New Zealand Trucking July 2019

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Video A U C K IN G D I G I T

22 The Silk Road

‘Car’nivore transporter

also…

06 08 42

Editorial Road Noise

Industry news

Trucks of NZ Post

Never say die

48 50

Aussie Angles

62

Light Commercial Test

Fuelling Opportunity

Crandon’s plan

46

54

Just Truckin’ Around

Training games

Bricks are out

66

Industry comment

HV Compliance

95

58 The Italian Job Stealth, and planning

IRTENZ Conference

Programme

INTERNATIONAL TRUCK OF THE YEAR

Top Truck

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Associate Member New Zealand Trucking

July 2019

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EDITOR

Dave McCoid

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

For all Advertising enquiries for NZ Trucking magazine and Truck Trader contact: Matt Smith

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

Pav Warren

Ph: 027 2014001 Email: pav@nztrucking.co.nz

SUB EDITOR

OFFICE ADMINISTRATION

CONTRIBUTORS

PUBLISHER

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

Ricky Harris

Georgi George

Long Haul Publications Ltd OFFICE

Long Haul Publications Ltd PO Box 35 Thames 3500 C/O Purnell Jenkison Oliver 611 Mackay St, Thames 3500

ART DIRECTOR

John Berkley

38 No winter gloom in Gore Golden guitars and gear changes

regular columns 68

DIGITAL IMAGING

Willie Coyle

Fuel for Thought Never easy

DIGITAL MANAGER/CONTENT

Louise Stowell

70

Tech Topics Shock resistant

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 Further details and online complaints at www.presscouncil.org.nz

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Product Profile Sebco DEF storage

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New Rigs

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New Bodies and Trailers

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Truckers’ Health

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Share the Road

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Health and Safety

Little Truckers’ Club

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78

Legal Lines

What’s on/ Cartoon

80

NZ Trucking Association

94

The Last Mile

99

TTMF

82

Road Transport Forum

Member profile

Two years

(22 issues) .............$151

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44 NZ Model Truck Assn ABC Audited circulation 7092 as at September 2017 Nielsen audited readership 95,000 as at 01–2016

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EDITORIAL

Where do you sit?

S

now and then may yield an insight or two, and do much to build relationships.

Driving, straps, curtains, sides, tarps, chains, binders, pissing in a bush on the side of the road because there was nowhere to stop at the new bypass adorned with expensive artwork, all that real stuff.

What about the three CEOs of the industry associations? Are there such days pencilled into their diaries? I’d like to see the two speakers from WorkSafe who attended the NZ Trucking Association conference get out and get into it for a week also. After all, they should be aware first-hand of the tenuous thread their lifestyle hangs on.

Yes, absolutely its horses for courses and skillsets for tasks. I’m not saying be out there every week, I’m suggesting once every couple of months for the association heads maybe, or twice a year for the breathers of rarefied air. If you’re about to launch into a patronising discourse on the value proposition of doing that, then imagine it’s not me you’re engaging with; after all, who am I? If this gig were over tomorrow, I’d just be another set of knuckles seen holding a steering wheel through a windscreen as you flashed on by in the other direction.

No, imagine instead it was the late Bill Richardson, renowned for doing just that. He knew empathy garners better management decisions than sympathy, and those at the coalface often had something worth listening to. Oh, if you don’t know who Bill Richardson was, well, there it all is really, in a nutshell.

What’s driven this is looking at the level of representation we have, the initiatives that abound coercing people into the industry, and the reality of what’s actually going on out in the field. There appears to be a disconnect between the sell job and what’s actually happening at ‘pit bottom’.

ince John Murphy passed away my ability to get out on a regular basis and cart a paying load on a working truck has understandably been a tad compromised.

It’s something I’ll potentially get back on top of soon, all going well. There’s a world of difference between doing that, and driving a truck in any other context.

The world where you climb in and turn the key, knowing there are now 13 hours and 45 minutes gross time to achieve a task list that’s been put together with moderate considerations for disruption at best, is incomparable to the privileged positions the likes of myself are in.

Truck driving is a job that can quickly lose its ‘romance’, as anyone at the coalface will attest. Getting to the point where you’re that guy or gal who always appears calm, in control, with a truck that always looks sharp, and can truly pretend to take on that fabled moniker as a ‘paid tourist’, is no small feat. And I’m not taking a swipe at operations people in that overture, just for the record. They’re dealing with a reducing workforce with changing values, and freight rates that still don’t come close to reflecting the true costs.

We have two new people in senior positions in the road transport ‘influencing’ industry. Nick Leggett’s at the helm of the Road Transport Forum and Kane Patena at the NZTA. I wonder how many times a year they intend donning some more robust clothes, boots, hard hat, hi-vis vest, goggles, ear muffs, and gloves, and getting out for the day with a truck driver, and actually getting stuck in.

Kane himself said at the recent NZ Transport Summit that driving the family car is as close to the industry’s technical competence as he gets. Given the disconnect present in the agency over the past number of years, a nonPR-generated day out in the field every

One exciting thing that’s happened this month is the start of our collector cards. We’ve wanted to get going on them for a long time. When all is said and done and the ‘noise’ is cast aside, the one resounding reality is that I’m involved in the industry for one reason and one reason only; a love of the machines. Even the thought of the collector cards ignited a bonfire in me and I felt nine again.

I want them all as much as the next person.

In the discussions there were a couple of rules that I wanted at the outset. The first is we’ll never use a picture in the cards that’s been used before in the magazine. They’ll all be garden fresh. Second, as long as I’m in the editor’s chair, there will only ever be what’s printed with the magazine run they appear in; no extras, run-ons or reprints.

Other things we’d like to do aside from those two fundamentals is to include a heritage, classic, yesteryear truck in each batch also.

We’ll see how that goes.

Obviously, there’s got to be some perks to having the job so I’ve taken the liberty of making the first heritage picture a truck that had a colossal influence on me as wee fellow, a truck driven by one of my great mentors.

We hope the cards bring you joy.

Dave McCoid Editor

adapted masthead.indd 1

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New Zealand Trucking

July 2019

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

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ROAD NOISE NEWS

Strong economy good for wellbeing

R

oad Transport Forum CEO Nick Leggett has commented on the 2019 Budget in one of his blogs, saying it would be a heartless person who didn’t commend the Government for the commitment it showed to New Zealand’s most disadvantaged people in announcing its Wellbeing Budget on 30 May. “It would be good to get to the bottom of why this country needs to spend so much on mental health care and why many of our young people don’t seem to have much hope. When you look at the Scandinavian countries that always score so highly on global ‘happiness’ surveys, it seems that at least one factor contributing to a nation’s wellbeing is a strong economy that offers hope of a good, balanced lifestyle. May’s Budget was not one that will transform our economy.

“As a trading nation that is moving goods around 24 hours a day, seven days a week, road transport is the lifeblood of our economy. Currently trucks transport around 90 percent of New Zealand’s total freight by weight, with seven percent going by rail and the rest by air and coastal shipping. Your food, clothes, furniture, cars, whiteware and appliances, office products, technology, and pretty much everything else, has travelled via truck at some point to get to you.

“So, it is concerning to see so much money being pumped into rail – $1.41 billion allocated to KiwiRail over the next two years in this year’s Budget – without an equivalent investment in roads.

“And it was disappointing to hear Prime Minister Jacinda Ardern in her Budget speech at Parliament shout, “If you want to talk about safety on our roads, get freight off it and get it on to rail”. Incidentally, we would like to see the evidence behind this call. Also, how will the big investment in rail take freight off trucks specifically? The truth is that there is a lot of money going into rail that will probably not shift the freight task in any measurable direction away from roading.

“This push to revive a rail freight network that has essentially

failed in the past and as a consequence, has become rundown, at the expense of the Nick Leggett already functioning road freight network, Chief executive doesn’t feel visionary. If ever, it will be a long officer time before there is any evidence of more freight being moved by rail and fewer heavy trucks on the road. In the meantime, road conditions will worsen without investment and that will impact road safety and the economy. It all feels fine when we have a strong economy, but we require the Government to be investing now in modes that will carry and build our nation when things slow.

“With the Budget also pouring more money into forestry, it seems extraordinary that the Government hasn’t considered what happens to all those trees when they are harvested. They go offshore, to boost our export earnings, and they get from the forest via logging trucks – heavy vehicles that need good roads.

“Anyone who spent Budget night in Wellington’s wild weather trying to get home to the suburbs out of the city, by car and public transport – a two-hour journey for many that would normally be 20 to 40 minutes – will be aware of how lacking in resilience our infrastructure is. They might have spent some of that time gridlocked on both State Highways 1 and 2, contemplating the value of maybe some Budget dollars going to securing our economy and productivity with good, resilient infrastructure.

“As politicians were in the Beehive clinking their glasses of pinot noir and congratulating themselves on their citizens’ wellbeing, on the dark, wet, windy streets beyond their windows it felt like the economy was slowing even more and its vitality – our extensive roading network that needs to be resilient in a country plagued by natural disasters – was being ignored. The Budget didn’t feel very strategic, or like there was big-picture future planning; more like doling out money to the pet projects of coalition partners.”

Renewable hydrogen on way

B

allance Agri-Nutrients and Hiringa Energy has confirmed a joint development agreement for a major clean-tech project in Taranaki to produce ‘green’ hydrogen using renewable energy.

The $50 million showcase project of Taranaki’s new energy future will be based at Ballance’s Kapuni ammoniaurea plant, and is seen as a catalyst for the development of a sustainable green hydrogen market in New Zealand to fuel heavy transport – as fleet operators push to reduce carbon emissions in response to zero carbon legislative change.

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New Zealand Trucking

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The Kapuni Green Hydrogen production alone is expected to generate sufficient ‘green’ hydrogen to supply up to 6000 cars, or 300 buses and trucks per year.

Under the Joint Development Agreement the two companies are planning the construction of up to four large wind turbines (with a total capacity of 16MW) to supply 100% renewable electricity directly to the Kapuni site, and also power electrolysers (electrolysis plant) to produce highpurity hydrogen – for feedstock into the ammonia-urea plant or for supply as ‘zero-emission’ transport fuel.

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ROAD NOISE NEWS

Showcasing national driving talent

T

R Group Ltd has teamed up with the NZ Trucking Association and the Road Transport Forum to restart the New Zealand professional truck driving competition.

The New Zealand Truck Driving Championship has had a complete overhaul and will be a premium event on the trucking calendar.

It will now mirror overseas competitions, which means a new format and different challenges will be introduced. The competition will be structured to encourage drivers from all over New Zealand to participate. There will be several ways to enter the national competition – companies may choose to sponsor their top drivers and fund their trip to Christchurch; larger companies may like to hold their own in-house heats in order to select their best drivers; or individuals are welcome to enter and will be encouraged to do so.

Entries are limited and interested drivers are advised to enter quickly as places are expected to fill quickly.

The competition will run alongside the 2020 TMC Trailers Trucking Industry Show being held 20 to 21 March 2020 at the Canterbury Agricultural Park in Christchurch.

The competition area will be set up with grandstands and commentary, providing a great public spectacle and showcase of professional driving skills.

The categories are: Class 5 – Truck and Trailer Driver of the Year; Class 5 – Semi Driver of the Year, and Class 2 – Driver of the year.

Selected from these competitors will be the Supreme Champion Truck Driver of the Year 2020. There will also be special recognition for an Up and Coming Young Driver and Woman Driver of the Year.

2018 Championship winners will be eligible to defend their titles, with automatic entry into the finals on the Saturday 21 March 2020.

Competitors can only compete in one category. Three competition courses will run simultaneously, so that the audience can follow the progress of each category from the grandstands. Once the competitors have completed their part, they can enjoy all the 2020 TMC

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New Zealand Trucking

July 2019

Trailers Trucking Industry Show has to offer.

Finalists will be announced at the completion of the heats on Friday and the finals will take place on Saturday 21 March, during the TMC Trailers Trucking Industry Show. The awards will be celebrated at the Teletrac Navman Industry Show Dinner and Awards Ceremony that night. Winners will also receive recognition at the 2020 Road Transport Forum conference.

“Trucks are an essential part of

“Inspiring the next generation of drivers and celebrating all that is great about our industry is exactly what we had in mind when the competition was relaunched in 2015, and we look forward to seeing an exciting competition that draws the crowds in Christchurch next March at the TMC Trailers Trucking Industry Show.”

The New Zealand Truck Driving Championship comes with a huge prize pool for the winners and runnersup. Each winner of the three driving

everyday life and can only be driven by trained professionals. It’s time to showcase the skills that New Zealand truck drivers have and there is no better way than to have them compete against each other at a premium event to reward the best truck drivers. Holding the competition at the TMC Trailers Trucking Industry Show makes sense. It gives the competitors something to do while they are not competing and it’s an opportunity to involve the public and inspire the next generation to choose trucking as a career,” said NZ Trucking Association CEO Dave Boyce.

“TR Group is delighted to continue its four-year sponsorship of the New Zealand Truck Driving Championship as it evolves into a truly modern test for our skilled industry professionals,” said TR Group MD Andrew Carpenter.

categories will receive a prize pack valued at $5000. The winners’ prize packs include $2500 cash; a trip for two to the 2021 Brisbane Truck Show, including airfares, three nights’ accommodation and entry tickets; and a goodie bag. The runners-up receive $1000 cash, and recognition awards will receive trophies.

More details and registration will be available on the website: www. truckingindustryshow.co.nz. Registration is open and you can request an information pack by emailing rebecca. dinmore@nztruckingassn.co.nz. Once registered, updates will be sent with more details.

Additional sponsorships are available, please contact Carol McGeady carol. mcgeady@nztruckingassn.co.nz.

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ROAD NOISE NEWS

TRT expands in the mainland

T

idd Ross Todd Limited moved into new, larger premises in Hornby, Christchurch in June.

This came 10 months after the first TRT branch in Christchurch was established to better service its South Island customer base.

“As a 100% New Zealand-owned business, we are excited to continue to deliver the TRT standard of service and expand our product offering in the South Island. It is an integral part of TRT’s strategic growth plan. We have also recruited another six parts experts and warehouse staff locally to make this possible,” said TRT national sales manager Gavin Halley.

The new, larger warehouse facilities enables TRT to carry a greater variety of truck and trailer parts locally, as well as extending TRT’s capacity to service their growing network of customers in the South Island.

“TRT already stock the most new and remanned transmissions in New Zealand, so this expansion of our warehousing will enable us to have a greater stock levels for the South Island, making sure customers have the application they need, when they need it,” said TRT’s Christchurch branch manager Ed Foster.

TRT has been HIAB’s New Zealand distributors since 2018 and the additional warehousing also allows greater stock levels of parts and equipment for the Hiab range

of products. This increased stock availability will continue to support TRT’s expanding HIAB sales and service network across the country.

While the initial focus will be to support customers and service networks, TRT will look to expand the number of products and services offered. Over the coming months, TRT will increase expertise across the South Island.

This expansion will also include the development of South Island-based service and installation of truck and machinery seating solutions and the installation of Traction Air CTI on the new site.

The move to larger premises is in conjunction with MC Transport Repairs Ltd (MCTR), which has relocated

its operations, purchasing the NZ Trucks Brydone Road workshops, and expanding operations to 48 mechanics and 25 workshop bays.

This is also an extension of the already successful relationship TRT has with MCTR and owners, Ross Graham, John Mason and Sheldon Close. TRT will directly supply all parts for this new service operation.

The IVECO representation at the Brydone Road site remains, with TRT and MCTR being focused on their specific workshop and parts functions respectively, to bring new levels of IVECO service to the Canterbury region.

Success for all parties

L

ast year Deals on Wheels and Truck Trader combined strengths in an initiative that would improve the value proposition for their customers. Latest ABC audit figures show Truck Trader with a circulation of 19,227*, making it the clear leader in the used truck publication market.

“It was completely the logical thing to do for both publications,” said Long Haul Publications sales and marketing director Matt Smith. “So many truck

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New Zealand Trucking

July 2019

operators have machinery connections and vice versa. The response has been fantastic. We are currently working on joint online projects which will be available in the coming months, cementing even more the position of both publications as the industry choice.”

Truck Trader is printed and inserted into New Zealand Trucking

magazine 11 times per year, and inserted into 11 of the 13 annual Deals on Wheels publications.

“Today customers want their spend to return the best yield. We believe our breadth of media product and desire to collaborate and investigate new ways of delivering the message makes us the logical choice,” said Smith. *ABC audit figures 31 March 2019

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ROAD NOISE NEWS

IVECO partners up in the deep South

I

veco New Zealand has partnered with Diesel Transport Services in Dunedin and Southern Mechanical Services in Invercargill. The two businesses will represent Iveco as parts and services agents/dealers.

Diesel Transport Services is a small, family-owned business that has been operating for the past eight years. It has a team of enthusiastic and knowledgeable tradesmen and offers a CoF service on site, which allows for a faster turnaround.

In addition, Diesel Transport Services can offer diagnostic services for many makes and models. The team members are experts in their approach to getting things moving again.

Covering all your automotive service needs, repair and breakdown requirements is Southern Mechanical Services.

The Southland-based family-owned business services Invercargill and the wider Southland area. Southern Mechanical Services stock all Iveco brand parts.

Dannevirke rail hub

A

potential rail hub near Dannevirke could take 200,000 tonnes of logs off the regions’ roads, says KiwiRail deputy chief executive Todd Moyle.

In June the government announced $400,000 from the Provincial Growth Fund for government officials to evaluate the potential of a new rail hub near Dannevirke and, if successful, up to $4 million for KiwiRail to build the hub at Tapuata.

Moyle said KiwiRail had been considering a hub near Dannevirke for a while and it would take a lot of pressure off the regions’ roads as forestry harvests increased.

“We applaud the Government’s interest in a potential rail hub near Dannevirke and the staged approach is a sensible one. There is a strong case for a rail hub in that area and we will be working closely to support agencies with their evaluation.”

Moyle said Dannevirke was only 37 kilometres from Titoki Forest, which is already transporting more than 50,000 tonnes of logs a year to Napier Port by road.

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ROAD NOISE NEWS

Chair appointed to NZTA

S

ir Brian Roche has been appointed as the chair of the NZ Transport Agency.

Transport Minister Phil Twyford said Roche’s appointment is for a three-year term, starting 11 June 2019.

Roche is an experienced director with an extensive track record in both the public and private sector, and brings a wealth of experience to transport sector governance.

The NZTA’s core functions are to plan and invest in New Zealand’s land transport networks through the National

Land Transport Programme and to regulate those networks.

Twyford said the NZTA had a crucial role to play in creating a modern and sustainable transport network.

“There is currently a review of the Transport Agency’s regulatory functions under way, which the Government expects to receive shortly. A key focus for Sir Brian will be implementing the direction signalled from that review, and I am confident in his ability to make that happen.”

Sir Brian Roche

Napier to Wairoa on rails

K

iwiRail has completed the restoration of the Napier to Wairoa rail line and in June was in the final stages of preparing to run trains to get the district’s logs to market.

“With work on the line complete, our next focus is to establish a log hub in Wairoa so we are ready to begin running trains once harvesting gets back into full swing at the end of winter,” said KiwiRail Group chief executive Greg Miller.

The amount of timber flowing from forests in the region is expected to quadruple in the next four years, and Miller said KiwiRail was taking a staged approach to meet this

demand, starting with two services a week from later this year.

“Once the harvest gets into full swing we expect we will be running up to six trains a week. That means more than 5000 fewer truck journeys from Wairoa to Napier a year initially, rising to more than 15,000 as our services increase.”

Miller said moving logs by rail takes pressure off the roads, and reduces greenhouse gases.

The 115 km stretch of rail line was mothballed in December 2012 following severe storm damage.

Otago Polytechnic – Cert in Heavy Automotive Engineering

O

tago Polytechnic is opening a new avenue in its automotive programmes – a New Zealand Certificate in Heavy Automotive Engineering.

The Level 4 programme is the result of close consultation with local industry and meets an acknowledged skills shortage.

The New Zealand Certificate in Heavy Automotive Engineering has strands in road transport, plant and equipment, agricultural equipment, and materials handling.

It is structured in the same format as the polytechnic’s light vehicle/auto electrical programmes, which have been highly successfully in training apprentices to meet industry needs in the Otago region.

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New Zealand Trucking

July 2019

Otago Polytechnic is also expanding its New Zealand Certificate in Automotive Engineering (Level 3) (Pre-Trade) programme to offer increased content training in heavy as well as light automotive engineering training.

In addition, there are plans to offer Heavy Transport Driver Licence (subject to NZQA approval) training from September.

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ROAD NOISE NEWS

Tasman tearaways!

R

esidents of the Nelson Bays, the West Coast and Marlborough need to hit the brakes, according to New Zealand Police data analysed by Teletrac Navman.

The analysis of speeding tickets in the Tasman Police District found a speeding infringement level of 1.01 per capita over four years. The second highest speed infringements per capita was Waitemata at a rate of 0.82, followed by Waikato at 0.74.

Wellington (including Hutt Valley, Kapiti-Mana and the Wairarapa) had the lowest number per capita at 0.34.

Ministry of Transport data shows that speed is a contributing factor in about one third of all fatal crashes. The average number of deaths per day over the past 10 years has reached 0.9, or about one person per day. That means approximately one person loses their life on New Zealand roads every three days due to driver speed.

The infographic is based on New Zealand Police’s road policing data from January 2015 to December 2018.

Employment

For more information call us on 09 622 8817, or visit our careers page at www.envirodriver.co.nz 0719-26

DRIVERS WANTED

Our vehicle operators are the driving force behind our success and we’re always on the look out for new talent. If you have a clean Class 2 licence and are seeking a career that offers job security, great work/life balance and plenty of training and career opportunities, then we would love to hear from you!

