New Zealand Trucking June 2019

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BRISBANE for all to see WANAKA wrap-up The WALINGA way Official magazine of the

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A new millennium begins Y2K passes without widespread computer failures Olympic Games in Sydney Isuzu Trucks No.1 in NZ

Queen Mother dies

2000 2001 2002

Bali bomb kills 203 people Brazil wins Soccer World Cup Isuzu Trucks No.1 in NZ

Boxing Day Tsunami causes widespread devastation First privately funded human spaceflight Janet Jackson suffers ‘wardrobe malfunction’ at Super Bowl

2003 2004

Isuzu Trucks No.1 in NZ

Wikipedia goes online

Population of New Zealand exceeds 4 million Saddam Hussein is captured Space Shuttle Columbia destroyed during re-entry killing 7 astronauts Isuzu Trucks No.1 in NZ

2005 2006

Italy wins Soccer World Cup Google purchase YouTube for $1.65m

Slobodan Milosevic arrested over war crimes Isuzu Trucks No.1 in NZ

Isuzu Trucks No.1 in NZ Five cent coins are dropped from circulation

9/11 Twin Towers are hit by passenger planes

Hurricane Katrina devastates New Orleans Prince Charles marries Camilla Parker Bowles Pope John Paul II dies Isuzu Trucks No.1 in NZ

2007

Apple introduces the iPhone Bomb kills former Pakistan PM Benazir Bhutto

Barack Obama elected first African American US President Global Financial Crisis Sir Edmund Hillary dies Isuzu Trucks No.1 in NZ

First Canterbury earthquake causes widespread damage Julian Assange, co-founder of WikiLeaks, is arrested Chilean mining accident, remarkably all 33 miners rescued Isuzu Trucks No.1 in NZ Summer Olympics open in London

2008 2009 2010 2011

Willie Apiata receives the Victoria Cross, the first New Zealander since World War II Isuzu Trucks No.1 in NZ

Michael Jackson dies First New Zealand rocket launched into space Swine Flu declared a global pandemic Isuzu Trucks No.1 in NZ

U.S. troops kill Osama bin Laden All Blacks win Rugby World Cup

2012

Kate Middleton marries Prince William Isuzu Trucks No.1 in NZ

Mars Rover successfully lands on Mars Queen Elizabeth II Diamond Jubilee Isuzu Trucks No.1 in NZ

Malaysian airliner goes missing

2013 2014

Russia is reportedly in control of Crimea ISIS take control of Mosul Isuzu Trucks No.1 in NZ

2015

Pope Francis first Latin American elected Catherine, Duchess of Cambridge, gives birth to a baby boy Nelson Mandela dies at age 95 Isuzu Trucks No.1 in NZ

All Blacks win back-to-back Rugby World Cups Paris terrorist attack

Donald Trump elected US president

2016

Flowing liquid water found on Mars Isuzu Trucks No.1 in NZ

NZ highest ever Olympic medal tally UK votes for Brexit Isuzu Trucks No.1 in NZ

2017

Team New Zealand win the America’s Cup Facebook hits 2 billion monthly users

12 Thai boys and their football coach are rescued from a cave

2018

Jacinda Ardern becomes Prime Minister

Isuzu Trucks No.1 in NZ

Meghan Markle joins the royal family New Zealand picks up 2 medals at the Winter Olympics Isuzu Trucks No.1 in NZ

ONE THING HASN’T CHANGED SINCE 2000.

0619-06

Thank you for 19 consecutive years at No.1 in New Zealand.

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A U C K IN G D I G I T

22 Making sense

Partnerships and payload

also…

38 ‘The tension, the buzz, the atmosphere!’

