as roads were deemed fit for use, trucks were moving supplies into communities that needed them. It was also incredible to hear of local operators who, despite being badly impacted themselves, were back on the road within days. As the recovery phase switches to rebuilding, trucking will again be required to step up and deliver. For this reason, Transporting New Zealand was one of the first to request a wage subsidy and business support package for affected businesses. It was imperative that small businesses, including trucking companies, were supported to remain viable while they dealt with the initial impacts of the cyclone and got back on their feet. The resilience of the trucking industry is well known. However, the same cannot be said for our roading infrastructure, which could best be described as ‘in crisis’ even before Cyclone Gabrielle. It was therefore encouraging to hear Prime Minister Chris Hipkins’ comments in his opening statement to Parliament back in February: “We have to accept that billions of dollars of additional investment is going to be required, not just to fix up what has been damaged but to build more resilience so that we can better

cope with these types of events in the future. We cannot fund new roads, though, by cutting the funding for road maintenance.” Transporting New Zealand has long advocated for this approach and is glad the government is finally on-board. Roads are vital to our communities, and it is critical that funding is provided to improve what we have and invest in new, more resilient routes. According to climate experts, severe weather events will happen more frequently. This makes it imperative that we invest now so that New Zealand can begin to adapt as soon as possible. We will have to ‘up-spec’, and in certain circumstances, relocate not just our roads but a lot of our other transport, communications and underground infrastructure as well. We must be willing to modify how and where we do things, which I acknowledge will be scary for many. However, with great change comes great opportunity, and I do not doubt that with the necessary support, road transport will be one of the sectors that grabs the opportunity with both hands.

Transitional solutions to combat climate change If there were a silver lining to come out of Cyclone Gabrielle’s terrible impacts, it is that climate change adaptation considerations, long the poor cousin of mitigation, have gained far greater traction. New Zealand must juggle these two imperatives to meet the physical challenges and international climatechange obligations. The road transport industry cannot passively sit back either. We must do what we can to reduce our emissions

now and support the development of longer-term emission-free technologies and adaptive infrastructure. Transport makes up about 20% of New Zealand’s emissions, and heavy vehicle emissions make up about a quarter of that. We know that greenfreight technology will accelerate quickly. But fully carbon-free freight transport is still likely to be decades away. This makes using transitional technologies and practices critical if we are to reduce our carbon footprint. The Green Compact, recently released by Transporting New Zealand, emphasises these practical, immediate methods to lower emissions – the ‘low hanging fruit’, if you like. It adopts the five pillars already established and tested by the International Road Transport Union – alternative fuels, efficient logistics, collective mobility, vehicle technologies and driver training. Additionally, we have added a sixth pillar that specifically reflects New Zealand’s unique challenges – designing infrastructure to lessen emissions. It is this sixth pillar that combines mitigation and adaptation. Better roading design and quality will make our transport system more resilient to extreme weather and safer for road users. It will also lower emissions by helping transport be more efficient. Better road surfaces and fewer obstructions to traffic have a tangible impact on fuel efficiency and emissions, particularly for heavy vehicles. The road-freight sector must demonstrate its commitment to reducing emissions. By supporting existing transitional initiatives, we can all play our part in helping New Zealand face our climate-change future.

120 New Zealand Trucking April 2023

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THE LAST MILE

WHAT HAPPENED TO THE LEVEL PLAYING FIELD?

early 40 years ago, at about the time when the transport of freight by road was fully deregulated, a couple of then-government departments – Railways one of them – decided to run their own intercity roadfreight businesses. At the time, the industry was very unhappy, citing these departments were not operating on a level playing field – they did not pay tax on their vehicle purchases and could source fuel and other consumables much cheaper than the industry could. They would force down cartage rates and take business away from the wider industry, and there was no need for the government to operate its own road-transport business as the industry could meet all the government’s requirements. All this is history, but today, it is hard to reconcile the increase in electric vehicles, especially those operating in a commercial market, with operating on a level playing field. Many of the commercial electric vehicles in service today are acquired with financial assistance from the government, often the Low Emission Vehicles Contestable Fund managed by EECA. They are also currently exempt from paying RUC. With RUC making up approximately 13% of a truck’s operating cost, this is a nice little subsidy to out-compete other operators. Is this fair in a competitive market such as road freight? Is

it distorting the level playing field many championed in the past? What’s more, is the government creating an artificial and distorted market to the advantage of a few but the disadvantage of many? Speaking of the RUC, it was more than a bit disconcerting to see, once again, the two industry associations taking cheap potshots at each other. One organisation was lauding the decision of the government to extend the RUC rebate, albeit at a very late hour, through until June, claiming: “This decision also clearly demonstrates the effectiveness of our industry when it speaks with one voice (in this case, it was only ours) and reinforces Transporting New Zealand’s role as the leading advocate for road transport.” While the other said: “Simply put, this decision has driven administrative pain for the trucking industry at a time when it’s getting hammered from all angles. This U-turn from the government robs our members of time that they could be spending working on their business rather than in it. And with changes passed direct to customers, there’s no benefit for their business either way.” One wonders what it will take for these organisations to avoid behaving like disinherited family members arguing over a deceased wealthy relative’s estate and stop taking cheap shots at each other. This approach is not good for members and is certainly not what they pay membership fees for. In the meantime, the industry is under attack from all sides, with many operators – often their members – struggling to survive.

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I don’t know about you, but I am getting tired of the endless apologies offered from many organisations, including central and local governments, when something goes wrong. If something goes wrong, apologise, then forget it – this is how many businesses operate these days. Apologies are fine, but the sincerity of each of them only becomes genuine by the action(s) that follows. Words mean nothing; it’s the physical actions that prevent the same thing from happening again that matter. Many of the apologies I see today remind me of the paraprosdokian attributed to Emo Phillips, an American actor and stand-up comic who said: “I asked God for a new bike, but I know God doesn’t work that way, so I stole one and asked for forgiveness.” With the ever-increasing cost of doing business and the end of the financial year looming for many, there can be no doubt that a few operators will be forced to make a difficult decision about the future of their business. To these operators, my thoughts are with you. The Accidental Trucker

122 New Zealand Trucking April 2023

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