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ROAD NOISE NEWS – light commercials

P HOT O: M E R C E DE S -B E NZ NZ

RVE X Class.

The RVE X-Class interior is as edgy as the exterior.

Ute heaven

I P HO T O: H OL DE N NZ

t was utes-a-go-go at the 51st annual Fieldays at Mystery Creek, with Holden and Mercedes among those to showcase eye-popping limited edition ute variants.

Holden’s Colorado ROX started a nationwide tour from Mystery Creek. A homegrown special, it was developed with Retro Vehicle Enhancements and features 35” Black Bear mud terrain tyres and custom flares. A 6” suspension lift hoists the body, drop steps follow to ease entry and egress, and there is a bespoke steel bumper, carbon fibre high-rise bonnet, a cargo deck system and tray extender, plus an extended roof bar with retractable lights.

For Service & Supply See Your Local Battery Town Specialist

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July 2019

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ROAD NOISE NEWS – light commercials Sports seats and leather upholstery complete the picture.

Mercedes introduced its V6 X-class, powered by a 3.0-litre 190kW/550Nm 6-cylinder diesel. The X350d 4MATIC is priced from $81,205 – and was made extra-eye-catching for Fieldays with a limited edition RVE after-market edition.

Ford updated its Ranger ute by adding auto emergency braking and pedestrian detection to all Ranger models. Standard safety tech now includes a lane keeping aid, traffic sign recognition, trailer sway control, and auto high-beam.

Mitsubishi introduced sharp pricing for the Triton, with 4WD models starting at $31,590 plus GST and on-road costs, and the GLX-R double cab at $39,990.

Toyota’s new pricing policy prevented special price deals, but its Hilux did come with three years’ free servicing, zero percent finance and a $2000 King Tony Toolkit with any Hilux purchased at Fieldays. 

In the well-side – news snippets HYUNDAI has unveiled a system that uses acceleration sensors to estimate the gross weight of a light commercial electric vehicle and evaluate the terrain it’s covering, and then modify the torque output to suit. That cuts potential wheelspin, uses only the power needed, and alerts the driver to estimated range according to load.

DAIMLER says the arrangement with Nissan that saw the Navara underpin the Mercedes X-class won’t last beyond 2023. Mercedes will need to design the X-class from scratch, or develop a new partnership. Meantime, Ford and VW will co-build their utes, Mazda and Isuzu likewise, and Mitsubishi will co-build with Navara.

TESLA will launch an electric ute for under US$50K, says CEO Elon Musk. He describes it as like a Blade Runner truck, and says it will include power outlets for heavy-duty tools.

The ute is likely to be unveiled late this year.

AGILITY ROBOTICS is making a headless, walking robot to deliver goods from a driverless vehicle to the recipient. The robot can carry 18kg.

WELLINGTON’S FIRST FULLY ELECTRIC RUBBISH TRUCK has started work at around 40 Wellington City Council social housing sites, for Professional Property and Cleaning Services.

The truck has a 180km range, and recharges at its depot.

PREMIUM

MAHA New Zealand Toll Free: 0800 624 269 Email - Admin@Maha.co.nz BDM: Bruce Hundley Mob: 021 344 351 MD: Mick Lauster Mob: +61 419 587 210

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New Zealand Trucking

July 2019

NZT172-1

WORKSHOP EQUIPMENT

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Euro 6. Protecting the environment is everybody’s responsibility.

The entire New Zealand range of Mercedes-Benz Trucks are designed with a rigorous focus on environmental conservation, effectiveness and performance. The benefits for our customers are low fuel consumption, long engine life, extended maintenance intervals and a major reduction in harmful pollutants.

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Fuel consumption 7% lower than Euro 5

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ADBlue Consumption 40% lower than Euro 5

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Trucks & Trailers Ltd | Auckland | Palmerston North | Wellington | 0800 327 777 Keith Andrews Trucks Ltd | Whangarei | Hamilton | 0800 4 87825 Prestige Commercial Vehicles | Christchurch | 0800 37 98 99

Mercedes-Benz 0719-27

Trucks you can trust

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MAIN TEST

The Silk Road Story by Dave McCoid

Photos and video by Dave McCoid and Carl Kirkbeck

Mixing experience and passion with execution and a decent whack of humility will likely yield an outstanding result. The latest car-carrying creations from Aucklandbased Carr & Haslam Ltd are a clear sign that all of those attributes are abundant in the company’s fabric…

Powering to the change-over close to the summit of the desert.

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I

f you’ve ever had the privilege of looking at Chris Carr’s photo collection following a trip to the IAA Hanover show, it won’t take you long to understand what really spins his wheels. There’ll be 10 photos of car transporters in both macro and micro detail for every other genre of freight ferrying fabrication. When it comes to IP on anything to do with how many times four wheels will go onto 20, he and his team at Carr & Haslam Ltd are your go-to people. Chris is the CEO of one of our nation’s oldest and most recognisable transport companies, and the best place for a chance meeting to discuss the nuances of vehicle freighting is more than likely the company’s Mt Richmond Domain depot in Mt Wellington, at about 5.15am.

On a frigid June morning with showers whipping across the yard he’s there, clad in coat and beanie with his drivers and yard crew, buzzing around a 10-car transporter being stripped of its load following arrival back home from a Turangi swap.

It’ll then be reloaded for immediate departure back to the centre of the island in the hands of day driver Gary Phipps.

“Bloody cars. It’s a battle because you’re never privy to what’s being designed, the new model will come out longer, wider, higher, or with less ground clearance…or more, so all we can do is constantly chase height, width, and length, and try to figure ways to find space within the constraints of VDAM. I love it,” says Chris, smiling and shielding his face from the rain.

Pegs and holes

Imagine a cube of air, 23m long, 2.55m wide and 4.30m high.

Now imagine trying to design a vehicle transporter that took up as little of that space as possible, but retained state-ofthe-art safety, power, drivability, and comfort. Making such a vehicle has ‘driven’ the thought processes of car transporting people since Karl Benz said ‘Look at ziss, Bertha. I might be onto somezing’.

To make it worse, the optimal union of cargo and carriage in the world of vehicle transportation has got ever more challenging over the decades. While most technological advances result in things getting smaller, cars have grown, and 10 modern automobiles take up a powerful lot of space.

Add EVs into the mix and you need to consider weight in the conundrum also.

But let’s not stop there. For Carr & Haslam, it’s even more taxing, with much of the company’s work in higher end vehicles, meaning extra high or extra low, extra wide, extra heavy… it’s all amplified beyond what’s posed with your normal family Hillman Hunter.

And then there’s the carriage itself. Gone are the days when productivity ruled. Some of us remember the cab-under trucks Car Haulaways experimented with in the 70s, and then in the 80s the MCE Mack arrived and rewrote the book on low, cramped cabs with grunt to burn. However, safety and comfort weren’t really high on the priority list of manufacturer or customer at the time, and thankfully neither offering would cut the mustard in 2019. Today’s truck must present as safe and accommodating as any motor vehicle, not to mention additional space-hogging ‘jewellery’ like DEF tanks and SCR exhaust systems.

Taking all those considerations on board, it’s little wonder then that the spectacle of Carr & Haslam’s latest 10-car marvel, parked before us in the floodlit tempest, was utterly jaw-dropping.

Lovely bones

One of two identical units, the base truck comprises a Mercedes-Benz Arocs 3246L 8x4 rigid at 5750mm wheelbase towing a 2-axle Jackson Enterprises Ltd ‘Stinger’ simple trailer.

Mechanically they’re reasonably stock product with the twin overhead cam 10.7-litre 6-cylinder BlueTec 6 OM470

Left: A clear visual

Above: Cab up

of just how tight

and there’s the

things are.

impressive OM470 with its rerouted exhaust.

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WWW.GOCLEAR.CO.NZ Fieldays Frolics The morning after our run to the centre of the island we shot a load down to the Agricultural Fieldays site in set-up mode at Mystery Creek and really got stuck into some deck callisthenics!

From this…

To this…

To this…

To this…

Voila!

The Phipps Mk1 ramps are working a treat, with the middle section that lifts out and slides up to the

Hydraulically driven threads allow safe and pinpoint deck

lowered top

positioning. Deck-mounted controls have traditionally been the

deck.

method of operating the units; now Gary can stand back from, or right up close to, the action.

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Loading ex the port is a huge part of Carr & Haslam life, and when the schedule allows the 10-car units get in on the action too.

engine sitting snuggly between the rails. Of course, our most recent encounter with this snazzy wee engine was in the new Fuso Shogun. It’s a supreme example of an uber modern diesel engine aligned to the modest displacement high output philosophy. Obviously, that makes it supremely well suited to life charging around the nation under a car transporter.

It’s a Euro 6 burner via SCR and EGR, although it’s a patented EGR system that significantly reduces complexities once associated with the treatment methodology. Asymmetric charging, as it’s called, essentially means exhaust gases are managed via cylinder allocation (four to six always go direct to turbo for rapid spool-up) in relation to engine map via a clever infinitely adjustable flap located closer to the emission source. The result is that sensors and the EGR control system once found downstream are now in the skip out back. It has an asymmetrical fixed turbine turbo charger and uses Daimler’s X-Pulse injection system with pressures boosted in the injectors that supply optimally shaped combustion chambers. What transpires as a result of all this intellectual fallout is a simpler, cleaner engine that appears to be on appetite suppressants in terms of fuel.

As we saw in the Fuso, it’s a tenacious beast and working around the low- to mid-40 tonne mark is its sweet spot – sub40 it’s in heaven. The 335kW (455hp) top power number kicks in a hair under 1500rpm and barely falters until 1800rpm.

Torque peaks at 2200Nm (1623lb/ft) right on 1100rpm, with little sign of abating until 1450rpm. Normally small displacement motors struggle to hold their performance high points for as long as the big bangers do, but OM470 hangs on like a miniature Schnauzer with your sock. It’s more like a 13-litre story in terms of the power/torque trace with the ripest harvest around 1400 to 1600rpm.

Behind the OM470 is the 12-speed Power Torque-3 G-281 (G meaning M-Benz Trans, and 281 denoting torque of 2810Nm, in case you’re wondering). There’s no need to reiterate what we think about this AMT. Its arrival catapulted Daimler’s auto-shifter into the rock star club, and as we found with the Fuso where the base cog-box appears with

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the ShiftPilot moniker, it’s the transmission that really makes the package. Its .6-second shift times and melted-butter-like smoothness are the cornerstone to the overall efficiency, both in terms of performance and fuel consumption. A superb example was leaving Waharoa after the daybreak coffee stop.

Back in our seats, Gary simply flicked the wand tumbler into D, stood on the gas and the unit catapulted out of the parallel park, reaching the 50km/h limit in a way few truck drivers could have dreamt of prior to say the arrival of the first I-Shift Volvos.

Axles and suspension-wise, up front are twin offset axles on taper leaf springs and shock absorbers rated at 7.5 tonnes each, and out back Mercedes-Benz RT440 hypoid tandem set with diff and cross locks on the hindmost axle reside on proprietory 8-bag air suspension rated at 26 tonnes total.

Brakes are disc all round, with EBS, ABS, ASR (Anti-Slip Regulation) and stability control.

Sulphuric AROCS

Aside from the fact the famous colour is sulphur yellow, the latest creations from ‘The house of Carr & Haslam and friends’ have really put the acid on what was previously thought possible in the car transporting world without going berserk on something cultivated in the ultra-abstract universe of bespoke PBS. The base offerings needed to be attacked vigorously to get the final outcome everyone wanted. Off the assembly line the height at the top of the rail was 1030mm and that needed to be 940mm. The bulk of this came via the suspension mod done on the ‘stock specials’, used to increase room in cattle crates.

It’s achieved by installing a smaller axle-to-spring spacer and special shackle plates on the two front axles, then repositioning the second axle steering ram using a factory modification.

The front axle gets altered shock mounts and off-set tie rod ends. In the hindquarters, the trailing arms are moved to the upper position in the suspension hanger and the suspension is recalibrated. A few more millimetres were clawed back via the use of 295/60 profile tyres. Being the maverick ‘spec’ dude

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Gary leaves the city bound for Mt Richmond.

The Sting in the tail. Alive and well with its inverted fifth-wheel

he can be, Chris hasn’t ruled out 19.5” drive wheels either on future incarnations. “I’ve been warned about brake wear, but it’s been done before successfully. I don’t really see a problem.

Every millimetre is gold in this business.”

The air cleaner was relocated under the cab and the air pick-up was rerouted, collecting from the front behind the grille. Chris said that there have been no issues with operating temperatures, and that’s with the first unit running right through the heat of summer. As for gases leaving the truck, the exhaust also needed a major re-route so it didn’t obstruct the chassis rails, and the treatment unit, battery box, and fuel tank were all lowered.

“In the base Arocs exhaust routing is not a biggy because of the intended construction application, but here it was a major,” said Chris. “I can’t overemphasise the work the team at Trucks and Trailers put into getting these things right.” The exhaust pipe now leaves the back of the cab and tucks down the back of the front guard and then along inside the second steer to the aftertreatment unit.

From the body perspective, the mounting is interesting also.

Because the deck only needs to be a pair of wheel tracks, it can dip either side of the chassis rails – by as much as 70mm in places – in order to claw back valuable height and length.

Looking from the side you can actually understand the frustration at the need to get the decks over the truck’s drive wheels.

The Jackson Enterprises body and 11.98m trailer on BPW running gear are works of art for sure. The bellies of both truck and trailer are fixed, but the top two sections of the trailer and rear section of the truck can be manipulated all you like via threads located in the main support towers that run hydraulically off the PTO. That means the top decks can drop all the way down so big things like vans can take their place. The top front section on the truck can be ‘tweaked’, but limited of course by the presence of the accommodation block underneath. On top of the right front tower on the truck body there’s an aerial, which at its highest point is a convenient 4.3m.

Gary Phipps says one of the real boons with the new units is the remote controller that allows the operators to stand ‘right there’ and know exactly the clearances they’re working to.

The famous ‘Stinger steer’ as it was colloquially coined back in the day is now an entrenched part of the Kiwi vehicle logistics scene. They’re a simple trailer in technical terms by virtue of the connection being an assembly mounted off the rear of the truck, as opposed to a semi-trailer where the connection is built into the truck’s chassis.

Attachment is via an upside-down fifth wheel located on a sliding mount on the underside of the trailer, with the pin receiver facing forward. The king pin is mounted on the towing vehicle. The main benefit of this set-up is the pivots are on the trailer not the truck, so when the trailer’s laying off a wee bit, there’s no torsional stress on the rear of the truck.

It was not an uncommon way of hooking a tractor to a semi in the 80s, coming with an additional security benefit also, i.e. the baddie needed the appropriate front bit in order to hook on. Its Achilles heel however, was contamination. In applications where hooking and unhooking were a frequent event, the exposure of the jaw mechanism meant stray dross risked incomplete connection, and as such they were banned for general use. Car transporters however, won a reprieve on account of the near permanently connected state they enjoy and the improved cornering stability the system offered over pin and eye or pintle hook couplers.

Because the turntable’s on sliders, the two halves slide together for loading and unloading, obviating the need for pesky ramps. There’s still a need for ramps out back, which Gary happens to be well proud of on account of having a part in developing the latest ‘in-car-nations’ (sorry).

“We used to have little jockey ramps for getting the cars onto the top deck when it was down. They reduced the angle of attack from the main ramps to the deck. I developed these new ones with a sliding fillet in the body of the main ramp that lifts up, comes forward, and hooks onto the top deck. They’re magic. I’ve not used the jockeys yet on these trucks.”

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An amazing use of space.

George Clarke would be blown away!

Day spa with extras There’s no arguing the fact the 2.3m M-cab CompactSpace is a day cab, well almost. You’d think cramming 10 of the good autos on top and out back would leave the driver with precious little cat-swinging room, but it never ceases to amaze us that with the same ruler, pencil, and paper, how modernday designers can do so much more with available space resources than their counterparts of yesteryear.

Looking at Gary sitting in the hot seat of the Arocs, he’s got oodles of space fore, aft, and above. In fact, there’s a healthy quarter cab behind the seats, with handy lockers, the left one accessible from the outside.

It’s true there’s not an oversupply of storage beyond that, with the bulk of it being trays and cup holders spread around the engine tunnel and the door pockets.

Materials are heavy rubber, vinyl, and plastics in mainly black and dark tones, and very serviceable, an important consideration given the number of people involved in daily operation and speed of turnaround. We have to say both trucks were immaculate inside.

The cockpit is a familiar place now,

It’s a great cockpit ergonomics.

New Zealand Trucking

deck structures aside it’s a light and airy place with the side glass on the door windows coming right down to leg level, and forward visibility is superb. Mirrors are voluminous and well placed, with the usual caution required for left-right clearances. That’s one huge modern-day issue the mirrorless Actros is going to send packing. That would almost convert you…maybe.

Access is superb – you could almost jump in with a decent run up, and in terms of ride the day cab is ‘day spa’. The four-airbag set-up and long wheelbase combine to make every trip a treat for occupants; with just that funny little side-to-side thing every now and then…maybe it’s the Stingers’ influence, who knows.

Car transporter drivers have always ‘faced’ the oncoming traffic with a low stance and precious little between their knees and the outside. Once preservation was all down to their skill, but now the shell in which they sit does all it can to help also. The Arocs cab exceeds Swedish cab strength requirements as well as ECE R29.

An easy place to spend the day.

that delivers superb

28

rapidly getting more and more familiar given the Shogun’s arrival. It’s a dash we enjoy immensely with its 4-gauge binnacle and vehicle analysis and telematics screen between the gauge sets. A wrap containing switchgear, infotainment, climate, park/trailer brake, and traction assist control swings away to the left and everything’s easily to hand. RT, CB and minor switchgear are in the overhead.

The smart wheel, too, is equally ‘old friend’, and will likely pop up again when the Cascadia arrives next year.

Cruise control functions are on the right spoke and the menu for the central screen on the left. The left steering column wand houses indicators, wipers and dip, and the right, in the same form factor, is the transmission/engine brake operation. Steering column adjusts for height and rake, as if that needed to be said.

Obviously there’s an engine tunnel in this gig intruding into the living space but it’s by no means the elephant in the room. The diminutive size of the 10.7-litre motor means a hump of a mere 320mm elevation is all that’s required. Colour tones and overhead

July 2019

WWW.GOCLEAR.CO.NZ …and friends

It’s impossible to pull something off on this scale and this successfully without it being a truly collaborative effort on the part of many, and that ‘many’ extends from the drivers all the way to Stuttgart. Numerous trips to Germany and a relationship with the Daimler brand locally that goes back over three decades has resulted in strong communication lines between Chris, his team, and the world’s biggest truck manufacturer, at all levels. Considering the purchase volumes and annual manufacture tallies, it’s a wonderful example of never being too big to care, or more importantly, being intensely interested in who’s doing what.

“Often we’ll tell them what we’ve done to get another few millimetres out of the height and they’ll say, ‘how the hell did you do that?’” laughs Chris. “But it’s a win-win too. We might only take tiny numbers, but the outcome of our tinkering is often scalable.”

Bringing it back a level we get to Damon Smith at Trucks and Trailers in Wiri, someone Chris rates extremely highly.

“Damon never sells you a truck, he immerses himself in a project, or a need to provide a solution. He’s as much part of the whole thing as anyone and knows his product really well. I can’t speak highly enough of the guy.”

Interestingly, Damon told us Chris is an easy customer to work with on account of his enthusiasm and knowledge. “It’s always great doing a truck with Chris.”

One of coolest things about the whole project is the body and trailers are also built locally by Trevor Jackson and his team at Jackson Enterprises Ltd in Pahiatua (Ref New Zealand Trucking magazine Sept 2017; The brand that many built).

“We were looking for someone to build our first new units post-GFC,” said Chris. “I approached Trevor and asked if he’d be keen and he took it on. Trev’s a great bloke and they make a great job. It’s become a real part of their business down there and they now build transporters for others as well.”

Then there’s the home team. Chris obviously, and manager of the car business, Simon Dodd, who comes with a vehicle logistics IP probably only matched by his boss. Rounding out the think tank are the people who live with the result of the latest paper scratchings on a day-to-day basis, the ground crew and drivers. We spent a couple of days with Gary, a 15-year vet at Carr & Haslam, and one of four guys in the driving team on the new gigs. The other members of the team are Mike Foote, Rex Sue and Brent Goulder.

Day in, day out

The two finished trucks are striking to say the least and have caused much chatter on the airwaves. They’ve a tweak or two on the traditional paint scheme too, with the yellow extending

all the way to the bottom of the bumper. It certainly enhances their looks significantly.

Fleet numbers 247 and 269 have a busy life ahead. First on the road was 247 just prior to Christmas, and 269 pulled clear of the yard with a rake of cars for the first time in late February. Their immediate future is to each complete an Auckland to Wellington return every day Monday to Friday, and possibly one-way on a Sunday depending on volumes.

A truck leaves either end at 5.30am and they meet at a predetermined point; Turangi when things are strumming along nicely, or a sniff either side if someone’s having one of those days. The drivers swap trucks and return back to home base where they unload and reload, and then hand off to the night driver who leaves at 5.30pm, repeating the whole process.

Based on history they’ll clock up about 320,000km a year.

It’s an easily doable run, and the two new trucks are the third generation.