Brissy turned it on

06 08

Editorial Road Noise

Industry news

48

Just Truckin’ Around

50

Top Truck

52

Freightastic hoof haulers

A ‘Steeley’ resolve for service Feed first

66

70

Aussie Angles

International Truck Stop

A weighty question

74

Light Commercial Test

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INTERNATIONAL TRUCK OF THE YEAR

Trucks of New Zealand Post

Hip and groovy

104 Industry comment

Associate Member

Network nightmare

Big star still glows

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CONTENTS

A CONTEN TR

June 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

Chris Merlini

Ph: 021 371 302 Email: chris@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 DIGITAL IMAGING

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DIGITAL MANAGER/CONTENT

Louise Stowell

58 Wheels at Wanaka

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.

Glory days

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regular columns 89

Health and Safety

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Legal Lines

100 NZ Trucking Association

New Rigs

108 New Bodies and Trailers 110 Little Truckers’ Club 112 What’s on/ Cartoon 113 TTMF Member Profile

114 The Last Mile

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DADDY’S HOME

New Canter gets you home safely night after night.

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

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

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

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

Passenger Airbag An additional airbag to enhance passenger safety.

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

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EDITORIAL

Drawing a long bow

N

o one leaving the NZ Trucking Association summit on 4 May was in any doubt as to the regulatory landscape the road transport industry is now operating under. Group hugs and happy-clappy are out, one educational opportunity followed by the wrath of the regulator is in.

I could easily have written ‘new regulatory landscape’ in the opening sentence, but as NZTA South Island road compliance manager Kelvin Lloyd said, ”We’re actually using the regulatory tools that have always been there, it’s just that they haven’t been implemented, to be fair, as much as they should have.” That means instruction from on high has altered tack. More evidence? The appointment of Kane Patena, ex crown prosecutor, as NZTA GM of regulatory, is another clear signal. I thought his speech was excellent and left no one in any confusion, saying “It’s back to basics. It’s being able to discharge our core responsibilities when it comes to monitoring, enforcement, and compliance, really well.” All of this was backed up by barrister Tim MacKenzie, who said there’s a far more litigious approach from the agency, that an intention to revoke [TSL] means “They are” [going to revoke it].

I would imagine the staff on the ground at the agency are feeling upbeat.

At least now they know exactly the process they’re working with. Likewise, many operators will be glad that at last we might be seeing something that looks like consistency. I spent over a quarter of a century working in an autocracy, and they’re great in terms of knowing exactly what the expectation is and exactly what happens when you ‘hang ten’ once too often.

But, since the summit, I haven’t been able to stop thinking of the battle of Agincourt. The agenda hunters among

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June 2019

you will instantly interpret that as me promoting the industry/regulator relationship as a ‘them and us’, but I’ll just treat that with the contempt it deserves. No, Agincourt was a great battle won by the English against the French, even though they were hopelessly outnumbered. What they had was strategy, tools, leadership, focus, and desire; pretty much what the NZTA is morphing into. Sure, the French had numbers and potential power, but suffered a lack of unity, cohesive leadership, tools, and direction. That’s us.

Enter the scene Nick Leggett, CEO of the Road Transport Forum, one of at least eight or more voices the government must hear from time to time, representing the interests of the road transport industry.

When he got the job I thought, ‘That man’s just got the toughest gig in the country’. Nick spoke first at the summit and spoke really well. His interpretation of what it is the forum is supposed to do was on the money, and the line “The forum is not the owner of your issues” said it as concisely as you’d ever want to hear. His intention going forward and the potential relationship I think he and Kane could foster, having listened to them both, could be of great use to the industry. But he needs to know he’s got real clout behind him when engaging.

The issues with the core associations of course relate little to the regulatory environment trucking operates in, more around relationships and membership drives. Incursions into opposing territories, recruiting on the one hand and retaining on the other. Decrying great industry initiatives because it belonged to one of the others.

CVST senior sergeant Mike McRandle stands up and says what a great initiative the Safety MAN is and speaks of its potential as an industry ambassador, among other things, yet I mention it and get emails themed

around ‘self-serving?’ There’s what you’re up against, Nick.

The NZ Trucking Association opened the summit to all-comers, members or not, an opportunity to hear and speak with key regulators and practitioners, yet there appeared precious little representation from senior ranks of the other two associations. Maybe it’s time for a rethink?