“It’s good now there’s spare capacity with the trucks from the previous generations,” said Gary. “If the day really turns to custard the guys can preload the old girl and the night run will kick-off on schedule. Actually, they’ve just done the motor on one of the last trucks at a million kilometres, I took it down the other day and man, it’s going well. Aside from the number on the speedo you just wouldn’t know it’s done a million kilometres, although these are another step again. They’re taking time out of the run with no effort whatsoever.”

Taking the Silk Road

Here it’s more a case of Europe distributing its own and Asia’s products within the Antipodes, but we’d suggest the track on which the said task is executed is rapidly reaching a comparative state. So, the silk metaphor is obviously in and around the Arocs’ ability to protect its occupants from the rutted, potholed, skittery surface it’s contending with.

At 5.30am the all-important first impression from within the cab was one that triggered no concerns whatsoever as to what the body’s condition would be in about 11 and a half hours time.

“They’re a beautiful machine,” said Gary.

Impression two was the smoothness and speed of the power delivery, and faint spooling up of the

Swishing past an iconic point on the main North/South track.

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... turbo. I noticed a couple of cars caught out by the acceleration of the enormous Heath Robinson-like contraption next to them at the lights. It seemed to take no time at all to make that famous short trek so many millions of trucks have made: along Great South Road, Sylvia Park Road, onto the Mt Wellington Highway and then hard right under the southern motorway over-bridge at the Mt W interchange. It’s one of those points in the network where we’ve all thought, ‘Thank goodness I’m out of here again’ and powered up onto the motorway that leads to all points south. It’s a hugely anticlimactic affair in the Arocs, however, as music plays lightly in the background and Gary chats about the shitty weather getting his beloved Holden dirty on the way to work this morning.

Like the APL Direct Scania, the motorway and expressways are ideal grazing for these beasts, and you feel very European as the wipers clear the screen magnificently. The 37.5 tonne gross gives the Arocs 12.3 hp/tonne so ground speed is on point, with the truck only dipping to 59km/h in 11th at 1300rpm as we conquer the steepest pinch of St Stephen’s hill on the northern side of the Bombays.

Rolling out through Maramarua and onto the Hauraki Plains the Arocs rises and falls with the endless undulations and slumps, and the cab takes on a quirky lateral motion from time to time. There’s never the slightest fore/aft pitch, the nemesis of most 8x4s, but definitely an ever so slight lateral from time to time. We certainly never picked it up in either the 3263 or 2663. It’s a ride thing, not a handling one, as the Arocs is rapier straight in-lane and pinpoint through the corners, and Gary said the handling and anchors in the new trucks were both marginally better than the old girl.

Of course we’re in Arocs territory again by virtue of the 8x4 thing and that still means no adaptive cruise or collision

mitigation as yet; a bit weird considering what’s coming out of the K1 plant in Tokyo at the moment – a point not lost on Chris. They could have had an Actros but there’s no advantage. The Arocs comes off the line as an 8x4 whereas an Actros would have to be adapted at Daimler’s CTT (Custom Tailored Trucks) facility in Europe, and there’s still no fancy cruise or stopping fruit because that’s a tuning, algorithm, and mathematical thing, not a mechanical one. No, the eventual solution is still a tweaking of the Arocs offering to suit Australasian needs, and that, according to Pieter Theron, senior manager Daimler Truck and Bus New Zealand, is still a 2020 reality. Given how good these trucks are and nature of the relationships formed - and being formed - with customers, we don’t think that’s really good enough, and certainly not fair on sales teams at Trucks and Trailers, PCV, and Keith Andrews Trucks.

Carr & Haslam did fit an Actros grille! “I hate the toothy look on the Arocs,” said Chris. “I know it’s all about the construction thing and tough environments, and it looks fine on loggers and trucks in that world, but we’re not there. These look much better!”

Fuel at Tokoroa and it was on south. Tarr Hill was dispatched in 10th with a kick-down at 59km/h and 1500rpm.

Gary assured us she’d have pottered over in 12th no problem if he hadn’t induced the change. The long drop of Tarr posed no problem to either engine brake or conversation for that matter, with the noise meter bobbing around 66 to 70dB all day.

The slowest proceedings got in climbing mode was – you guessed it – Earthquake Gully at 37km/h in 8th and 1600rpm.

Gary chatted about the complexities of the job. “There’s a lot to learn with all the different makes and models, and every time a new one comes out it starts all over again.”

Lionheart What does courage look like? As we often see, true courage resides in those we least expect, those who see themselves as just people. You’d pass Gary Phipps on the street and think ‘he’s just a bloke’. He’s anything but.

“Just a bloody fantastic guy,” is what Chris Carr will say if you mention his driver of 15 years’ service.

Gary is a humble, unassuming 64-year-old and a great conversationalist. He loves his campervan, anything with a Holden badge, stockcars, his job, and most of all, his kids.

If you want to see Gary’s eyes light right up, get him talking about the four children he raised alone. Four kids who have all gone on to be super successful, from the highest position in Fonterra’s North Island truck fleet operations, to owning and running their own businesses, to engineering, it’s a story of accomplishment all around. Oh, and Gary’s sent cancer packing in amongst all that…twice. Having had colon cancer earlier in his life, he entered 2018 with the doctors telling him he wouldn’t see Easter due to a virulent strain of leukaemia.

Yeah, but it was Gary they were talking to.

“The doctors are amazed,” he says. “It’s all about attitude.

I’ve seen people come in and you know they’re beaten before they start, and you see others drop around you. Good people. It can be demoralising. But you can’t let it affect you.

Chemo’s like being flushed with Janola and you know when you wake up each day that if someone comes near you with so much as a runny nose, you’re dead. But beyond that, as

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long as you wake up, you’re winning.”

After almost exactly a year away he came back to work at the start of the year and was told to work at his own pace. “I got back into it a little quick but we’re right now. I love my job.

When I retire I’m going to head off in my camper and have a good look around. Go to all the stockcar meets, annoy the kids. It’ll be great. I love just heading off and going where the camper takes me.”

A native West Aucklander, Gary went through the schooling system in Avondale before heading for the navy at 16 and training as a chef.

“My life’s been split three ways really, the navy, car sales, and truck driving,” he says.

“I did about seven years in the navy and when I got out Dad and Mum had bought a pub in Stratford and offered me work. I did the whole marriage, kids, and house thing, but hospitality is a tough gig. Hard yakka.”

With a lifelong interest in food and anything on wheels, from there it was into the car sales business where Gary ended up managing a local Taranaki dealership and winning national awards for his salesmanship.

About 25 years ago he felt things were a little stale and decided to pursue driving. It was something he’d always had a hankering to do, having seen the big trucks and buses rolling through the district. Gaining his Class 5 licence he landed a job with Intercity on line haul bus work, a job he

WWW.GOCLEAR.CO.NZ The newest generation Carr & Haslam 10-car units are certainly striking additions to the truck population.

Gary Phipps, a humble man with a huge heart.

enjoyed, but which ended with restructuring. That saw the move to trucks when a friend sorted some seasonal work with Shuttle Tankers servicing the dairy industry outside of farm pick-up work. Throughout this whole time Gary was raising his four children, and also working nights as a wedding and events entertainer.

“My daughter was old enough to look after the other kids, so I was able to go out and earn extra.”

Following a drop-off in the tanker work, Gary saw an advertisement for a car transporter driver working for Palmerston North Transport. ‘That’s me,’ he thought, excited at the prospect of combining two interests, driving and cars.

The trouble was the job was based back where it all began, in Auckland. With the oldest children now able to fend for themselves he decided to take up the position, a job he happily did for a couple of years. It was while carting off the wharf that he’d notice the slick yellow Mercedes-Benz trucks of Carr & Haslam Ltd and thought from time to time it might be a good place to work. Eventually he saw an advertisement and so applied. He started the next day. That was 15 years ago, and the rest, as they say, is history.

Outside of work Gary and his family still share a love of stockcars, with some of his children running cars and others building them. As we said at the outset, if you really want to see this affable gentle bloke’s eyes light up, work the conversation toward the pride he has in his children.

“I must have done something right,” he laughs. “They’ve all done incredibly well.”

‘Done something right’ would be an understatement. You certainly have, Gary. You’ve shown them there’s nothing that can’t be overcome, and that happiness is a decision, not a state.

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With a tare of 22,620kg, care has to be taken. Not all cars are created equal; more so in the modern era with some electric models tipping the scales at north of two tonne.

“People think they [car transporters] are light and weight’s not an issue, and by and large it’s not, but if you don’t load them right it soon can be. Some cars have to go on engine to the rear, and others it doesn’t matter. There’s a lot to learn on a 10-car.”

Zip lines or gondolas?

The latest Carr & Haslam 10-car generation come with the three-stage engine brake and no retarder. This means their downhill prowess is not the match of the predecessors, but that’s all right with both owner and operator for three reasons.

Firstly, there’s nothing wrong with the 340kW (460hp) hold-back power of the three-stage engine brake. Secondly, the retarder attrition rate is something that Chris believes is a downside to the up they offer in holdback, and lastly, the old question of how fast do you really want to go downhill loaded? Yes, the retarder may well allow you blaze off the top of Hatepe loaded with no need for services brakes at a speed once thought impossible, but it’ll be about as much use as yoga mat in a pole dancing comp when the tourist who’s just arsed off his or her bike and is laying across the road appears in the windscreen.

The engine brake operates in three stages: three cylinders, six cylinders, and six with the EGR valve and wastegate implicated to increase the charging level of the engine, as well as an automatic downshift on the third stage.

It’s never ever ‘all downhill’ when you’re going downhill with Gary though, and again it’s chatter that occupies the mind as the Arocs glides its way down Hatepe to the lake edge, rather than whether or not your will is up to date.

Taking on fuel, less and less with every generation of truck assigned to the task.

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“You just have to watch the revs once you go to the third stage because of that downshift,” he says.

Back for more

Driver swaps are the go in this type of truck deployment and Gary leaps out of 269 and jumps into 247 near the summit of the Desert Road while southern end operator Brent Goulder trades places the other way around. Brent’s done exceptionally well to get here when he did as he had to discharge his load on the way up. Half-hour breaks have been worked so they don’t have to sit in the middle of nowhere for half an hour, and so once again the two shooting stars part ways, only to be reunited in 12 hours time.

Consumption-wise Chris is rapt with his charges, currently around 7% up on their predecessors. “Yes, we’ve got lower gross

weights but aerodynamically they’re a mess with turbulence anywhere and everywhere.”

On our run with Gary the loaded leg returned 47.1 L/100km, which equates to 2.12kpl (5.99mpg), and overall for the day 41 L/100km or 2.44kpl (6.88mpg). That’s a figure that would put a smile on the dial of most operators. As we’ve said before, the current Mercedes-Benz range was built with design requirement of a 20% increase in the service life on all parts, and service intervals can extend out to 80,000km depending on application.

The trip home was equally smooth and enjoyable as the trip down. Running home light, the Arocs behaved identically in terms of ride and handling, which we guess is attributable to tare and configuration, although that lateral movement in the cab we talked about was gone.

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Time honoured Chris Carr’s a passionate man when it comes to transport. Transport in the holistic sense that is, meaning the movement of goods and people as efficiently as it can possibly be done, regardless of mode. The fifth generation at the helm of the business his greatgreat-grandfather founded, he can produce amazing photos of family wagons – and we mean wagons – working in an unrecognisable Auckland. Many in the industry can produce photos that show commercial lineage; few can do it to the extent Chris can.

The key to the company’s success has been a mix of passion and flexibility, never disregarding anything that has the potential to alter the logistics landscape, whether it be hardware or administration/politics, with all generations involved in regional supply chain policy and administration.

Over the decades the company has done a powerful lot, and early on consumer goods and liquor were the mainstays. Chris’s father was at the helm when the Haslam name was bought out in the mid-60s, although the dual name was retained.

The company was here when shipping containers arrived, and they embraced that modality, with sideloaders and skeletal gear operating from the 70s right through until 2017.

Car transporting first made its debut around 1982 and was the catalyst that began a fleet rationalisation from a varied brand makeup toward Mercedes-Benz, with the Mitsubishi product as a running mate. That was a prophetic decision based on what happened in the evolution of OEMs. “They operate very differently as businesses and we have a great relationship with both. It was a real buzz to be involved in the shakedown of the new Fuso Shogun.”

Today the company’s core activities are centred around the cars and gas distribution, employing more than 100 people and running 80 trucks.

Chris’s own path has been from the coalface, starting out driving and learning the realities of a truck driver’s life from the only seat that can really teach you. He did his OE in his mid-20s, returning just over half a decade later to realise his destiny in the family firm.

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Chris Carr, generation five in the family business, with six well in place.

He’s a great believer in technology and the company has always been at the forefront of deploying digital devices in order to enhance performance, whether that’s in the truck itself or managing them.

“We had ABS brakes in the early 90s, and EBS in trucks and trailers in the late 90s.”

The fleet is equipped with GPS and in-cab camera technology.

Chris has a keen interest in the welfare of those who work for him, offering advice and help in areas like personal financial management a number of times over the years.

“With the shortage of drivers it’s important to keep them happy.”

He’s a member of the Auckland Chamber of Commerce, Auckland Business Forum, a past member of the Auckland Regional Land Transport Committee, and past director of Rally New Zealand.

Chris believes there’s a place for all modes of transport and that’s determined primarily by the topography of the country. “Every part of the economy, trucking is there. Many people fail to recognise it and it sounds a bit clichéd, but trucks really do carry the country.”

So, what of the future? All appears to be in good hands with his two sons, generation six, active in the business in 2019. Kieran works in admin and finance and Evan IT and dispatch.

Long live the yellow machine.

(Ref New Zealand Trucking magazine Aug 2018; Carr and trucks.)

WWW.GOCLEAR.CO.NZ

Summary Carr & Haslam’s association with the three-pointed star goes back a long way, and it’s been a fruitful one for both parties.

Chris is a strong advocate for anything that comes out of the stable and is a great believer in the latest technology. He and the firm he heads have always strived to innovate and bring the best from all corners of the globe to the New Zealand market with all its idiosyncrasies. Their latest offerings to the 10-car transporting world honour everything in the previous three sentences and are truly a spectacle to behold. Once again we were reminded why we enjoy the Mercedes-Benz range so much. They’re a truck that delivers on a level that sets a standard, and it’s little wonder sales are through the roof.

However, they need to arm the Arocs 8x4 with a full quiver of driver aids, and they need to do it as fast they possibly can.

Impact resistance in 2019 is not the front line of safety; it’s the last resort. Adaptive cruise, collision mitigation and the like are the yardsticks now, and not having them on one of the key regional configurations is not really the go. If we were Daimler Truck and Bus New Zealand, we’d be heading for Germany to start throwing rocks at the boss’s window, let the tyres down on his car, and put gelatine in the executive dunnies. We’d be really annoying, until they oiled our squeaky wheel.

That aside, they are a beautiful thing to both behold and operate. As for the future? We can hardly wait to see what a Carr & Haslam 10-car transporter circa 2022 is going to look like…19.5” drives, mirrorless…it might even stop all on its own…oh, how the mind boggles.

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SPECIFICATIONS

Mercedes-Benz Arocs 3264L 8X4 RIGID Tare:

9059kg (50% fuel) 13,720kg ready to load

GVM:

32,000kg

GCM:

80,000kg

Wheelbase

5750mm

Engine:

OM 470

Capacity:

10.7 litre

Power:

335kW (455hp)

Torque

2200Nm (1622 lb/ft)

Emissions:

Euro 6 (EGR/SCR)

Transmission:

Mercedes-Benz PowerShift-3 G281 12-speed Single disc

Front axle:

M-Benz twin off-set

Rear axle rating:

13,000kgs (each)

Front axle rating:

7500kgs (each)

Rear suspension:

Front suspension:

Taper leaf springs and shock absorbers

M-Benz 8-bag air suspension

Brakes:

Disc with EBS, ABS.

Auxiliary braking:

3-stage engine brake

Fuel:

390 litre

DEF tank:

60 litre

M-Benz Crown wheel RT 440, hypoid. Diff and cross lock on rear axle

Alcoa Dura-Bright

Tyres:

Front 295/60 R22.5 Rear: 295/60 R22.5

Clutch:

Rear axle:

Wheels:

Electrical:

24 volt

Additional safety:

ASR (Anti Slip Regulation)

Cab exterior

2.3m M-cab CompactSpace. Exceeds Swedish strength and ECE 29. Roof hatch, tinted windscreen, rain and light sensor, stowage access from left, spotter mirror, heated auto-adjustable mirrors, air deflectors on corner panels, remote keys, Bi-Xenon headlights, fog lights, LED day running lights.

Cab interior:

Driver suspension seat, smart wheel, airbags, mats, pull-down blinds, smoke detector, air conditioning, infotainment.

Extras:

Compressed air gun

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Craig Jolly’s impressive King Rig-winning Mack Super Liner.

No winter gloom in Gore!

Story and photos by Craig Andrews

Winter may have arrived with vigour, but Gore’s trucking fraternity was running hot at another fantastic event.

T

he first day of winter arrived with a vengeance in Gore, along with 81 entries for the inaugural McDonough Contracting Gore Truck Show. The cold, wet weather didn’t dampen the enthusiasm of all who gathered at Transport Repairs’ yard in Gore. A lot of time was put into preparing entries and the quality was as high as usual, with numbers up on last year; a reflection of both the

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work the show committee put in and a sign operators from around the south are still keen to come along in support.

It is an awkward time of year, with stock trucks busy on cattle movements and log trucks having just spent a week in the bush, so there isn’t a lot of time to get trucks clean. By the end of the week there aren’t many clean trucks about, so these entrants put in an enormous effort to get gear ready for early Saturday morning.

With a large number of categories, the prizes put up by a long list of sponsors was certainly appreciated, further ensuring the show’s success. All involved hope it remains as popular as it was this year. The committee is looking for more volunteers if anyone from the area is interested for future events.

WWW.GOCLEAR.CO.NZ Cleanways from Invercargill walked away with a number of awards.

Above left: Angus Drummond leads the spreaders through the main street of Gore in his Cromtrans Atego. Above right: Dynes Transport came with 15 of their immaculate units this year. Left: Brendon Brand took out best paint scheme for RTL with this Kenworth K200 in Clinton Waipahi colours.

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RESULTS McDonough Contracting Gore Truck Show 2019 King Rig People’s choice Fleet Female driver

Mack Superliner FH Volvo Andrews Transport Fonterra

Jolly Earthworks Andrews Transport

Best of brand DAF Freightliner Fuso Hino Isuzu (Ian Heaps Memorial)

Gore Freight and Storage Cleanways Ritchies Coachlines McDonough Contracting

Ollie Webb Cortez Terei Anne Brown John Braithwaite

Cleanways McLellan Freight Southern Transport Waikaka Transport Cromtrans SouthRoads Fonterra Andrews Transport Cleanways Southern Milk Transport

Quinn Calder Isaiah McLellan Kevin McIntosh Stu McMath Angus Drummond Dan Marsden Russell Nelson Trevor Drake Kerry Lankshear Scott Reid

New – 40,000 km 40,000 – 100,000 km 100,000 – 400,000 km 400,000 – 700,000 km 700,000 – 1,000,000 km Over 1,000,000

Isuzu Mack Granite M-Benz Atego Kenworth Kenworth MC Mack

Cleanways Southern Transport Cromtrans Dynes Transport McLellan Freight K2 Contracting

Oldest working truck

International ACCO

Kenworth Mack MAN Mercedes Benz Nissan Scania Volvo Western Star Other brands

(International ACCO)

Craig Jolly Trevor Drake

Dale Oliver

Quinn Calder Kevin McIntosh Angus Drummond Grant Tapp Isaiah Mclellan Ken Adams

Paul Briggs with his nicely presented UD Quon in GFS colours from Gore.

(Alexandra Transport livery)

Scott Reid

Best…

Bulk truck Curtainsider Fert spreader*

Waikaka Transport Gore Freight and Storage Cromtrans

Stu McMath Ollie Webb Angus Drummond

Light vehicle Linehaul Logger Passenger vehicle Stock truck Tanker Timber cartage vehicle Tractor unit Furthest distance travelled HWR group Lights Paint Refurbished Vintage

RTL (West Otago Transport) McLellan Freight Dynes Ritchies Coachlines Hokonui Rural Cleanways McLellan Freight Southern Transport Jolly Earthworks Southern Transport RTL RTL (Clinton Waipahi) International ACCO International ACCO

Sydney Robertson Aaron Callender Hamish Kenton Anne Brown Bradley Curtis Quinn Calder Aaron Callender Kevin McIntosh Craig Jolly Kevin McIntosh Sydney Robertson Brendon Brand Scott Reid Scott Reid

*(Barry Wilson Memorial trophy)

Scott Reid took away four awards with this sharp International ACCO.

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DRIVEN TO SUCCEED

Fuelling opportunity Story by Faye Lougher • Photo by Carl Kirkbeck

It’s inspiring to see young drivers coming through who put in the effort to hone their craft, achieving results to be proud of within a short time frame.

A

ndrew Crandon is one of those young drivers. Born in England, the 23-yearold started his career in the industry with Fluidex at the end of 2013.

“Dad had been driving trucks since long before I was born and he asked a guy he knew if there were any jobs I could apply for and they took me on as a driving apprentice. The original job opening was for just a truck wash person, but they thought I’d be better off learning how to drive and operate the trucks.”

Andrew says he spent most of his time at Fluidex learning to reverse everything from tractor semis to truck and trailers while moving them around the yard as a transport apprentice.

After a couple of years he decided to give university a go, and began studying to be a chiropractor. It didn’t take him long to realise that being stuck inside all day wasn’t what he wanted out of life, and he chose to return to driving.

“That was just something I gravitated back towards. I just did a course to get my class 2 and started off at Linfox on the little curtainsider, and I’ve just been upgrading ever since I guess.”

Andrew has been with his current employer, McFall Fuel, for about 18 months, and drives a class 4 3-axle Isuzu tanker truck.

“A typical day can take me all over Auckland. Quite a lot of time I’m out West Auckland but sometimes I can go down to do the forestry, anywhere

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through the northern Waikato. I suppose I like how it takes a lot of concentration; you’re not just sitting there idly, and you’re also seeing a lot of different things and meeting new people all the time. You never really switch off.

I think that’s what drew me towards it in the first place, because I would never have been any good at a job where I just sat behind a desk and couldn’t have the freedom to go and see new places and things.”

Driving in Auckland is always a challenge and Andrew says trying to anticipate what other drivers are going to do is an ongoing battle.

“You’ve got to pretty much assume that no one else on the road can drive and you’ve got to account for that before it happens, and that does get quite challenging at times. The second you think you know what they are going to do, they’re going to do the opposite.”

Andrew’s father, Mike, had driven trucks in England as well as New Zealand, and had also worked as a trainer. While he no doubt sparked his son’s interest in the industry, Andrew says the person who most inspired him was his manager at Fluidex.

“I saw Dad doing it over the years and it was pretty cool, but when I got offered the job at Fluidex, it was actually Mark Carson who showed me how to do the job properly.”

Andrew says he has found the majority of people in the transport industry have been helpful and encouraging of young drivers.

“Chris Hall was the driver coach at Linfox, and he was the same as both Mark and Mike. He’s always there if you need anything. They’re all quite approachable – once they start talking they’re quite hard to stop actually! I think that’s good, because there is so much knowledge there. You’ve just got to know the right people to get it from, and they’re normally quite happy to share it.”

Andrew says he found he picked up the training easily and learnt as he went

along, and that held his interest.

“To be honest, I gave it a go and found I wasn’t too bad at it, so I started enjoying it because I could do it without too much struggle. And that’s where my enjoyment came from, the fact I could do it.”

While he was working at Linfox, Chris Hall put Andrew’s name forward for the 2017 NZ Truck Driver Championship.

“I didn’t think anything of it at first, but I went along with it anyway and tried to use it as a base to see where I was at and what I needed to learn and improve on. And that’s where it started for me; the competition was just to see how I was doing at the moment.”

Andrew may have only been in his first year of driving class 4 trucks, but he won the class 4 title in the championship. He says his time at Fluidex helped him, because it meant he was familiar with manoeuvring the trucks around the yard. In 2018 Andrew entered the championship for the second time, and once again walked away with the class 4 title.

“To be honest, I didn’t expect to win either year. A lot of the same faces were there from the previous year and we were all a bit more prepared for it so it was actually quite a tight competition, especially with the extra activities to do as well.”

In addition to the course laid out in the yard, in 2018 entrants also had an observed drive on the road and a staged emergency.

“That made it a whole lot harder, but I think it was quite important because it showed who was better all round and who could keep a cool head. Especially with the drive on the road – anyone can drive in an area where they’ve got to concentrate, but it takes a lot to drive under pressure on the road when you’re being watched. I suppose it’s almost like sitting your licence again.”

Andrew says he enjoyed the work he had to do in preparation for the championship.

WWW.GOCLEAR.CO.NZ Andrew Crandon, plotting a career in the industry that will see him helping get the next generation under way.

“I liked what you had to learn and how you had to prepare for it because you do learn a lot more than you expect to. When you’re trying to prepare yourself for it you’re concentrating more on what you’re doing rather than just doing it naturally. For the safety drive, you pick up on any bad habits you’ve got leading up to it, if you have any, and you try to eliminate those beforehand, which improves your driving all round.”

Along with the knowledge and skills he gained preparing for the competition, Andrew says the most important part for him is always the atmosphere.

“Everyone’s there with hopes of winning, but everyone is more supportive than you’d think. They’re all cheering each other on even though they’re competing against you. It’s brilliant. I think the atmosphere is what

made it, and I suppose it’s what makes the industry what it is. It comes back to everyone being able to talk and share what they know.”

Andrew says his parents were proud of his success in the championship.

“I think Dad was proud just because I was doing quite well in the industry he’s in as well. My great-grandfather and grandfather have driven trucks as well.

I think he’s pretty excited with that and because he’s with the same company I’m with, he gets to see my progress. McFall Fuel were absolutely delighted and extremely proud of me, they have been quite supportive as well.”

As he watched his father do, Andrew would like to eventually move into training.

“I’ve wanted that for a while now. At the moment I’m going to keep doing

what I’m doing, and hopefully I’ll get into training at some point. That’s the goal anyway, to get into training young drivers.”

Andrew says it’s more important than ever to have first class trainers because there is so much to learn if someone wishes to become a professional driver.

The new technology in the trucks and the advanced equipment drivers are dealing with today need specialist training.

“I learnt from watching about 20 different drivers over my time as a driver, and often the work ethic and approach is slightly different. The safest way of doing things is extremely important in the fuel industry, which is the current industry I am in. I suppose that’s why I would like to be a trainer because I would like to be able to teach what I know and have been trained is the right way to do it.”

Along with many others in the industry, Andrew prefers to be called a transport operator rather than a truck driver.

“It’s not just getting behind a wheel and driving. Even without the driving part of it, there’s still all the maths you have to do and all the concentration and the spatial awareness you need to have. With my job now, if I wasn’t any good at maths I wouldn’t be able to see how much product was needed and there would be the risk of me having an overflow.”

When asked if there is any advice he can give to other young people wanting to get into the industry, Andrew says the main thing is to have a lot of patience.

“There’s always going to be someone who annoys you or cuts you off, or does something that’s not quite right, but whether you have the right of way or not, that’s not going to help you get home if it goes bad. You’ve just got to keep a cool head and have patience, because if something can go wrong, it will, and you’ve got to be prepared for that and react to it without losing your head.”

He would also encourage young drivers to look for a company like McFall Fuel, where he says the Driver Training Programme is an extremely comprehensive one. 

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An extreme build by Marty Crooks, earning it Best of Show, Best Kenworth, Best Modified and 1st place in the loggers section, a near-perfect replica of ‘Easyrider’, Bayline Trucking’s W900B from the 80s, owned and operated by Cliff Guy A.K.A ‘Snowman’.

New Zealand Model Truck Association National Competition 2019 Story and photos by Carl Kirkbeck

Easter weekend in the trucking world means models and this year the little roads in our world all lead to the Hawke’s Bay!

T

he Tamatea Intermediate School hall in Napier was the location for this year’s New Zealand Model Truck Association National Competition and public display.

For more than 40 years now the association has made Easter weekend the date for their annual event and modellers from throughout New Zealand make the pilgrimage with

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their latest creations fresh out of their workshops. It is a great opportunity for members young and old alike to share their ideas and also meet with the public to pass on their passion and skillsets and inspire the next generation of ‘Mini Big Riggers’.

This year saw some outstanding new creations that had been extensively modified from the original factory produced over-the-counter kitsets into near completely scratch-built combinations based on classic New Zealand rigs, both from days gone by as well as the present.

All said and done it was another successful event by the New Zealand Model Truck Association. For the members, it is now back to the work bench to start on next year’s show pieces.

WWW.GOCLEAR.CO.NZ RESULTS

New Zealand Model Truck Association National competition 2019

Category

Truck

Name

Best of Show Competitors’ Choice

Kenworth Mack

Marty Crooks Marty Crooks

Dumpers Dry goods Flat tops Fire appliance Loggers Low loaders Refridgerators Skeletal Stock trucks Tankers Wreckers

Mack Scania ERF Fire truck Kenworth Ford Kenworth Peterbilt Leyland Mack International

Marty Crooks Jamie Larn Neil Shayler Tim O’Halloran Marty Crooks Rob Craddock Tim O’Halloran Peter Gillon Neil Shayler Marty Crooks Rob Craddock

Bedford DAF Diamond Rio Dodge Freightliner (White) GMC International IVECO Seddon Atkinson Mercedes-Benz Western Star

Other Awards

Scania ERF Kenworth Ford Peterbilt Leyland Mack International

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Truck

Name

Fleet Neil Shayler Prime mover COE Kenworth Prime mover Conventional International 210

Nel Shayler Rob Craddock

Classic Load Limited Modified NZ Open Replica Scratch built Standard build Smaller than 1/35th

Neil Shayler Gordon O’Riley Roy Sutherland Marty Crooks Gordon O’Riley Rob Craddock Neil Shayler Rob Craddock Peter Gillon Roy Sutherland

Leyland Mercedes-Benz Volvo Kenworth Mercedes-Benz Dodge ERF International 210 International Kenworth

Nick Zwart Neil Shayler Rob Craddock Rob Craddock Rob Craddock Gary Mackisack Rob Craddock Peter Gillon Peter Gillon Gordon O’Riley Marty Crooks

Mini Big Rigs This month’s coverage of the New Zealand Model Truck Association’s Easter nationals kicks off a regular feature on the model truck club scene. We’ll keep you up to date on the club and what it’s up to and other things of interest in the model scene. For the young especially, models are a great way to connect to the industry.

A matching fleet pair of Kenworth K model tippers looking the part straight out of the late 70s. built by Tim O’Halloran.

New Zealand Trucking

July 2019

45

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TRUCKS OF NZ POST

By Russell Walsh Photos: Ferrymead Post & Telegraph Historical Society Inc.

Never say die!

When the Post Office decided its vehicles no longer met their requirements, they were disposed of. Unfortunately the majority ended up in the scrapyard. Some, however, became museum pieces, and a few restored as working examples of the way things used to be. The Ferrymead Post & Telegraph Historical Society Inc. in Christchurch has three working examples of Post Office line trucks that are now in use around the Ferrymead Park site, and which were typical of the vehicles used in earlier times by the Post Office.

1948 Ford V8 winch truck. Entered

workshops as their breakdown truck.

service in November 1948 and was used

They kept it going by using parts and

for pole erection duties. Later, probably

allocations from other vehicles until

around the mid 70s, the vehicle was

around 1984 when it was acquired by

scheduled for write-off. Such was the

the society. It has one serious safety

affection the local mechanics had for

failing, which has been disabled by the

the old vehicle, they shortened the

society, and that is that the power take

deck and a smaller jib was fitted so the

off could be engaged while the vehicle

truck could then used by the motor

was in motion.

1951 Bedford OLB. This truck would have been supplied as a cab chassis and converted to its current double cab style by the Post Office workshops. In 1964 it was sold and used as a fire tender by the Ellesmere County Council. In 1982 it was acquired by the society as a cab and chassis and refurbished by the Post Office workshops, which fitted a spare deck and reupholstered the seats. This truck, like others, was repainted back to the dark grey used on line vehicles of the era, a job that was used as a training exercise for the body repair workshop apprentices.

1963 Bedford J2. Acquired by the society in 1980, this is typical of the many trucks in the fleet in the 1960s. This unit would also have been supplied as a cab and chassis and fitted with the rear body by the Post Office.

46

New Zealand Trucking

July 2019

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Just Truckin’

Around

Tony Stempa Tony Stempa was filling up at BP in Levin when Faye Lougher stopped for a chat.

Driving a 2013 DAF XF 105 with a 16-speed auto, Tony had driven from Palmerston North to Wellington that morning and was on his way back to Palmerston North.

When his shift finished, another driver takes the truck up to Napier.

Tony has been line haul driving for Halls for about five years, moving refrigerated freight.

“I just got sick of working in an office – now I’ve got a corner office with a view!”

He says the best part of the job is that he gets left alone to get on with his work.

“I get left to my own devices and I don’t get bothered as long as I get the job done – and then I go home.”

Tony says a lot of the issues in the industry today are to do with the drivers.

“Look at all the rollovers lately. It comes down to driver experience and there is a real shortage of quality drivers.”

The old pie or quiche question was met with an emphatic “Pie – steak and cheese of course!”

Tim Johnson Rochelle Thomas spotted this Western Star log truck parked up at the bottom of the Kaimai Ranges while driver Tim Johnson was having a quick sandwich. The 2012 Western Star was running empty back to Tokoroa, having just unloaded at Port of Tauranga.

Tim says he got into driving young, his father was also a log truck driver and Tim remembers going to work with him every chance he could! He would sit on dad’s lap and hold the wheel, and from about the age of 10 started learning to drive. He has now been driving trucks 28 years and operating for Holmes Group for five years. At the time he and Rochelle were chatting, his Western Star was one of the only trucks left with the old Mike Lambert signage on the door.

Not enough experienced operators and too many over-enthusiastic young ones starting fresh out of the classroom were problems the industry faced, according to Tim. “They may have the theory and basic knowledge there, but not the wisdom. Confidence is good but not too much; more training and actual work experience could really go a long way.”

As far as vexing questions go Tim was asked if he would prefer macaroni cheese or good old casserole for tea? Tim smiles, “definitely macaroni cheese!”

48

New Zealand Trucking

July 2019

www.trt.co.nz

WWW.GOCLEAR.CO.NZ Just Truckin’

Around

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JUST TRUCKIN’ AROUND – Overseas Trevor Quilligan Trevor Quilligan, who drives for Tarrant International from Glanmire, County Cork in the south of Ireland, was just about to embark on a long European haul to Marsala in the west of Sicily when Paul O’Callaghan quizzed him.

Loaded with frozen fish, the 7500km round trip would take him about 15 days, give or take.

Trucking is in Trevor’s blood, with both his father and uncle being truck drivers who drive within Ireland.

His first truck was a Scania 113, which was a tractor unit stretched to take a skip body. Today, his loyalty is with the Scania brand and he loves driving his 2015 R560 Topline, which he says is both powerful and practical.

Trevor’s favourite thing about his job is the freedom and adventure it allows.

Also, he enjoys meeting drivers from different parts of Europe who share his passion for international trucking.

His main gripe with his job are the laws surrounding the tachograph rules, which he says leave a lot of grey areas that are open to different interpretations.

An overhaul of this system is long

overdue, he says.

As a keen fan of National Geographic’s nature programmes, the place he would most like to visit is Africa for a safari. Also, he would love to travel around the United States with wife Julie, daughter Brooke, and son Daragh.

Talk to our experts first!

Nationwide Sales, Service & Parts NORTH Rotorua Gisborne New Plymouth Napier Whanganui

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TOP TRUCK

As Kiwi as it gets Story and photos by Carl Kirkbeck and Dave McCoid

There might still be a number of operators in the New Zealand transport scene who predate the Y2K bug, but ones who remember the Beatles’ hits on the wireless are fewer on the ground.

T

his month’s Top Truck is the latest addition in a fleet that harks back to an era where life was less complicated and it was a simply case of digging in and getting on with the task at hand. A time without the need to look

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New Zealand Trucking

July 2019

at social media to see if your efforts garnered a handful of ‘likes’ from someone you barely know and who is far less qualified than yourself to even comment. The Knight & Dickey story is a Kiwi as it gets, a grassroots novel on how a straightforward approach to doing the basics in business extremely well has built a solid reputation that has now grown three generations deep, and shows no indication of letting up.

The year is 1958 and a young Graham Dickey working at a local service station was a front-row witness to the increasing potential of the fledgling road transport industry. It was Jack Knight, a customer of the station where Graham worked, who initiated a discussion around opportunities within the industry, and the eventual formation of Knight & Dickey Ltd, a 50/50 shared partnership between the two.

The business has its roots proudly entrenched in Waiuku and has grown organically through the years as the demands from

WWW.GOCLEAR.CO.NZ Fleet number 136, firmly looking towards the next 60 years of journey for Waiuku-based Knight & Dickey Ltd.

Driver and caretaker of the new UD Bill Cockburn - Knight & Dickey good sort, complete with new shirt on his back.

the local farming and horticulture communities and associated industries presented themselves.

Savvy business decisions have been at the heart of the operation throughout the 60-plus years of operation. The hands-on management style has helped to build wellestablished relationships with clients and staff alike, with many now measured in decades.

We meet Bill Cockburn, driver and caretaker of the UD Quon bulk combination, and immediately find an operator with true pride for the company he is a part of, as well as an opinion based on solid experience in the industry he has a passion for. Early days riding around in an old Commer with his Dad led Bill and his older brother into the transport industry as drivers. Bill started out with Knight & Dickey the best part of 40 years ago. He completed nine years as a fulltime driver then the call of the sea was too great, leading to 18 years at sea on mullet boats. During the time at sea Bill retained relief driver status with Knight & Dickey, especially through the winter months. After the stint at sea it was back to the driving with Knight & Dickey full time; that return now 10 years ago.

Bill’s first steed in the fleet was a D series Ford with a 3-axle

trailer. Driving this was a substantial challenge back in the day on bobby calves or hay, with a grand total of 150hp at his disposal. “We got the job done; big days but the work got done,” he said. From the Ford Bill was promoted to a cabover 1319 Mercedes-Benz with a staggering 180hp. “I thought I was king; 30hp more and it got me away from the hay and bobby calves. We would do nine loads a day out of Stevenson’s Drury to the steel mill; again, big days,” said Bill.

Present day Bill finds himself at the helm of this month’s Top Truck, the latest iteration of the UD Quon, a GW 26-460 with the GH11TD engine producing 338kW (460hp), and he could not be happier. At first he was unsure how he would find operating the ESCOT-VI 12-speed AMT transmission, but this apprehension has dissipated, giving way to a point of view where he can see the merits of the concept. There are still those times where Bill will not hesitate to shift the selector to manual mode when there is a need for human control over the proceedings.

The Quon is a striking unit in the fleet colours, especially with the main grille being colour-coded to match the scheme on the cab. In an age of digitally cut vinyl signage it is refreshing to see the ‘old skool cool’ touch of enamel-based New Zealand Trucking

July 2019

51

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The command centre of the UD Quon, with a well executed installation of the tip controls in the top left of the wrap.

‘Old Skool Cool’ - pinstripes, scrolls and signage applied by brush, a true art form.

signwriting that has been skilfully applied with a brush. There is something about the appearance of texture generated by ox hair in an ornate scrollwork or pinstripe.

The Transport & General Transport Trailers build is firstclass, with crisp alloy bins on both the truck and the matching 4-axle trailer. Both bins are raised and lowered with Edbro hoists. The trailer is outfitted with ROR SL9 air suspension axle sets with disc brakes, and Wabco EBS assistance also in place.

With that, John Dickey, director/workshop manager,

wanders over to see how we are getting on with the interview. He immediately notices the new shirt Bill is wearing for the occasion and comments, “Good to see you put a nice shirt on for the mugshot mate, one without holes in it”. With this simple comment in jest, a healthy dialogue of good old-fashioned ribbing between the two ensued. It is this down to earth style of management and camaraderie that is, most definitely, one of the golden ingredients for a business to successfully achieve the milestones that Knight & Dickey Ltd have. 

2019

Kenworth K200, No Limit Trucking.

TIL Freight Terminal Manukau.

Photo: Chris ‘Foose’ Wright (driver)

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Roof sleeper, Semco Group

NZT063

We are taking entries for Hankook and NZ Trucking magazine’s 2020 Calendar. Each of the 12 winners will have their Truck professionally photographed and will be supplied with a A3 Mounted and Framed picture

International 9870 Sky

Photo: Rob Cowley

IMMORTALISED?

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

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

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AUSSIE ANGLES

Driver coaching drives profit Words and photos by Howard Shanks

Reliably delivering around half a million litres of diesel every day to outback Queensland requires more than good equipment and good management. In the coalfields in Queensland’s Bowen Basin, K&S Energy’s driver coaching programme is driving profit and safety.

M

ost of Mackay is still sleeping when the elevator bell dings its arrival at the fifth floor of the innercity motel a little after 3.30am. Darryl Menzies, K&S Energy’s QLD driver assessor-trainer, steps in and pushes the button for the ground floor.

On the short drive to their North Mackay depot, Darryl explained that although their operations in Gladstone and Mackay predominantly service mining customers, a large portion of the business delivers fuels to both city and rural service stations also.

“Our trucks will deliver approximately 400,000 litres of diesel into the Goonyella Riverside Mine today,” Darryl said.

“That’s where we are headed this morning, however when they [Goonyella] get busy, that figure can go as high as half a million litres per day.”

The Goonyella Riverside Mine is one of seven BMA mines in Central Queensland, and produces approximately 11 million

Running at full tilt, the Goonyella Riverside Mine will guzzle half a million litres of fuel per day.

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New Zealand Trucking

July 2019

tonnes of coking coal annually. The product is transported via rail to the ports of Hay Point and Dalrymple Bay for export to more than 78 customers in 28 countries.

To understand how the mine consumes such a large quantity of diesel, a quick flick through the Caterpillar performance book, which is predominately used for job costing estimation (edition 38 – for the diehard train spotters), reveals that a Caterpillar 789C, which is a mid-range rear dump truck with approximately a 170 ton payload, will consume 70 to 106 litres per hour under low load and up to 142 to 180 litres per hour under high load.

Therefore, one of these massive machines will easily devour approximately 1800 litres per 12-hour shift. The bigger 350 ton machines, even more. At the time of writing, the mine supervisor said he could see 36 of these large rear-end dump trucks operating on his screen, and that didn’t include the contractors’ vehicles. It’s little wonder then that K&S Energy has a steady stream of B-double tankers feeding the massive diesel storage tanks at the Goonyella Riverside Mine site.

At the depot, Todd Taylor, driver trainer for the Mackay operation, had checked over the Kenworth T610 and loaded the tankers with approximately 50,000 litres of diesel ready for the 230-kilometre early morning run west to the mine.

Darryl’s role is a multifaceted one, where he conducts training for all new drivers entering the company to ensure they are competent in all aspects of the operation before being allowed to perform fuel deliveries solo. Another aspect is to audit drivers to ensure that all procedures are followed, as well as providing training on any updates to procedures as they arise.

Today, he was providing procedure updates to Todd as well as coaching guidance, so that Todd can pass this knowledge on to others in the Mackay operation.

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“Over the past decade, the technology that is in trucks has taken a quantum leap forward,” Darryl explained. “Look around our yard here and you’ll quickly see that the average age of our drivers is well into the mid-fifties. Overall, they are pretty good drivers, but you have to remember that trucks were operated entirely differently back when most of these guys commenced their driving career.

“However, if they drive one of these new T610s like the trucks they drove a few decades ago, then we wouldn’t be able to get the economic benefits of the new technology in these vehicles,” Darryl said. “So, while I’m out doing audits and providing training, I’m also delivering driver coaching as well.

“Driver coaching differs somewhat from driver training in that it provides ongoing support to the driver on a regular basis to help them understand the new technologies and develop better driving and work practices that promote reduced fuel usage, with more economical use of the vehicle and fewer driver errors.”

Darryl concedes that careless mistakes are an unnecessary cost to any transport company and in most cases, can be avoided simply by taking more care when performing the tasks.

“In some cases, these careless mistakes can cost a transport company as much as 10 percent per month,” he said.

“Thankfully in our company this is not the case, as it is something that we monitor and work closely with our drivers to ensure that this kept to a minimum.

“You only have to watch some of the clowns on Outback Truckers to see how quickly careless mistakes cost a trucking company money,” I mused.

“Fuel at 35 percent is our next biggest cost, followed by finance at 25 percent, then salaries, tyres, R&M and admin,” Darryl said. “You can see that if we can shave a few percent off our fuel costs that is a big saving off our operating costs when compared with the other operating costs in the pie.”

Darryl believes that with the correct specification, driver training, coaching, and maintenance, it is possible to not only

Feeding time at the CATery.

New Zealand Trucking

July 2019

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Left: Darryl Menzies, K&S Energy’s QLD driver assessortrainer, discusses process and procedure with Todd Taylor, driver trainer at K&S’ Mackay operations.

reach but also exceed the common fleet target value, which is where they start to realise their biggest savings.

“These new Kenworth T610s with the Cummins X15, ADEPT and the UltraShift PLUS are really cutting-edge machines that tick all the boxes for the correct specification for optimum economy and payload advantage in our operation,” Darryl said.

“The next step is to fine tune our driver training and coaching. If we get our drivers operating the equipment efficiently we see a comparative reduction in our repair and maintenance costs.

“We start with a reference value of what the vehicle is currently recording – the average fuel consumption and other parameters are recorded, such as harsh braking, harsh acceleration, idling time, driving outside the green band, and coasting. Typically, we find these parameters will be quite high before the training and coaching development starts.

“Take idling time for instance. At idle (600rpm) the Cummins X15 uses 1.8 to 2.2 litres per hour. Tap the cruise control button and bump the engine up to fast idle and the usage rises to 3.9 to 4.2 litres per hour. So, if we have a driver who pulls up at a roadhouse for their half-hour fatigue break and sets the fast idle going while they’re in the roadhouse for 30 minutes, they have burnt approximately two litres of diesel for that period. That is roughly $3 dollars worth of fuel. They will do that in the yard while they get ready, and multiply that by two fatigue breaks and all of a sudden it has cost us $9 dollars per shift just in idle time. Add that up over the number of trucks in our fleet and the final number is a significant figure.

“With the Cummins ADEPT-equipped T610s we get free kilometres when the truck is coasting. We spend time explaining how this works and going with the drivers to teach them how to get the maximum amount of coasting. It’s all about encouraging the drivers to get as many free kilometres as possible.”

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Anticipation is another area that Darryl works on.

“If we can get our drivers to better anticipate what is going to happen, for instance getting off the throttle a little earlier approaching corners and roundabouts so they don’t need to stand on the brakes, that is another big saving. It cost roughly $15,000 to reline the brakes in one of our B-doubles,” Darryl added. “With the efficiency of the T610 and B-double combinations combined with the driver coaching, we are seeing a 10 percent saving in fuel. This equates to a fuel saving of $65.68 per truck per shift. Multiply our six T610 B-doubles and that’s $394.08 per shift we are saving on fuel. In a week, we’ve saved $2,758.56, which equates to half of one truck payment per week. Over a year working 48 of the 52 weeks, we have saved $132,419.88 just in fuel alone.

“On top of the fuel saving we also save on R&M and get increased vehicle utilisation as the trucks are lasting longer, with fewer breakdowns.

“Remember, these savings are just based on the Mackay operation. It becomes even more significant when you start adding up the savings that can be realised over all our depots.

Sadly however, not all our operations run such state-of-the-art combinations so the challenge is considerably harder,” he said.

When asked if he has plans to achieve even more economy and how he’ll go about it, Darryl was quick to add that to advance to the next level, he can see that a realistic driver reward system will need to be introduced. He said because it is the driver who has the biggest influence and who is making the biggest effort, they should be rewarded for their efforts.

“The other aspect we will look at is fine tuning the vehicle spec even further to best suit each job. At the moment, our current truck spec is broad, which enables trucks to be moved throughout the fleet based on vehicle demand. Although out here in Western Queensland the new gear down-speccing might help shave a few additional percent off the fuel, only time will tell how that will go.”

At the time of writing, these Kenworth T610 B-doubles had clocked up an average 400,000 trouble-free kilometres working around the clock with two drivers on 12-hour shifts each.

“Driver coaching is the way of the future if we want to remain profitable,” Darryl concluded. “We invest a lot in driver coaching and training to ensure our staff are highly skilled and the business unit is operating safely and sustainably going forward.” 

A lot has changed in the past three and half decades and that’s when many of today’s drivers started out. With training in up-to-date techniques, significant money can saved.

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INTERNATIONAL TRUCK STOP

The Italian job Story and photos by Paul O’Callaghan

Motorways, tunnels, winding mountain passes, and impossibly narrow Italian streets. Paul O’Callaghan does it all with a Magnum in hand.

T

he big Renault Magnum was really growing on me as I made my way along the French A40 autoroute from Geneva to the Italian border. In tow was a Krone Euroliner trailer loaded with a variety of Irish-made products from horse feed to computer parts, all destined for five locations in the north of Italy.

Looking out through the huge windscreen, I notice that the overhead illuminated warning signs are flashing with Mont Blanc tunnel updates. Tonight, the tunnel that connects France with Italy – referred to as ‘the pipe’ by Irish truckers – will be closed for 12 hours due to maintenance.

With this in mind I decide to press on and reach the Italian side before nightfall. Towards the top of the mountain, the road follows a path of hairpin bends overlooked by jagged cliffs dripping ice water onto the frozen ground below.

To travel the length of Mont Blanc’s 13 km tunnel costs about €360 (about NZ$600), which although expensive, is the quickest and easiest route into Italy. Switzerland is also an option, but as it is outside of the EU zone, customs clearance is necessary and there are even more rules on weight limits and driving times.

When passing through the tunnel I instinctively spare a momentary thought for the 35 people who perished in the catastrophic fire of 1999, ignited by a refrigerated truck. The narrow tunnel has one travel lane in each direction, meaning oncoming trucks are passing so close that I can stare into the eyes of oncoming drivers – whoosh, whoosh, whoosh is the noise as they pass, the air vacuum accentuated by the large, noisy, overhead ceiling fans.

‘Benvenuto in Italia’ reads the sign as I emerge from the darkness into the light of an Italian alpine evening. Abiding by my usual custom, I pull over to admire the view and pause for a moment to embrace a country I enjoy immensely, ever since my first trip as a greenhorn back in 2001. Everything is different here; the people, the accent, the road signs, the scenery, and even the driving techniques, something which will often bring a smile to your face.

Finding a handy parking spot beside a French-registered Scania R580 in the ski resort town of Courmayeur, I lower the electric windscreen blind and head off up the town on foot.

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Courmayeur sits in the upper end of ski resorts, as verified by the pair of Maseratis on display in the town centre beneath a banner advertising the ‘Maserati Winter Tour’ – how very grand! As affluent tourists walk past in designer brand clothing, I begin to feel somewhat out of place in my Volvo truck driver’s jacket. Two hours later, any feelings of inadequacy quickly dissipate after completing a tour of the local bars. Wandering back to ‘Le Hotel Magnum’, breathing in the crisp mountain air, I consider myself privileged that I can avail myself of what are essentially paid holidays to foreign lands.

Feeling none too good after a restless sleep attributed to a variety of strange and strong beers I attempted to soak up with a large pizza, I find myself searching in vain to find a route around the town of Travedona Monate. Italy is notorious for narrow streets, tiny bridges and generally situations where a 40 tonne truck can get into serious problems. True to form, cars are blowing horns as their drivers gesticulate theatrically, unhelpfully highlighting my predicament.

Amazingly, help will always arrive when situations go bad. A woman in a Fiat Punto stops alongside. “Where do you need to go?” she says in perfect English.

When I tell her the name of the town I am searching for, she replies, “Okay, follow me”, before proceeding down the street bearing a weight limit sign I had been avoiding. By now well and truly out of options, I take a chance and follow her lead with a sense of trepidation. Soon I can no longer see her car and the balconies of the old town houses are passing precariously close to the sides of my truck. Too late now and I press on with an increased heartbeat and sweaty palms, praying that I will make it through. Thanking the gods above, I am relieved when the street opens out and I arrive at a road leading out of the town.

But if I thought that was the last of my troubles for the day, I was badly mistaken. The next delivery address (which later turns out to be a horse riding school) is located down another street with a weight limit, this time 7.5 tonnes! After first doing a reconnaissance mission on foot, I manoeuvre the truck into a small gravel car park and wait for the action to start.

One of the stable workers eventually arrives on a tiny forklift, gesturing impatiently for me to reverse back. It is then the real problems start, as the front wheels of the big Renault have sunk into the soft ground while the drive wheels are spinning hopelessly. Ok, I say, let’s unload first, then try again. The miniature forklift is so small that the rear wheels are lifting off the ground as it makes feeble attempts to raise the pallet, resulting in the need to place bags of horse feed on the back to act as a counterweight.

After unloading, he declares in a reassuring tone that he’ll

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Taking a break on the Italian side of the Mont Blanc tunnel.

Miniature forklift struggles at the first

Paul O’Callaghan stands with an Iranian truck while its driver

delivery point in the north of Italy.

prepares a campfire alongside. At the Campogalliano TIR park, Iranian trucks can wait days for customs clearance.

(Hope that’s not a good CHEP pallet, Charlie? Some poor bugger will be paying for that the rest of his life – Ed)

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July 2019

59

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... return with the tractor. Good, I think to myself, until I see ‘the tractor’. Again, another completely useless item in the form of a small, two-wheel drive Fiat. Wheels are spun, ropes are snapped, arms are thrown up in the air and my truck still hasn’t moved. Detecting that he has had enough of my situation, I am led down a tree-lined avenue to meet the female stable owner who is overseeing the training of posh Italian kids on horseback. I feel like a fool standing in this lunging ring in the foothills of the Alps, explaining my predicament. If that wasn’t bad enough, the Tarrant office is now ringing.

“The Italian forwarding agent was just wondering how you were getting on Paul?

“Oh, not too bad, just a bit stuck here, should be moving soon,” I add with an air of optimism.

After what seems like ages, an angel appears in the form of a Renault Kerax 8x4 tipper that manages to pull me free from my embarrassing situation. Two cock-ups already and it’s not even lunchtime; what next?

Thankfully my next two deliveries – one at Arcese Trasporti at Cavenago di Brianza (the forwarding company) and one at Parma – are places designed for trucks, where I manage to deliver without getting into any difficulties. My last drop-off at Bologna will have to wait until morning, so I park for the night at a service area on the A13 Bologna to Padua Autostrada, let the seat back and smile to myself, pondering the day’s theatrics.

The following morning, the last delivery runs smoothly, after which I have time to relax as I await backload details.

Suitably refreshed after a day of leisure, I read the SMS on day six of my adventure: ‘Collection at Carrara, will load today’. It feels good to be moving again as I rejoin the bustling A1 Autostrada that connects Milan to Rome, continuing northwards to Parma where I branch left onto the A15 and head west over the Ligurian mountain range. The scenery here is spectacular, the road building impressive, and there are lots of cool trucks on the road. This is what trucking is all about!

Carrara, set on the coast of the Tyrrhenian Sea, is famous for its high-grade marble, which has been mined for the past 2000 years. Some is used by sculptors in Europe, while more is shipped around the world, providing container work for hauliers of the region.

Having located the collection address after an hour of searching due to a name change of the business, I manoeuvre the rig into the building with a tight blindside reverse. Once inside, we roll back the sliding roof of the trailer, which allows the overhead crane to lower the machine onto the bed of the trailer. After the complimentary espresso, I am on my way back across the mountains to Arcese in Milan, where I park up for the night inside the secure freight yard. The place is a hive of activity on Fridays, when trucks from all over Europe congregate to ‘finish out’ (top up with freight from a forwarding agent) with groupage for their home countries.

The next stop is for a 45-minute tachograph break at old TIR’s (Transportes Internacionales Routiers) yard in Aosta, once an obligatory stop in the pre-EU days when customs clearance was necessary. After an excellent meal in the restaurant, spirits are high as I drive up through the Aosta Valley towards the looming peaks of the Alps. Picturesque villages bordered by carpets of green fields, stacks of neatly cut timber piled up alongside old stone sheds, all overshadowed by the majestic mountains, towering to the seemingly fast-moving clouds overhead.

Through Mont Blanc, back into France and descend the other side using the engine brake on the Magnum. With nine hours driving complete, I call it a day at Dijon. In Calais, as ever, the inevitable hassle of keeping immigrants out of the trailer ensues.

Another trip across the English Channel, followed by an overnight sailing from Liverpool to Dublin. Sailing on this route is more preferential to the shorter Holyhead Dublin option, as a reasonable night’s sleep is possible on the much longer nine-hour voyage. In Dublin Port, Edward from Hungary, who is the Magnum’s regular pilot, is waiting with a 2003 model FH12 500. We do a changeover and the big French rig once again heads in the direction of the Mediterranean.

Living with the Magnum was a real pleasure and I enjoyed every minute of the fortnight I spent behind the wheel.

Having driven and lived in them all – Volvo, Scania, Mercedes, Kenworth, Mack, Western Star, you name it – I can honestly say that none impressed me as much as the big Magnum, a truck which still manages to look as bizarre as it did when introduced 27 years ago. 

Paul’s ‘Maggie’ Once again a driver who’s crossed paths with Renault’s magnificent Magnum (affectionately known as the ‘Maggie’) comes away converted.

The one Paul took on the trip was a post-VolvoRenault merger example and ran the DXi13 motor (basically the same 13-litre as used in the Volvo FH) and the OptiDriver II AMT (again, I-Shift hardware with Renault spirit breathed into it).

The truck’s a 2013 model and still runs Ireland to Spain or Italy weekly.

(Ref: New Zealand Trucking magazine, April 2017 In a class of its own)

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A specialised stonecutting machine, like the one beside the truck, is loaded through the roof at Carrara.

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LIGHT COMMERCIAL TEST

Hiace joins five-star walk of fame Story and photos by Jacqui Madelin

Five-star impact safety result is just one advantage to longawaited update for NZ’s topselling van.

I

t’d be safe to call Toyota’s Hiace a fixture on New Zealand’s roads. Toyotas make up a quarter of the cars here, and the three top-selling models in our history are Toyotas too – the Corolla, Hilux and Hiace.

The Corolla and Hilux are no doubt already on your radar.

With model facelifts and overhauls every two or three years, and marketing drives to match, it’s hard to forget they exist. But the Hiace has been a quiet, if steady, achiever since it first launched back in 1967, and like most vans it rarely hits the headlines – after all, a van’s model life lasts four or five times that of a passenger vehicle, and this is the first new Hiace for 14 years.

At least, most of today’s line-up is new. Hiace has topped the van sales tables here for 25 years, and though Toyota is confident the new one is much better than the old, it’ll still sell three variations of the previous model to cover as many bases as possible.

So, price-wise the entry model is the old 3.0-litre ZL

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five-door two-seat van, with manual transmission, at $41,990 followed by its auto sibling.

Then come the new variants, all powered by 2.8-litre diesel engines, with four ZR models, including two five-door twoseat versions, the manual at $44,990 and the auto at $46,990.

Topping that is a five-seat five-door half panel van at $47,990 and a 10-seat Minibus at $52,990, then comes the fourdoor two-seat ZX at $50,990, with the entire Hiace range completed by the old-model 12-seat auto Minibus at $56,990.

The most visible change is the new face, with its more obvious bonnet, pushing the driver further back – behind the front axle, instead of sitting over both engine and axle. That’s not only comfier for the driver, but also places occupants further from any frontal impact – no doubt part of this van’s five-star ANCAP crash test rating. And it allows a much more useful step to access the cabin.

This Hiace is considerably wider too; the ZR by 255mm and the ZX by 70mm, both now at 1950mm. The new proportions are most obvious from behind or when loading, as the ZR will now take a pallet or a sheet of GIB between the wheel arches. Depending on model, various other dimensions have altered too.

Otherwise the formats – glass vans, panel vans – are broadly the same, albeit with a lower beltline delivering more glass

WWW.GOCLEAR.CO.NZ Left: Modern tech includes modern audio-visuals and the ability to work with your new smartphone.

Below: Engine, familiar from the Hilux, now under a bonnet – not the front seats – for improved comfort

P HO T O : T O Y O TA N E W Z E A L A N D

and frontal impact safety.

and a better view out, and better-positioned mirrors. The new 10-seat minibus caters to the likes of schools, which are willing to give up two seats to get a bit more luggage space, and the five-seat van with cargo space will be popular with those businesses needing to carry both staff and goods.

Toyota NZ also cites improved focus on lifespan. Apparently the factory researchers found a Central American Hiace driver doing four 250km trips per day, on a return trip that climbed or descended 2200m. To keep that sort of client happy, they tested by driving until a part failed, then re-engineered that part. As a result, Toyota NZ bigwigs say their service guys were blown away by the heavy-duty parts used, like brake callipers big enough to be noticeable when you need to change a wheel…

The list of changes is extensive. Those spending the whole day in their van, and normally finding it hard to get comfy, will be happy to discover a new seat with height adjust and more supportive back bolsters, which pushes further back for tall folk, and is matched to a steering wheel with height adjust.

There’s a new instrument cluster, with a digital speedo, the latest audio system and satnav as standard – which includes the sort of features that mean you can send voice messages on the fly, check traffic, and do many of the other functions of the latest smartphones, without having to use your hands for any of it.

Which leads us to safety. All the new models get a significant tech boost, with standard features including road sign assist, lane departure alert with yaw assist and vehicle sway warning, auto high-beam headlights, and auto emergency braking which will recognise vehicles and pedestrians day or night, and cyclists in daytime.

Then there’s a blind spot monitor and rear cross-traffic alert to help van drivers stay safe, an adjustable speed limiter, trailer sway control, and a reversing camera with front and rear park sensors. The number of airbags varies, with up to nine – for the ZR half panel five-seat van.

What’s it like to drive? We weren’t able to give it a full test in the time available, or to try out the auto Limited Slip Diff that engages when traction control is off. But we did spar with busy Auckland traffic through a variety of suburban situations, including U-turns and backing, and traffic logjams, which put the auto stop-start into play to save fuel. This engine is essentially the same as that fitted to the Hilux, but with a 30kW boost in power and up to 150Nm more torque, so it won’t come as news that it never put a foot wrong in these unladen vans. Toyota says fuel economy is much improved – the amount depending on variant – but there’s not yet much feedback from real-world users. We did speak to one Freightways courier in his first week with a new Hiace, who

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July 2019

63

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SPECIFICATIONS

Toyota Hiace

New Hiace already in service – easy access to

Engine:

2.8-litre 4-cylinder in-line turbo diesel

Power:

130kW (174hp) at 3400rpm (2.8)

Fuel tank capacity:

70 litres

Torque:

450Nm (332lb/ft) at 1600 to 2400rpm (auto), 420Nm (310lb/ft) at 1400 to 2600rpm (manual)

Claimed fuel economy:

8.2l/100km (RWD half panel van auto, RWD glass van auto), 7.5l/100km (RWD glass van manual), 7.7l/100km (RWD 10-seat Minibus), 8.4l/100km (RWD glass van auto)

Transmission:

6-speed auto or 6-speed manual

Suspension:

MacPherson strut front with stabiliser bar, leaf spring ridged axle rear

Wheels/tyres:

16-inch steel wheels, 215/70R16 front, 215/70R16 rear tyres

Brakes:

296mm vented disc front, 320mm vented disc rear (except RWD manual glass van, 256mm drum rear)

cargo bay.

Difficult to convey the cavernous space in a photo.

hadn’t yet driven far enough to be sure about economy, but already liked how much easier loading was with the increased width.

With 14 years between model changes, it should come as no surprise that the latest Hiace is light years ahead of its predecessor, especially when it comes to tech. Add that to the number of variants, and it’s obvious why we can’t cover everything here. Suffice to say that Toyota has made clear that it’s serious about maintaining Hiace’s title as New Zealand’s favourite van. 

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New Zealand Trucking

July 2019

Stability/traction control: Yes Airbags:

9 airbags (half panel van), 7 airbags (all glass vans), 3 airbags Minibus

Min turning radius:

11m (tyre), 11.8m (body); except 13m (tyre), 13.8m (body) RWD 4-door glass van

Max payload:

950kg (half panel van), 1020kg (5-door glass van manual), 1030kg (5-door glass van auto), 965kg (Minibus), 1170kg (4-door glass van)

Kerb weight:

2305 to 2350kg (half panel van), 2235 to 2280kg (manual glass van), 2220 to 2270kg (auto glass van), 2375 to 2385kg (Minibus), 2305 to 2330kg (5-door glass van)

Gross vehicle weight:

4800kg (half panel van, glass van), 5200kg (glass van manual), 4850kg (Minibus), 5000kg (4-door glass van)

Cargo length:

2745mm (5-door glass van), 3395mm (4-door glass van)

Cargo width:

1265mm (between wheel arches), 1775mm (above wheel arches)

Cargo height:

1315mm (middle of cargo area 5-door glass van), 1610mm (4-door glass van)

Cargo capacity:

6200 litres (4-door glass van 9300 litres)

Length:

5265mm (except RWD 4-door glass van, 5915mm)

Wheelbase:

3210mm (except RWD 4-door glass van, 3860mm)

Width:

1950mm

Height:

1990mm (except RWD 4-door glass van, 2280mm)

Seats:

5 (half panel van), 10 (Minibus) 2 (all others)

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INDUSTRY UPDATE

Permit compliance

A

t the NZ Transport Agency, we’ve recently strengthened enforcement around the compliance requirements related to obtaining and keeping a heavy vehicle permit.

Operator checks have been expanded to include factors like driver fatigue/distraction issues, road user charges (RUC) evasion, and speeding offences.

This work is part of a package of safety and compliance improvements that also include proactive monitoring of current heavy vehicle permit holders and drivers.

Our new strengthened approach means that critical permit breaches may result in your permit being revoked.

The safety of all road users is the NZTA’s top priority.

We have previously acknowledged that our regulatory compliance regime wasn’t strong enough and this work is about improving on that and making our roads safer for all New Zealanders.

That said, we know permits are critical to keeping operators in business, so we’re looking to partner with the industry, not unfairly penalise it.

Working together produces results and we’ve seen this first-hand.

constant vigilance. We are always dealing with the ‘human factor’ and genuine mistakes will occur.

“We have developed robust procedures to investigate and initiate appropriate corrective actions when an error is made.

Working proactively and constructively with the Transport Agency has greatly assisted us in our quest for zero noncompliance.”

These steps implemented by Booths have been very pleasing for the NZTA. We know the role the transport industry plays in keeping this country ticking along. We want to see improved compliance and best practice being implemented – not businesses losing the right to operate or, even worse, someone being hurt.

Yet each year, more than 15,000 injuries or fatalities continue to occur on our roads, often because factors like efficiency and speed take priority over safety.

Unfortunately, we also know that heavy vehicles feature in many of these accidents. Heavy vehicle operators have more factors to consider related to safety. Load weight, driver fatigue, pilot vehicles, speed restrictions.

That’s why safety will be our enduring focus. We want it to be yours too, if it isn’t already.

At the end of April 2019, the NZTA had revoked just 29 permits and issued 16 warnings, against a background of issuing 3170 HPMV permits. This context is important because we know many of you do an excellent job and this is only a small number of revocations.

But small numbers can have big impacts on individual businesses.

So take this as a reminder to look at your own performance with permits and try to identify any deficiencies or shortcuts that could trip you up down the line.

It’s an opportunity to improve compliance and, as a result, road safety. It also ensures we all do better at looking after our greatest asset – our people. 

We have previously acknowledged that our regulatory compliance regime wasn’t strong enough and this work is about improving on that and making our roads safer for all New Zealanders.

Booths Transport

In late 2018, the NZTA took regulatory action against Booths Transport Ltd after it breached the loading conditions of a limited number of its permits. We initially revoked permits and issued notices of decline for permit applications.

This action caused Booths to reflect and implement proactive steps to address the factors leading to the enforcement action.

As a result of Booths’ commitment to improving, we issued permits with tailored conditions, for review after six months.

Compliance has improved as a result, an outcome that benefits everyone. Booths have very kindly shared their thoughts on this: “Initially, we were very concerned about the impact to our business,” said director Craig Booth. “Our focus has always been on minimising non-compliance and this experience caused us to change our focus to ‘zero non-compliance’.

“Our breaches of permit conditions related to accidental overloading. Our CoF and roadside inspection pass rates were extremely high. However, operating in an environment where we do not always have control over all the variables requires

By Kane Patena NZTA general manager regulatory

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New Zealand Trucking

July 2019

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FUEL FOR THOUGHT

Aerodynamic aids, a well specced vehicle, and a management/driver culture of continuous improvement makes every fuel penny sweat.

There is no simple fix

By Russell Walsh

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

O

and maintenance staff. Avoid doubt; tell it like it is, and how you want it to be. Everybody involved must be clear about what is expected of them.

ver the past few months I have written about many of the ways in which you can reduce your fuel use. One thing that should have been obvious is that there is no single simple answer; what works for one operator may not work for others. No matter which strategy you choose, there are a few things that you must do to give yourself any chance of success:

Work on it

You need commitment

Embarking on a planned, well managed, and sustainable programme to reduce your fuel use should become an integral part of the company’s culture. The additional benefits of a fuel reduction programme, such as improved compliance, supporting workplace health and safety practice, customer and public perception, and increased profit margins, have already been documented, and are there for the taking.

Once you decide to work on reducing your fuel use you need commitment and discipline to make it work. You can always make excuses for putting things off, but it’s impossible to save fuel already burnt. Money lost is money lost.

Set a start point

You must have a point to start from and on which you can measure how effective your actions have been. This point should include two elements: fuel use measured in litres per 100 kilometres (L/100km) travelled, and fuel use measured against the volume of goods carried. Measuring just fuel use exposes your results to several variables that will distort your achievements. As you are in the business of moving freight, be sure to measure your fuel use against this also.

Define each person’s role

Each person in the business has a role to play in making sure what you decide to do works. These include the management, operations, drivers, driver trainers (both internal or external),

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July 2019

Don’t expect miracles to happen overnight and accept there will be setbacks, but work through these and understand why they happened, and avoid the same thing happening in the future.

Fuel reduction is part of a wider picture

Ask for help

If you are not sure how to go about introducing and maintaining a fuel use reduction programme in your business, don’t be afraid to ask for help. There are many organisations and individuals who have this expertise and who are able to provide everything from simple advice to managing a programme that fits your business.

Take time to make sure they have local industry knowledge and credibility and are not just regurgitating statistics and actions that worked overseas but are not proven here.

A fuel reduction programme does not cost – it saves. 

NZT914

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TECH TOPICS

The shocking truth about

RIDE HEIGHT Diagrams supplied by Powerdown

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

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

A

s the title suggests, changing the ride height of your truck’s air suspension can have shocking results on the life of your shock absorbers. Suspensions, like many components on a heavy vehicle, are precision pieces of equipment that play a vital part in the vehicle’s handling characteristics, and having the backyard doctor tamper with them can have shocking results. But it’s not all bad news; shock absorber manufacturer Powerdown has a simple gauge (sticker) mounted on a range of their shock absorbers with the correct recommended ride height.

The sticker is strategically placed on the body of the shock absorber to indicate its operating stroke relative to the vehicle’s ride height.

A shock absorber is primarily designed to operate in the midpoint of the extended and compressed length of the unit. Consequently, if the vehicle’s suspension ride height is increased, then the suspension droop is reduced, which limits the available downwards movement in the shock absorber. In this situation, the likelihood of the shock absorber’s internal damper topping out when the suspension articulates is dramatically increased.

The constant impact of the shock absorber’s piston hitting

the top guide will cause premature bush failure and other end fitting damage, including oil leakage. Powerdown say that in extreme cases shock absorber life can be reduced by as much as 80 percent. Furthermore, they advise that short stroke trailer shock absorbers and certain rear drive air suspensions are more susceptible to this than others.

How to read the height sticker

If the dust shield edge (outer casing of the shock absorber) is in the green zone then the vehicle ride height is correct. This is where the optimum performance of the shock absorber is achieved.

If the dust shield edge is in the amber/yellow zone – on either the top or bottom end – the ride height should be checked. In this position, the stroke of the shock absorber is starting to stray outside the optimal performance zone.

Conversely, if the dust shield edge is in the red zone – on either the top or bottom end – the ride height is way off. This indicates that the likelihood of the shock absorber topping out or bottoming out is highly increased. It can also indicate that the wrong shock for the application has been installed.

While we are on shock absorber installation, it’s worth touching on just how tight the eye bolts should be tightened.

Honestly, fitting a shock absorber to a truck or trailer may not seem an incredibly complex job; nevertheless before you pick up that battery-operated rattle gun, take heed of Powerdown’s following advice.

Bushes are fitted to the shock absorber so that the shock absorber can articulate on the mounting point of the vehicle.

Over-tightening the shock absorber on the mount will excessively squash the bush, reducing the amount of flexibility or articulation in the bush. This will lead to premature wear of the bush and possibly breakage of the shock absorber eye or stud. Alternatively, the mounting bracket on the vehicle could also break.

Simple checks can be done to check the function of ride height control valves.

Even mounting the shock absorber This handy chart demonstrates the guides on the shock absorber to ascertain

is something that if done right will

whether or not the shock absorber is operating in its optimal range.

significantly enhance the device’s operational life.

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WWW.GOCLEAR.CO.NZ Conversely, under-tightening the shock absorber can lead to the shock absorber coming loose, stripping the nut off the thread or sliding on the mount. This will wear out the shock bush and the mount, plus make a lot of noise in the process.

How tight is just right?

While many manufacturers do not have a recommended torque rating for tightening up a shock absorber, Powerdown recommend that shock absorbers should be tightened up by hand with a spanner rather than a rattle gun, to avoid overtightening.

When tightening up an eye mount shock absorber, rotate the nut until you feel it make contact with the outside mounting washer and bush. Then make two full clockwise turns, using a spanner only to secure the shock absorber in place. To check the installation, grab hold of the shock and make certain it does not rattle on the mount and that there is still flexibility in the bush. If you notice the bush bulging over the outside of the washer, the shock absorber nut is far too tight. For a stud mount the same principles apply.

Checking height control values

No doubt at some point in your trucking career you would have arrived at work to start your day only to discover your truck or trailer’s air bags had deflated overnight. One of the common causes of this issue can be attributed to a leaking height control valve. There is a quick step-by-step procedure you can perform, if you’re competent, to check if the height control valve is leaking.

Firstly, start the engine and ensure the compressor on the

truck is operating and the air system is fully charged, otherwise there will be insufficient air in the tanks to carry out the test properly. For a trailer that is not connected to a prime mover, ensure the trailer is connected to a reliable air supply source and the tanks fully charged.

Disconnect the linkage rod attached to the axle, then move the arm or linkage rod of the valve upwards; air should start flowing into the air bags immediately with an instant response valve. A delay valve should take approximately five to seven seconds before it will begin inflating the air bags.

Now return the arm back to the neutral position (horizontal) and the airflow should stop immediately.

Once the airflow has stopped, move the arm or linkage down and air should be exhausted from the air bags. A delay valve will take approximately five to seven seconds before it will exhaust air.

Now return the arm back to the neutral position (horizontal) and the valve should stop exhausting air. If at any stage during the step-by-step process the height control valve fails the test, there is a good chance that the valve needs replacing.

Height control valves, like other working components on a heavy vehicle, can fail internally due to rubber seals perishing, moisture, and contamination in the air system.

Given that the suspension plays such a critical role in a heavy vehicle’s handling, performance, and ultimately in ensuring the freight is not damaged in transit, it is best to have any suspension checks and repairs carried out by a reputable service centre or OEM dealer than risk a fix by a backyard truck doctor. 

SHOCK ABSORBERS FOR ALL LOADS, ROADS & CONDITIONS Over the past 30 years Powerdown has developed the most comprehensive range of truck, trailer & bus shock absorbers designed specifically for “Excellence in Performance, Safety & Value”. Powerdown is the leader in Australian designed suspension solutions for commercial vehicles.

Cool Cell Cool Cell shock absorbers have been designed for parabolic spring and air suspension applications where suspension control is crucial.

Supershock The Supershock was the first shock absorber for air suspension applications on trucks and trailers.

On Road Trailer On Road Trailer shock absorbers have been designed to outperform standard shock absorber and deliver a smooth ride in all conditions.

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New Zealand Trucking

July 2019

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TRUCKERS’ HEALTH

The bell’s ringing!

Kettlebell – upper body circuit

Strength workouts don’t have to be complicated or require a tonne of equipment. You can target muscle groups in your entire body simply with a pair of kettlebell weights carried in the toolbox of the truck.

This month we are focusing on our upper body and a touch of core strength, targeting back, chest, shoulders, triceps and biceps.

Kettlebells are inexpensive, easy to find, and you can bring them out when you have a free 15 or 20 minutes for a simple strength workout.

Keeping up your strength is important for so many reasons – bone density, fighting disease, feeling capable, being able to manage a physical job, and just getting through the demands of day-to-day life.

The photos below take you through a full upper body workout with technique tips and explanations so you’ll know exactly what you’re targeting and how to get the most out of each exercise. Have a go in the comfort of your own home, motel, or even the truck.

Upright Row – Shoulders

Hammer Curl – Biceps

Start with the weights resting on your legs, keep the weight

Start with weights resting on legs, lock elbows into

close to your body and lift the weight to chest height; elbows

sides, bring weights up towards shoulders but do

move out to the side and stay above your wrists at all times.

not touch the shoulders.

Pec Deck – Chest

Tricep Extensions – Triceps

Set your arms out at 90-degree angles at shoulder

Hold the weight by the handles and bringing the weight behind

height; keep your forearms straight and vertical as

your head, extend the weight above your head and keep a soft

you bring them to the front of your body.

bend in your elbows; keep your elbows close to your head and pointing forward.

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Bent Over Row – Back Keep a nice straight back and pull the kettlebells up to your ribcage; keep your elbows close to your

Russian Twist – Core

body.

Sit down with bent knees, hold the kettlebell close to your chest then move the weight from your left hip to your right hip. The more you lean your body back the more you will feel your core working; put your feet up for an extra challenge.

Laura Peacock Personal trainer TCA Fitness Club

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SHARE THE ROAD

Kenworth T680 with side skirts, tabs, and hood mirrors.

What’s the cyclist doing in a Californian long haul semi truck?

T

he first thing one notices about trucks around Los Angeles is that they don’t seem to have enough axles for their size, and that the tractor units are all bonneted and look like they are long enough to have a bed and bathroom and lounge behind the driver’s seat. The Surface Transportation Assistance Act (STAA) of 1982 allows large trucks to operate on the Interstate and certain primary routes collectively called the National Network. These trucks, referred to as STAA trucks, have no limit on the length!

There are reasons for most of these features, as I discovered when I meet the president of Liberty Linehaul West Pty, Greg Dubuque, at their Montebello yard. Greg is also vice president of the California Trucking Association, and his father and grandfather were truckers. He grew up driving big rigs and spends his free time reading about the industry, its history, new innovations and the politics, so there is not a lot he doesn’t know.

The mass and dimensions of trucks in the US are regulated by both federal and state rules. While the STAA trucks can only travel on the National Network (a bit like our HPMV network), each state has quite different rules with regards to weight and size. In some of the Midwest states, trucks with gross weights of 62,000kg can be driven on local highways. Most of the trucks that operate on local highways are a max of 80,000lbs (36,287kg). The max length of Option A truck and trailer combinations in California is 75’ (22.86m), with the maximum permitted weight for a single tyre axle 8165kg, a little more than our 7200kg. Typical trucks (like the one I went out in shown in the photo) have a 53’ (16.15m) trailer, with the remaining space allowing for a long body on the tractor. The trailers usually have one set of tandem axles to carry the relatively light loads operators are restricted to.

Electronic logging devices (ELDs) were made mandatory across all of the US in December 2017. Greg said this reduced their overall carrying capacity by around 8%, which is not insignificant. After being off duty for 10 or more consecutive hours, interstate drivers are allowed a period of 14 consecutive hours in which to drive up to 11 hours. The tightened control

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over hours has made dispatchers’ jobs more predictable, as they know exactly how long a driver will drive for, so they know when to schedule the next load. Greg said they started working with their customers a full two years before ELDs were a requirement to ensure their customers could learn to plan for drivers not working very long weeks. He acknowledged that the take-home pay would have dropped due to fewer miles, but to retain and recruit drivers, the industry has made large pay increases, including the use of guaranteed pay and bonuses.

This has not helped getting the profession recognised as a fully-fledged well-paid trade.

He does not have staff in line waiting to take over when some of his older drivers retire. The ELD requirement put

some owner-drivers out of business. Interestingly, there is public resistance to the idea of owner-drivers; it is felt they are taken advantage of by some operators who are considered to simply be passing on operational costs to the ‘owner’. There is a move by big companies to operate more of their own trucks to ensure they have the capacity to meet their own demand requirements.

Most of the trips the 40 Liberty Linehaul West trucks make are between 700 to 1200 miles (1126 to 1931kms). Longer than that, the bulk of goods that can handle the rougher conditions go by rail.

Greg took me out for a drive in a manual 2016 Kenworth T680 (which had a three-quarter-size bed, a fridge, a TV,

WWW.GOCLEAR.CO.NZ Greg Dubuque is rightly proud of his company’s award-winning safety record.

and plenty of storage for the driver) and a 53’ (16.15m) trailer. The tractor had good-sized windows that provided a reasonable view of what was happening around the truck.

What was outstanding were the hood mirrors mounted on the fenders that afforded great visibility down the sides of the truck through the traditional blind spots. Greg mentioned that while hood mirrors are “not cool”, when fitted he did use and appreciate them. Good split wing mirrors and a spotting mirror completed the set up. The new automatic trucks Greg is now buying have the full suite of Bendix Wingman Fusion technologies that include lane departure warning, collision mitigation, overspeed alert and action, to name a few of the features. A Bestpass & Drivewyze unit is mounted on the

windscreen; that means their trucks will not be pulled over to be weighed or inspected, due to the company’s clean record. It also deals with some of the toll payments.

The trailer had side skirts and air tabs, which Greg said adds a quarter of a mile per gallon of fuel efficiency. The air tabs make it easier to see behind the truck when it is wet, and reduces turbulence that affects cyclists. The long trailer took up three lanes when making a turn to the passenger side from the curbside lane in order to clear the rear wheels.

Greg is very proud of the company’s safety record; they have had no incidents in the past 1.4m miles (2.25m kilometres) their drivers have clocked up in California alone. Overall, the fleet averages 3.5m miles (5.6m kilometres) per year. This earned them first prize, the Board of Directors Grand Trophy for Fleet Safety, from the California Trucking Association.

For more information about the Share the Road Campaign, contact Richard Barter 021 27 1213 richard@can.org.nz

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

IMAGES FROM THE LONG LAP 2018

Peter and Jane Turner from Christchurch did the Long Lap in their 1980 White Road Boss with a Detroit 8V92 TTA and Spicer 20-speed. Originally from Renmark in South Australia, it used to cart Aboriginal housing for the government, so has been into every settlement in Australia.

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HEALTH AND SAFETY

It takes two or more

I

t’s an old saying but it’s true. It takes two or more factors to contribute to an accident. One of the most common things I hear when investigating an accident is ‘it was just a matter of time’. Often people have seen that an accident was, almost, unavoidable. Often they have seen different contributing causes. And often, they haven’t said anything.

Let’s look at an example: We have a task, a delivery to complete. We have a tool – a truck and trailer – to complete the task. We have a licensed driver. On the surface this seems to be all we need to successfully complete the task.

However, what if the truck and trailer were not the best configuration for the load or the road? What if the vehicle had not been well maintained or it had a fault? What if the licensed driver was inexperienced in this type of load, vehicle configuration, or road?

Any one of these examples can – probably – be easily managed and the delivery can be successfully and safely delivered. If two of these examples are present, the likelihood of a successful and safe delivery is reduced. This is reduced further if three of the examples are present.

Alternatively, simple and regular actions can increase the likelihood of a safe, successful delivery.

• Pre-operative checks on the vehicles.

• Regular service and maintenance on the vehicle, including tyres.

• Knowing the delivery and road and ensuring the vehicle configuration is suitable.

• Undertaking regular driver assessments. Reviewing the findings and taking appropriate corrective actions.

These actions are not enough by themselves. They must be followed up.

• Pre-operative checks – there needs to be a working fault reporting system. Faults must be recorded and fixed.

Records of this should be kept. If the fault has not been fixed and the vehicle is unsafe, it must be taken out of service. If it can still be operated safely, the driver needs to be made aware of the fault and how to manage it.

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• Regular service and maintenance – this will provide preventative maintenance and help to identify potential faults.

• Vehicle configuration – the vehicles should be fit for the task. From time to time, this may not happen. Being aware of this allows us to select the most suitable driver for this.

• Undertaking regular driver assessments. Review the findings and take appropriate corrective actions. The assessment may identify that a driver speeds, uses the wrong gear, is not confident tipping, etc.

Managing any of the contributing factors makes our businesses safer and more successful.

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 www.safewise.co.nz

Tracey Murphy is the owner and director of Safewise Limited, a health and safety consultancy. She has more than eight 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 Graduate Member of New Zealand Institute of Safety Management and is the Waikato branch manager.

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: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

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LEGAL LINES

Changes to rest and meal break entitlements – continued

T

he Employment Relations Amendment Act 2018 (the ‘ERAA’) changes to rest and meal break entitlements will affect transport operators and drivers from 6 May 2019. Employees will be entitled to paid minimum rest breaks (10-minute break) and unpaid minimum meal breaks (30-minute break) throughout their work day, depending on the length of their shift. Employers and employees will agree when they take their breaks. If the parties cannot agree, the law sets out when breaks should be taken as long as it’s reasonable and practicable to do so.

What happens if we can’t agree?

If the employer and the employee cannot agree to the timing of rest and meal breaks, then the employer must provide rest and meal breaks under the prescribed times in the Act unless it is not reasonable or practicable to do so. Section 69ZE sets out the prescribed timing of rest and meal breaks in so far as it’s reasonable and practicable as follows:

During the work period beyond 8 hours (the subsequent period), provide the employee with the breaks as follows: (a) If the subsequent period is 2 hours or more but not more than 4 hours, the rest break in the middle of the subsequent period: (b) If the subsequent period is more than 4 hours but not more than 6 hours, the rest break one-third of the way through the subsequent period, and the meal break two-thirds of the way through the subsequent period: (c) If the subsequent period is more than 6 hours but not more than 8 hours, a rest break halfway between the start of the subsequent period and the meal break, the meal break in the middle of the subsequent period, and a rest break halfway between the meal break and the finish of the subsequent period.

What does reasonable and practicable mean?

Whether it is reasonable and practicable to provide rest and meal breaks under the prescribed timing in the Act is based on industry needs and the nature of the employee’s work. For Provide the employee with the rest break in the middle of example, if a service delivery route the work period. cuts through a driver’s intended break, it may not be reasonable for Work period between 4 hours What about selfthat break to occur when there is and 6 hours employed contractors? an expectation to get passengers or Provide the employee with the rest equipment to a location at a certain break one-third of the way through If truck drivers are operating as selftime. So, if service demands mean the work period, and the meal break employed contractors, the ERAA does that a break is postponed, this would two-thirds of the way through the work not apply to them and they will only likely be considered reasonable. period. need to adhere to the Land Transport

Work period between 2 hours and 4 hours

Work period between 6 hours and 8 hours Provide the employee with a rest break halfway between the start of work and the meal break, the meal break in the middle of the work period, and a rest break halfway between the meal break and the finish of the work period.

Rule: Work Time and Logbooks 2007.

However, if a company is contracted to provide services and employs a truck driver, that driver will be entitled to rest and meal breaks.

Work period over 8 hours During the work period of 8 hours, provide the employee with a rest break halfway between the start of work and the meal break, the meal break in the middle of the work period, and a rest break halfway between the meal break and the finish of the work period.

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At the extreme, depending on the nature of the employee’s work and industry needs, it could be reasonable for the rest break to be taken adjacent to the next meal break. The length of time a break is postponed will depend on the particular circumstances. If the parties are having difficulty agreeing to rest and meal breaks, they can access mediation services through the Ministry of Business, Innovation and Employment (https://www.employment.govt.nz/resolvingproblems/steps-to-resove/mediation).

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Example of entitlements during a cumulative work day of 13 hours

The table (right) sets out entitlements during a 13-hour shift from 6 May 2019 for two different scenarios. The first is what is required if the parties agree and the second is what is required if the parties do not agree. 

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

0719-04

Danielle Beston

Requirements under the Employment Relations Act (if all parties agree)

Requirements under the Employment Relations Amendment Act (if parties do not agree)

3x (paid) 10-minute rest breaks taken at agreed times throughout the shift and; 2x (unpaid) 30-minute break provided after every 5 ½ hours of work (or earlier if agreed).

1x (paid) 10-minute break after first 2 hours 45 minutes of a shift and; 1x (unpaid) 30-minute break after first 4 hours 45 minutes of a shift and; 1x (paid) 10-minute break after first 6 hours 45 minutes of a shift and; 1x (unpaid) 30-minute break after first 8 hours 45 minutes of a shift and; 1x (paid) 10-minute break after first 11 hours of a shift.

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NZ TRUCKING ASSOCIATION

Developing a successful team

T

o be successful in our ultra-competitive trucking industry you need a successful team behind you. People who are efficient, productive, working to a common goal, and who enjoy their jobs. Creating this doesn’t happen by accident and requires effective leadership on your part, led by your example. If you can develop a successful team, your business will have a much greater chance of prospering.

The following tips will have you well on the way.

Awareness – If your team don’t know or understand what your business is all about, they won’t be able to assist you to reach your goals. You need to put in place a clear communication strategy that clearly defines your business vision and purpose. Show them that the success of the business depends on them, benefiting them as individuals.

Self-education – Develop your management skills. If you don’t know how to put a successful plan in place, then seek out professional advice and/or mentoring. It is up to you to provide the team with the inspiration to be successful.

The right team – The difference in performance between poor employees and your best employees can be huge and will affect the business significantly. If you want the best employees, then you need to be prepared to pay a premium to attract them.

Training – You need to provide your team members with the skills and knowledge to perform at their best. As a trucking operator you will be quick to invest in new equipment, but don’t forget to invest in your people. They are the face of your business the community will judge you by.

Develop key staff relationships – Encourage your staff to share information, and learn from each other’s experiences, good and bad. Identify, nurture, and foster relationships with key individuals. They are critical to the success of your business.

Weed out poor performers, and those who bring the whole team down.

Focus – One of the best ways of keeping your team focused is to have regular staff meetings. You should put aside at least one hour a month. It may be a breakfast BBQ before work where the boss cooks the food, or it may be a Friday night catch up after work over a refreshment or two; this will help to encourage participation, and relax everyone. Set an agenda, and start by reporting how the team is performing against the business goals. Use this opportunity to introduce any new initiatives, and encourage feedback and ideas from your staff.

Reinforce the point that no idea is stupid. Get them engaged and thinking about issues.

Accept fallibility – People make mistakes; after all they are only human. The most important lesson is to use these mistakes as key learnings, to minimise, or better still, eliminate reoccurrence. Put in processes to identify, analyse and reduce human errors. Learning from mistakes will only make the business stronger.

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Handle significant issues as a team – If the issue is critical for the whole business, get the whole team on the task. This will spread the workload and make the task more achievable.

As the saying goes ‘Two heads are better than one’. Utilise the team’s collective knowledge and abilities.

Empower your staff – Give your staff some flexibility to achieve set goals, encouraging analysis of what works and what doesn’t, and to make suggestions on improvements based on their experiences. When they can see that you have listened, and implemented some of their suggestions, they will be encouraged to participate even further.

Feedback – It’s very important to provide your team with feedback. They need to know how they are going against the business goals, and to celebrate successes. Show them what is working and what is not. Highlight people pivotal to the team’s success. This can be done in many ways: regular meetings, group update emails, newsletters, even notices and charts on the smoko room wall. Whatever works best for your business.

Design a rewards programme – Reward the whole team as well as individual employees. Set rewards for large projects, and the successes along the way. Talk to your team about the type of rewards that are meaningful to them. Depending on the size of the goal the reward could be as simple as movie tickets or retail store vouchers, through to a night out, a weekend away, or a monetary bonus. The important thing is that you need to have a mechanism in place that shares the business successes with your team and keeps them engaged.

Persistent and consistent – Once you have developed your successful team, continue to grow the lessons learnt as part of your business culture. Stay with it for the long haul, so that your team know that this is not just a temporary flash in the pan, but how the business now operates.

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

by Dave Boyce, NZTA chief executive officer

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ROAD TRANSPORT FORUM

Pandering to the inner city

F

or those who followed the recent Australian election, one of the most interesting aspects of the LiberalNational Coalition’s unexpected victory is the political divide that has opened up between the inner cities and the outer suburbs in many of Australia’s major cities. The inner-city electorates, even those with high levels of wealth, went to Labor, the Greens, and the odd independent, while the outer suburbs, traditionally blue-collar Labor strongholds, went to the Liberals.

This is a phenomenon that is not unique to Australia.

We can see the effects of it in the United States, UK, and even here in New Zealand. Away from electoral politics this divide is having a profound impact on how governments and bureaucratic leadership sees the world.

A disconnect has also developed between how cities actually work and how many residents of their inner suburbs perceive them to work. Unfortunately, politicians and policymakers with a vested interest in the inner-city constituency pander to this perception, and with regards to transport policy, that is not a good thing.

In the past couple of months, we have seen Auckland mayoral candidate John Tamihere announce a policy to deter trucks getting to and from the Port of Auckland during the daytime.

Tamihere’s policy illustrates a complete lack of understanding of how road transport operations link with shipping timetables and the reality of the time pressures that exist in the broader logistics sector. If you make it harder or more costly for trucks, you will make things harder and more costly for every business and citizen in New Zealand, and that includes those within Auckland.

Further south, we have also seen the effect of this inner-city centric view in the announcement of transport plans from the Let’s Get Wellington Moving consortium. Unfortunately, the plan seems to completely ignore the fact that tens of thousands of Wellingtonians have to travel into the city every day from its suburbs to work and take their kids to school, or in the case of our industry, deliver goods to shops, restaurants and the port.

Cycling infrastructure sees a disproportionate allocation of spending considering the number of people who actually cycle around Wellington city, while critical projects to free up traffic congestion like the long-awaited solution to the Basin Reserve and a second Mt Victoria tunnel have been put off for another 10 years. Other key central city roading improvements such as a second Terrace Tunnel are nowhere to be seen. There are also projects that would significantly benefit suburban Wellingtonians, such as the proposed Melling Interchange and the Petone to Grenada link road, that have been shelved indefinitely.

Unfortunately transport policy in New Zealand seems to be stuck in a false binary debate of public transport vs. roads and inner-city lifestyle vs. the needs of the suburbs. What we need are inclusive transport policies that enhance public transport,

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while also providing for people who live further out and need to drive to go about their daily lives, or operate a commercial vehicle to carry out our country’s ever-expanding freight task.

We also must stop the 20th century thinking that private transport is anti-environment. With developing technologies and the increased uptake of electric vehicles and hybrids, the roads of the future will be no more environmentally damaging than the railway lines, cycleways, or footpaths of today.

Conference 2019 – ‘Central Focus’

Just a reminder, the 2019 RTF Conference is fast approaching and registration is now open. This year’s event, which is being held at Wairakei Resort near Taupo on 24 and 25 September, will have ‘Central Focus’ as its theme.

We face many challenges that are central to the industry’s future success – from workforce shortages to increased health and safety compliance and of course safety out there on the road, so we look forward to welcoming you to Taupo to discuss these issues and help identify solutions.

The conference programme, registration details, accommodation, and sponsorship packages are available at www.rtfconference.co.nz.

This year’s conference and associated gala dinner will also usher in a significant change to the NZ Road Transport Industry Awards.

We are replacing the Industry Innovation and Training awards with two new categories that we hope will help promote the benefits of increased diversity in the industry.

The Teletrac Navman Outstanding Contribution by a Woman in the Road Transport Industry and the EROAD Young Driver of the Year (under 35) awards are designed to recognise and encourage the contribution of women and young people to road transport. Traditionally these two demographics have been under-represented in our industry and yet we know there are some outstanding people within these areas who perhaps don’t get recognised.

The two new categories join the existing VTNZ Supreme Contribution to Road Transport and the EROAD Outstanding Contribution to Health and Safety awards as well as the Castrol Truck Driver Hero Awards.

For entry guidelines and a nomination form for the NZ Road Transport Industry Awards and the Castrol Truck Driver Hero Award, please visit the appropriate pages under ‘Events’ on the RTF website. 

Nick Leggett Chief executive officer

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PRODUCT PROFILE

DT KING –

Sebco ticks all the AdBlue boxes

R

ecently DT King Transport of Otago and Southland took delivery of five Sebco 4800 Blue Stations for each of their truck depots. DT King’s busy fleet of 180 trucks and emissions reduction policy means that the demand for AdBlue is increasing.

DT King Transport general manager Grant Loader said they were looking for an environmentally sound, easy to use storage and dispensing solution for AdBlue across all their sites, as it is vital that the trucks keep moving with minimal downtime.

Storage and refuelling is paramount with AdBlue. AdBlue has a limited shelf life, is best stored at a stable temperature, and protected from UV rays and dust. This means that storing in and filling from containers and IBCs is just too risky, and it also presents a workplace safety hazard.

AdBlue must be kept scrupulously clean and there no shortcuts around that, said Grant. Sloppy filling practices will result in accidental contamination and the temptation to use the ‘handy container’ to top-up a vehicle’s AdBlue tank is to be avoided at all times.

DT King’s requirements meant that the AdBlue solution would be located within busy transport yards, so standalone robust systems are needed. “The Sebco range of Blue Stations ticked all the boxes and fitted our requirements,” said Grant.

Another requirement was for the Blue Stations to work in with DT King’s existing fuel management system on the diesel tanks they have across all sites. Truck and driver details for AdBlue are recorded in real time and easily assimilated into their existing fuel accounting and monitoring system.

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New Zealand Trucking

July 2019

“The team at Sebco made it really easy for us,” said Grant.

“Sebco were able to easily configure their Blue Stations, providing additional reporting efficiencies without the need for costly retraining. All we had to do was get our electrician on site to power up the Sebco Blue Stations, and then our fuel management supplier did some upgrades on our existing system and we were ready to go.”

The Sebco Blue Station is compact and easy to locate, requiring minimal space, and as a bonus can be easily relocated if needed. “While we looked at a few solutions, nothing offered all the key benefits that Sebco does. The Sebco guys delivered when agreed and the tanks were filled with AdBlue and then put in use immediately; easy.”

Sebco Blue Station’s unique UV-cancelling, bunded weather- and dust-proof design ensures that AdBlue is kept in an optimum environment that prevents contamination and degradation. “This is exactly what we need and is the perfect match for our extremely busy business,” said Grant.

About Sebco: Sebco Diesel and Blue and waste Oil Recovery Stations with a range of sizes available are fully compliant with rigorous WorkSafe safety standards. Flexible and reliable, Sebco tanks tick all the boxes when it comes to safety, reliability and performance. Contact Sebco on 0800 473226 or www.sebco.co.nz  Content supplied by Fuel Storage Systems Limited – Sebco Blue Stations Simon Ph 027 308 2844 email simon@sebco.co.nz

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New Rigs New ON THE ROAD ON THE ROAD

The the TheSky’s Sky’sMarsh theLimit Limit Monster

Renault Lander 460.32 8x4 RenaultS730 Lander 8x4 Scania 6x4460.32 tractor unit Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Brett Marsh Transport Ltd Driver Frank Richards Driver Frank Richards Engine: Scania 544kW (730hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: GRS925R Opticruise Transmission Optidriver Transmission Optidriver Rear axles: Renault P2191 Scaniawith R662 Rear axles hub reduction Rear axles Renault P2191 with hub reduction Trailer: Quad axle mounted chiller semi Truck body Flat deck with front PK12000 Truck body Flat deck with front mounted PK12000 Features: Palfinger Full factory aero kit, side fairings and rear crane

Palfinger crane guards all colour-coded to match the cab Features brakes, Bluetooth, Features Disc Disc brakes, Bluetooth, Operation: Transporting chilled and general freight Dura-Bright alloy wheels

Dura-Bright alloy wheels Operation roofing material throughout thearound country Operation Carting Carting roofing material around thethe Bay of Plenty area Bay of Plenty area

Twin TwinTippers Tippers Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Raising the bar Operator Roadex logistics Ltd, Mount Maunganui

Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards DAF CF85 FAD 8x4 rigid Driver Frank Richards Engine 0Xi11, 460hp Engine 0Xi11, 460hp Operator: Redman Hiabs Ltd Transmission Transmission Optidriver Optidriver Engine: MX13with 380kW Rear axles Renault P2191 hub (510hp) reduction Rear axles Renault P2191 with hub reduction Body: Koromiko Engineering Ltd Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 B-pillar blind spot camera, additional air crane Features: Palfinger Palfinger crane Features Disc brakes, Bluetooth, horns, LED marker lights, polished alloy Features Disc brakes, Bluetooth, Dura-Bright alloy wheels rims, stone guard

Dura-Bright alloy wheels Operation roofing around travelling most of Operation: Carting Basedmaterial out of Hamilton Operation Carting roofing material around the Bay ofthe Plenty area North Island

the Bay of Plenty area

Driver:

Ben Little

FuelHauling Hauling FHMover Fuel FH Pickford Parcel

Shooting Star Shooting ‘Beast ofStar Burden’

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 UD PK17-280 6x2 rigid

RenaultLander Lander460.32 460.328x4 8x4 Renault Kenworth K200 6x4 tractor unit

Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: MJ & TM Pickford Ltd Driver Frank Richards Driver Frank Richards Engine: UD GH7 209kW (280hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverEaton 9-speed Body: Jackson Enterprises Ltd Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Features: rims, PK12000 stainless steel tool Truck body Flat deck with front mounted PK12000 Truck body Flat deckPolished with frontalloy mounted locker,

Palfinger crane Palfinger crane Palfinger tail-lift, aero kit Operation: MailBluetooth, and courier services to and from Features Disc Disc brakes, Bluetooth, Features brakes,

Dura-Bright alloy wheels Wanganui Dura-Bright alloy wheels Operation Carting Carting roofing material around Driver: Darryl material around Operation roofing

thethe Bay of Plenty area Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Ixom Driver Frank Richards Driver Frank Richards Engine: Cummins X15 Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverEaton UltraShift PLUS Rear axles: Renault Meritorwith 46-160 Rear axles Renault P2191 with hub reduction Rear axles P2191 hub reduction Rearbody suspension: 460 Truck body Flat deck with front mounted PK12000 Truck Flat deck Airglide with front mounted PK12000 Southpac Trucks New Prep Body: Palfinger crane Palfinger crane Trailer: Domett B-train with NDA tanks Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, Features: Dura-Bright Dura-Bright alloy wheels Painted tanks, stone guard, offset alloy wheels Operation Carting Carting roofing material around steerers, tool locker Operation roofing material around Signage: the Bay of Plenty area the Bay ofMartys Plenty Signs area

November 2015

86 New Zealand Trucking July 2019 10 10 NZNZ TRUCKING TRUCKING November 2015

Driver:

Hamish Clark

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‘Te Kahu’ Mellow Miles & Michelin Men

Kenworth T659 8x4 rigid Renault Lander 460.32 8x4 Operator: Roadex logistics T & J Charlton Transport Ltd Operator Ltd, Mount Maunganui Engine: Cummins X15 Driver Frank Richards Transmission:0Xi11, 460hp Roadranger RTLO22918 manual Engine Rear axles: OptidriverMeritor 46-160 with inter-axle and dual Transmission cross locks Rear axles Renault P2191 with hub reduction Rearbody suspension: 460 Truck Flat deckAirglide with front mounted PK12000 PalfingerPatchell crane Industries Ltd Logging equip: Features Disc brakes, Bluetooth, Trailer: Patchell 5-axle Dura-Bright wheelsaccessories, CTI, Durabrite Features: Willyalloy Malcolm Operation Carting roofing rims material around the Bay of PlentySigns, area Taupo Signage: Quality Driver: Tom

Carperton Argosy ‘MJR V8’ Renault Lander 460.32 8x4 Scania S620Roadex 6x4 tractor unit Operator logistics Ltd, Mount Maunganui Driver Frank Richards Operator: Dave Rackham Engine 0Xi11, 460hp Engine: Scania 462kW (620hp) Transmission Optidriver Transmission: GRS0905R Opticruise Rear axles Renault P2191 with hub reduction Rearbody axles: Flat deckR662/R660 Truck with front mounted PK12000 Trailer: MaxiTRANS insulated 3-axle semi Palfinger crane Features: Colour-coded Features Disc brakes, Bluetooth, chassis details and tank straps, LED driving lamps, LED Dura-Bright alloyARB wheels markermaterial lamps around Operation Carting roofing Operation: the Bay of Delivering Foodstuffs product from their Plenty area DC to outlets throughout the Bay of Plenty and Waikato regions

Superb Super Liner Renault Lander 460.32 8x4 ‘#H4ULYN’

Dew’s Jewel Renault Lander Lemalo 460.32 8x4 Loaded

Operator Roadex logistics Ltd, Mount Maunganui DAF CF85 FAT 6x4 rigid Driver Frank Richards Operator: Paton Civil Ltd Engine 0Xi11, 460hp Engine: MX13 380kW (510hp) Transmission Optidriver Transmission: RTLO20918B Rear axles RenaultRoadranger P2191 with hub reduction manual Rear body axles: Flat deck Meritor 46-160 Truck with front mounted PK12000 PalfingerAirglide crane 400 Rear suspension: Features Disc brakes, Bluetooth, Body: Transfleet 5m Roc-Tuff Dura-Bright wheels Features: LED alloy marker lamps, stone guard, polished Operation Carting alloys, roofingoffset material around steerers the BaySign of Plenty area Signage: Formula

Operator Roadex logistics Ltd, Mount Maunganui UD PK16-280 4x2 rigid Driver Frank Richards Operator: Lemalo Logistics Ltd contracted to Engine 0Xi11, 460hp Mainfreight Transmission Optidriver Engine: GH7 209kW (280hp) Rear axles Renault UD P2191 with hub reduction Transmission: 6-speed manual PK12000 Truck body Flat deckUD with front mounted PalfingerElite crane Body: Truck Specialist Features Disc brakes, Features: Aero Bluetooth, kit, sun visor, stone guard, polished Dura-Bright alloy wheels loading ramp alloys, on-board Operation material around Operation: Carting roofing Steel and general Wellington metro deliveries the Bay Tay of Plenty area Driver:

Driver:

Rob Carter

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New Zealand Trucking July 87 11 November 2015 NZ2019 TRUCKING

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

New Zealand has a rich heritage of body and

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

K & R and TMC Fresh out of the TMC Trailers workshops in Hornby for K & R Haulage Ltd is this new 6-axle 36-pallet curtainside B-train.

The trailers will run behind their two new Freightliner Argosys on general freight duties with Daily Freight.

Features: 19.5” TMC disc brake axle and air suspension sets, Hella LED lighting throughout, polished alloy wheels, mezzanine floors in both the front and rear units, stainless steel tool lockers and trim.

TMC Trailers Ltd

Hamata hard hitter Hamata Haulage Ltd has recently taken delivery of a Mills-Tui log truck setup based on a new Hino 700 series chassis with a matching Mills-Tui F174 4-axle multi-bunk trailer.

Features: Truck has Mills-Tui hi-tensile layover bolsters, Mills-Tui cab guard, SI Lodec scales, Bigfoot CTI and Rockinger 50mm coupling. Trailer is running a hi-tensile chassis, Hendrickson INTRAAX disc brake axles with Tyremax, Hendrickson air bag suspension, Knorr-Bremse EBS, and MillsTui alloy wheels.

Mills-Tui Ltd

KIWI 16, 17 88

New Zealand Trucking

July 2019

KIWI 175

WWW.GOCLEAR.CO.NZ ProStar going bush New on the road for Shane Bunning Limited is this striking Mills-Tui log truck setup on the first-ever International ProStar to receive logging equipment.

Matched to this is a Mills-Tui F175 5-axle multi-bunk trailer.

The unit will deliver a healthy 33 tonne payload at 50MAX. Features: Truck is outfitted with Mills-Tui hi-tensile layover bolsters, Mills-Tui cab guard, SI Lodec scales, Bigfoot CTI and Rockinger 50mm coupling. Trailer is running a hi-tensile chassis, Hendrickson INTRAAX disc brake axles, Hendrickson air bag suspension, Knorr-Bremse EBS, Mills-Tui alloy wheels.

Mills-Tui Ltd

Coolpak – cold rush Fresh on the road for Coolpak Coolstores Ltd of Timaru is this very tidy insulated quad axle curtainside semi built by the team at TMC Trailers Hornby. The new trailer has been paired with a new DAF CF85 tractor.

Features: Structurflex insulated curtains, 22.5” SAF disc brake axles and air suspension, super single alloy wheels, stainless steel tool lockers and Hella LED lighting.

TMC Trailers Ltd

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July 2019

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LITTLE TRUCKERS’ CLUB Happy ho li

days!

Hi kids, wo w here we a re in July! I keeping w hope you’re arm and e njoying the Are any of school holid you going ays. out for a rid do go to w e in a truck ork with M ?

If you um, Dad, o I would love r anyone e to see som ls e in a truck, e photos. Pl me with a ease send note abou th e m t w to hat you’re experience doing and with all the share your other little Thank you truckers! for all the a m azing entri colouring es into our competitio Scania n; keep a lo coming so okout for th on. e next one The winners of the Scan ia colourin Lachlan Nic g competit olas age 10 ion are Jai and Ryan Olgie age Mowatt ag Top effort ki 11, e 6. ds and co ngratulatio your prizes ns! Keep a n eye on th will be on the way so e mail, on.

e tones.

Real nic ge 10. a s la o n Nic Lachla e shirt. n the te o You w

Jai Olgie 11. Grea t colour coordina tion and a real truckie’s finish . You’ve won the model.

Find that truck!

Here’s Luke Henderson powering over the Shenadohas in the big Mercedes-Benz stock unit he drives for CPT. But that’s not the only place he is, we’ve shrunk him right down and hidden him somewhere in the mag! He needs to be found! So, you know what to do…find Luke and his truck and tell me where they are. All the correct answers go into a bucket and if your name is drawn out, you will win a prize.

Entries close 31 July 2019 and the winner will Send your answer, name, and age to: be announced in the Find Luke and his truck!

September 2019 issue of email: rochelle@nztrucking.co.nz New Zealand Trucking or: ‘Find Luke and his truck’ C/o magazine.

New Zealand Trucking magazine PO Box 35, Thames 3540.

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New Zealand Trucking

July 2019

Ryan Mowat t age 6. Razz le-dazzle ‘em! The cap is all yours.

WWW.GOCLEAR.CO.NZ Spot the difference!

Trucking joke time!

Here’s a wee something to keep busy if you have a lazy moment over the holidays. These two pictures look the same but they’re not. There are 10 things in one that are different from the other. Off you go, see how good you are!

Q – What has four wheels and flies?

A – A rubbish truck!

New Zealand Trucking

July 2019

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WHAT’S ON IRTENZ 16th International Conference

Mitre 10 Mega Ride in a Truck day 2019

‘Technology & Infrastructure – Rapid change, constrained frameworks’ 20 to 22 August 2019 Rydges Hotel Rotorua Contact: Kate Bucknell

12 October Assemble Mitre 10 Napier 9.00am sharp/

kate.bucknell@jostnz.co.nz

Mitre 10 Hastings 9.15am sharp.

Register: www.littleelms.co.nz/truck-dayregistration/ Contact: Marie Torr 0274 572 787

RTF Annual Conference

Invercargill Truck Show

24 to 25 September Wairakei Resort, Taupo Contact: RTF 04 472-3877 forum@rtf.nz

27 October 2019 Contact: www.facebook.com/SouthlandTransport-Invercargill-Truck-Parade

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

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

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

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CMY

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THE LAST MILE

The hidden agenda

T

hose of you who drive SH 1 in the lower North Island will be familiar with the Kapiti Expressway. If you ignore the fact that structurally it is not holding up very well, it is a good piece of road, reducing travel times in the area. At its northern end a further extension is under construction, the Peka Peka to Otaki Expressway. All designed to connect with the Transmission Gully project. Earlier this year NZTA was saying this expressway would open in 2020, but now the media reports it will not open until sometime in 2021. In the report a spokesperson for NZTA confirmed the delay, saying it was due to the inclusion of “a shared path for cyclists, pedestrians, and horses”; yes, horses. Now this has got me thinking, perhaps the need to accommodate horses is part of a hidden agenda to move freight other than by truck.

While it would be possible just to use people to move freight, their capacity is quite limited, although by pushing or pulling a cart or a trolley this could be increased significantly. Cyclists also have limited capacity, but again, this could be increased by some innovative thinking and design. Horses however, have far greater potential, a back to the future scenario.

The amount of horsepower you would need to move a particular load is flexible; add or remove a ‘Dobbin’ or two as

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“How long is it going to be before our industry stops sitting on its hands and stops accepting whatever is forced upon it?” the case may be. There is plenty of feed available along the side of the road, and the use of diesel would go down; just what the Greens want. As freight increases though, we may find we need more and more horses, but we have a worldrenowned horse breeding industry in the country so maybe they can breed a high horsepower low-feed requirement animal – this would align us with the latest ‘mechanical horses’.

Moving freight transport away from trucks and onto horses would also help with the shortage of drivers, although people would have to be trained to drive horse teams and I suppose somebody would decide they needed a licence. Another small thing that I hope the officials have considered is that perhaps the industry would like to use bullocks, as their ability to move heavier loads would help; a ‘50MAX unit’ so to speak. Let’s hope they accommodate these from the beginning.

While the NZTA concerns itself with accommodating pedestrians, cyclists, and now it seems horses, our industry is losing thousands of dollars each day sitting in traffic, wasting fuel and contributing to emissions the good intentions of NZTA are targeted at reducing. Not to mention extra stress on drivers who have delivery deadlines to meet.

On a related note, I see in the Dominion Post of 28 March that NZTA is planning a $30 million rebuild of its regulatory functions to, as the story says “get NZTA back to the position it should always have been in” and will be seeking a share of the National Land Transport Fund (NLFT) to do so. The NLFT is mostly funded by levies and taxes paid by road users, including road user charges. The story suggests that an increase in user fees is possible. Simply put, the NZTA is planning on spending $30 million fixing a system that they broke, and we may have to pay for it.

How long is it going to be before our industry stops sitting on its hands and stops accepting whatever is forced upon it?

If we were France, our trucks would have blocked streets and goodness knows what else by now to get the government to accept we are not the cash cow they seem to think we are.

Perhaps also if the industry had a single united voice backed by visible action, the government would pay more attention to the vital role we play in delivering the goods that New Zealand relies on to survive.  The accidental trucker.

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WWW.GOCLEAR.CO.NZ TECHNOLOGY & INFRASTRUCTURE TECHNOLOGY & INFRASTRUCTURE TECHNOLOGY TECHNOLOGY & & INFRASTRUCTURE INFRASTRUCTURE TECHNOLOGY & INFRASTRUCTURE Rapid change, constrained Rapid change, constrainedframeworks frameworks Rapid Rapid Rapidchange, change, change,constrained constrained constrainedframeworks frameworks frameworks Rapid change, constrained frameworks Rydges Hotel, Rotorua 20th --22nd August 2019 Rydges Hotel, Rotorua 20th --22nd 22nd August 2019 Rydges Rydges Rydges Hotel, Hotel, Hotel, Rotorua Rotorua Rotorua 20th 20th 20th 22nd 22nd August August August 2019 2019 2019 Rydges Hotel, Rotorua 20th - 22nd August 2019 The IRTENZ 16th International Conference The IRTENZ 16th International Conference The The The IRTENZ IRTENZ IRTENZ 16th 16th 16th International International International Conference Conference The IRTENZ 16th International Conference Conference

Alternative Power Train – –Hydrogen, Electric Alternative Power Train Hydrogen, Electric Alternative Alternative Alternative Power Power Power Train Train Train – –Hydrogen, –Hydrogen, Hydrogen, Electric Electric Electric PBS – Tyre impact, Australian and NZ development Alternative Power Train – Hydrogen, Electric PBS – Tyre impact, Australian and NZ development PBS PBS PBS – –Tyre –Tyre Tyre impact, impact, impact, Australian Australian Australian and and and NZ NZ NZ development development development Compliance Testing new technologies PBS – Tyre impact,–Australian and NZ development Compliance – Testing new technologies Compliance Compliance Compliance – –Testing –Testing Testing new new new technologies technologies technologies Autonomous Vehicles – –Real-world applications Compliance – Testing new technologies Autonomous Vehicles Real-world applications Autonomous Autonomous Autonomous Vehicles Vehicles Vehicles – –Real-world –Real-world Real-world applications applications applications Intermodal Operations – Optimising use of transport infrastructure Autonomous Vehicles – Real-world applications Intermodal Operations Optimising use oftransport transport infrastructure Intermodal Intermodal Intermodal Operations Operations Operations – –Optimising ––Optimising Optimising use use use ofoftransport of transport infrastructure infrastructure infrastructure Commercial Vehicle Technology – Evolving technology Intermodal Operations – Optimising use of transport infrastructure Commercial Vehicle Technology ––Evolving Evolving technology Commercial Commercial Commercial Vehicle Vehicle Vehicle Technology Technology Technology – –Evolving Evolving technology technology technology Commercial Vehicle Technology – Evolving technology

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TECHNOLOGY & INFRASTRUCTURE...

DAY 1

Tuesday 20th August

11.00 a.m. - 12.00 p.m.

Chair Dom Kalasih Opening

10.00 a.m.

1.00 p.m. - 2.45p.m Chair: John Macleod Emerging Technologies

12.00 p.m.

3.15 p.m. - 5.00 p.m.

Chair: Dom Kalasih Operatot Panel Session

2.45 p.m.

5.00pm

Registration Rydges Hotel Foyer Dom Kalasih, President IRTENZ Welcome Presentation

Keynote speaker Scott O'Donnell, Richardson Group Reflections on transport and crystal ball gazing LUNCH Associate Proffessor Jonathan Leaver Hydrogen fuelling transport Retyna What's next in tranpsort electrification John Woodrooffe 2 years on, are we closer to mass deployment of AV trucks AFTERNOON TEA Panel Discussion New technology - What are we doing differently 2 years on Tranzliquid TIL Group Williams & Wilshier Carr & Haslam Halls T R Group Emmersons Transport John Woodrooffe CLOSE Evening free

WWW.GOCLEAR.CO.NZ ...Rapid change, constrained frameworks TECHNOLOGY & INFRASTRUCTURE Wednesday 21stAugust August Thursday 22nd

9.00 a.m. - 10.30 a.m.

9.00 - 10.30 a.m.

Chair: Steve Bullot Intermodel Freight Chair; David Rogers

DAY 32 DAY

NZHHA Fonterra Fitting big loads on the network Moving Milk Products intermodally

PBS

John de Pont CentrePort Report on the B-train PBS trial Moving logs intermodally Les Brusza How tyre parameters impact PBS assessment Kiwirail intermodal Container Freight MORNING TEA 10.30 p.m

11.00 a.m.

1.30 - 3.00 p.m.

11.00 - 12.30 p.m.

Chair: Dom Kalasih Chair: John de Pont Chair: Chris Carr Infrastructure Alternative Fuels

10.30 a.m.

MORNING WasteTEA Management Electric fleet implimentation - 2 years on Scania or Mercedes Emerging safety Alan truck Pearson - TILand environmental technology Hydrogen fuel cell trucks Les Brusza Emerging JohnTechnology Woodrooffethat will potentially unlock greater network access to high productivity vehicles - Powered axles The shift from Diesel trucks - Forced Steer axles

12.30 p.m

LUNCH Review of the conference presentations & Group Discussion Delegates speakers willCarr have the opportunity to discuss topics and questions arising from the Phillipand Brown & Chris Conference presentations Considering Urban Design for Heavy Vehicles

12.00 p.m.

Wellington Gateway Partnership CONFERENCE CLOSES Transmission Gully project

3.30 - 5.00 p.m.

Chair: Dom Kalsih Technology

(Disclaimer Notification) NZTA The IRTENZ has the sole and legal right to make amendments to the current 2019 Conference agenda, including the list of nominated speakers based Weighwhich Right on unforeseeable circumstances are beyond the control of the Institute. In the event of changes to either the published program or speaker list, any or all delegate conference costs, including attendance fees, travel, accommodation, food and beverage expenses will not be refunded due to TEA 3.00 p.m.decision ‘not toAFTERNOON a delegates attend’ based on late program and or speaker amendments. In the event of a late change to the published conference program, including nominated speakers, the IRTENZ will make every effort to notify all delegates.

Panel Session NZTA NZ Policce VINZ MTA E Road Les Bruzsa

5.00pm

CLOSE

6.00 p.m.

Happy Hour in Hotel Foyer

7.00 p.m.

Conference Dinner - dress semi formal

Proudly sponsored by...

Contact : Kate Bucknell Ph: 021917506 Email: kateb@tesnz.com

9.00 a.m. - 10.30 a.

Chair: Steve Bullo Intermodel Freigh

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Moving Milk Products intermodally CentrePort Moving logs intermodally

TECHNOLOGY TECHNOLOGY TECHNOLOGY&&&INFRASTRUCTURE INFRASTRUCTURE INFRASTRUCTURE 10.30 a.m.

Kiwirail intermodal Container Freight MORNING TEA

DAY 333 Thursday 22nd August DAY DAY Thursday Thursday 22nd 22nd August August 9.00 a.m.

- 10.30 a.m.

11.00 a.m. a.m.Steve - 10.30 a.m.

Chair: Bullot Chair:9.00 Dom Kalasih 9.00 a.m.

- 10.30 a.m.

Chair: Steve Bullot Intermodel Freight Chair: Steve Bullot Intermodel Freight Intermodel Freight

Scania or Mercedes Fonterra Fonterra Fonterra Emerging truckProducts safety and environmental technology Moving Milk intermodally Moving Moving Milk Milk Products Products intermodally intermodally

Les Brusza CentrePort CentrePort CentrePort Emerging Technology that will potentially unlock greater network access to high productivity vehicles Moving logs intermodally Moving Moving logs logs intermodally intermodally - Powered axles Kiwirail - Forced Steer axles Kiwirail Kiwirail intermodal Container Freight intermodal intermodal Container Container Freight Freight

Review of the conference presentations & Group Discussion Delegates and speakers will have the opportunity to discuss topics and questions arising from the Conference presentations Scania oror Mercedes Scania Scania or Mercedes Mercedes

11.00 a.m.

11.00 a.m.

Chair: Dom Kalasih 11.00 Chair: Doma.m.

Kalasih Chair: Dom Kalasih

10.30 a.m.

TEA 10.30 10.30 a.m. a.m. MORNING MORNING MORNING TEA TEA

12.00 p.m.

Emerging truck safety and environmental technology Emerging Emerging truck truck safety safety and and environmental environmental technology technology

Les Brusza CONFERENCE CLOSES Les Les Brusza Brusza

Emerging Technology that will potentially unlock greater network access toto high productivity vehicles Emerging Emerging Technology Technology that that will will potentially potentially unlock unlock greater greater network network access access to high high productivity productivity vehicles vehicles - Powered axles - Powered - Powered axles axles - Forced Steer axles (Disclaimer Notification) - Forced - Forced Steer Steer axles axles The IRTENZ has the sole and legal right to make amendments to the current 2019 Conference agenda, including the list of nominated speakers based Review ofwhich the conference presentations & Group Discussion on unforeseeable circumstances are beyond the control of the Institute.

In the event of changes to either the published program or speaker Review Review of of the the conference conference presentations presentations & Group & Group Discussion Discussion and speakers will have the opportunity toto discuss topics and questions from the list, any or all delegateDelegates conference costs, including attendance fees, travel, accommodation, food and beverage expenses willarising not be refunded due to Delegates Delegates and and speakers speakers will will have have the the opportunity opportunity to discuss discuss topics topics and and questions questions arising arising from from the the presentations Conference presentations presentations a delegates decision Conference ‘notConference to attend’ based on late program and or speaker amendments. In the event of a late change to the published conference program, including nominated speakers, the IRTENZ will make every effort to notify all delegates.

12.00 p.m.

CLOSES 12.00 12.00 p.m. p.m. CONFERENCE CONFERENCE CONFERENCE CLOSES CLOSES Contact : Kate Bucknell Ph: 021917506 Email: kateb@tesnz.com

(Disclaimer Notification) (Disclaimer (Disclaimer Notification) Notification) TheThe IRTENZ hashas the sole and legal right to to make amendments to to theto current 2019 Conference agenda, including thethe list oflist nominated speakers based The IRTENZ IRTENZ has the the sole sole and and legal legal right right to make make amendments amendments the the current current 2019 2019 Conference Conference agenda, agenda, including including the list of nominated of nominated speakers speakers based based onon unforeseeable circumstances which areare beyond thethe control of the In the of changes to to either thethe published program or or speaker on unforeseeable unforeseeable circumstances circumstances which which are beyond beyond the control control of the ofInstitute. the Institute.

Institute.

In the Inevent the event event of changes of changes to either either the published published program program or speaker speaker list,list, any orany all or delegate conference costs, including attendance fees, travel, accommodation, food and beverage expenses willwill not be refunded due to list, any or all all delegate delegate conference conference costs, costs, including including attendance attendance fees, fees, travel, travel, accommodation, accommodation, food food and and beverage beverage expenses expenses will not not be be refunded refunded due due to to a delegates decision ‘not to attend’ based onon late program and or speaker amendments.

In the of aoflate to to theto published conference a delegates a delegates decision decision ‘not ‘not to to attend’ attend’ based based on late late program program and and or or speaker speaker amendments. amendments.

In the Inevent the event event aoflate achange late change change the the published published conference conference program, including nominated speakers, thethe IRTENZ willwill make every effort to to notify all all delegates. program, program, including including nominated nominated speakers, speakers, the IRTENZ IRTENZ will make make every every effort effort to notify notify all delegates. delegates.

oudly sponsored by...

Proudly sponsored by...

Proudly Proudly sponsored sponsored by... by...

Contact : Kate Contact Contact : Kate : Bucknell Kate Bucknell Bucknell Ph:Ph: 021917506 Email: kateb@tesnz.com Ph: 021917506 021917506 Email: Email: kateb@tesnz.com kateb@tesnz.com

WWW.GOCLEAR.CO.NZ MEMBERS’ REVIEW

White Truck Dismantlers Limited NZTTMF member since: March 2017 White Truck Dismantlers began life as a general carrier, started by a former builder—the father of the present owner, Willy White. Willy joined the business in 1986, starting—as he says—at the bottom.

Today, the company’s core business is servicing and repair, dismantling and general transport engineering. However, in addition to general engineering and servicing, the company has started building its own range of small trailers and is now actively promoting those on the open market.

While their existing workshop on Omahu Road in Hastings is fully kitted and staffed, and has included over the years additional workshop space, new offices, and a parts department, it remains one of the busiest in the Bay and is, Willy says, often at full capacity meeting the demand the company’s growing reputation has generated.

He says he and his team are on the lookout for even more capacity to cater to an ever-increasing customer base.

There are plenty of options available, including horse box bodies and conversions, race-car trailers, skeletals, and bathtub bodies.

The common elements to all the builds are openness to any type of build, and Willy’s adherence to quality work. His 12-strong staff are highly experienced and, Willy says, can turn their collective hands to anything.

Some of those staff have been with Willy since he started, and that brings a lot of experience to every job. While building trailers, they have also built a strong and loyal customer base. Willy attributes that to the quality of the work, but also to, “keeping the customers happy by doing the job at a fair price and doing it right.” And it seems to have worked.

WHO:

White Truck Dismantlers Limited.

WHERE:

Hastings.

WHAT:

All transport engineering and commercial repair.

EMAIL:

willy@whitetrucks.co.nz

PHONE:

+64 6 879 5506.

WHO TO ASK FOR:

Willy White.

WHAT TO ASK FOR:

The collective experience of a hardworking team.

New Zealand Trucking

July 2019

99

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