There’s plenty a unified, coherent, powerful industry can use to ensure a bolstered, confident NZTA remains a servant of the people, and not a tax collector of the realm. Let’s make no bones about it, this unified, less accommodating NZTA is merely the club of an administration with passion for ideology over present actuality. A level playing field for all is great, but that’s impossible when the ‘playing field’ is a rutted, pot-holed, unsafe mess.

There’s still a lack of unity at times over driving hours interpretation, and there are interesting conversations to be had around weighbridge certification. And then there’s culture. Two operators I spoke to post-summit said they had a couple of points they’d liked to have made but didn’t want the entire fleet pulled into the nearby Glasnevin weigh station every time it passed for the next month.

Whichever way you look at it, if we don’t get our shit together rapidly, there’s little question that we run the risk of being ‘Frenched’, whether it’s a Middle Ages military metaphor, or a culinary one, you choose - the result’s the same. 

Dave McCoid Editor

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ROAD NOISE NEWS

Illegal behaviour must be stopped

“T

he road transport industry has been hit by some publicity recently that could be seen to put industry employment practices into a dim light and I want to address that,” said Road Transport Forum chief executive Nick Leggett in a blog post in May. “There is video footage in the public domain that appears to show practices the RTF considers completely unacceptable in the trucking industry. We believe the behaviour on the video is not indicative of wider industry practices. The video footage relates to a matter before the courts and I will not comment on that.

“I will say, that we strongly support endeavours to weed out illegal behaviour that compromises the safety of workers and the New Zealand public, including the NZ Transport Agency increasing its regulatory and compliance audits on the industry.

“All road transport employees are employed under New Zealand law and their contracts and work conditions must reflect that. As such, employees are entitled to regular breaks, which they must be allowed to take. Employers cannot ask their employees to break the law. As part of good employment practices, employers should ensure employees are aware of what

they can do if they feel unsafe in the workplace.

“There’s information about employment on the government’s Employment New Zealand website (www.employment.govt.nz) and at Employment Agreement Builder to assist employers in meeting the law and getting it right. The RTF does not accept workers being employed without contracts as that is against the law.

“I also want to be very clear that as an industry body, we advocate on behalf of road transport businesses to allow for workers from overseas to come to New Zealand to work for them. We want to support employing New Zealanders first, but there is simply too big a gap between the jobs that need to be filled and the New Zealanders available.

“Any migrant workers are covered by New Zealand employment law. They have the same rights as citizen workers and should not be exploited.

“It’s important that the trucking industry – and all industries – understand that it’s likely that sourcing migrant labour will become harder as the Government focuses attention on training and employing Kiwis as a first priority. Rules around this will likely become more evident over the next few months.

Northland company still rolling

I

n May Northland logging transport operator Stan Semenoff won an interim order allowing his company to continue operating until a substantive hearing over alleged safety breaches.

On 15 March 2019, the NZTA gave notice of its decision to revoke SSL’s transport service licence because it found the ‘persons in control’ of the trucking operations were not fit and proper, having regard to public safety. SSL appealed the decision to the District Court and on 22 March were granted an urgent interim order preserving their position, subject to conditions, until further order of the court.

At the hearing in May Justice Whata said he was satisfied NZTA’s concerns were justified, and “the number and duration of the non-compliances suggests a systemic problem”.

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New Zealand Trucking

June 2019

However he balanced this against the company’s many years of experience with no record of any fatal accidents involving their trucks, along with the fact they were now under constant scrutiny.

“I am therefore satisfied that the interim order is appropriate pending the determination of the substantive review proceeding or the appeal on the proviso that effective conditions can be either agreed or imposed to secure the protection of the public.”

Justice Whata said SSL general

manager Daron Turner had commented on the cost of an effective GPS system.

“While that may be so, a condition of this kind is attractive to me, particularly if the period to resolution could be an extended one.”

Justice Whata directed the parties to try to agree conditions, and if that was not possible, file submissions within three working days. At the time of print agreed conditions had not been disclosed.

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FREIGHTl!NER As I have said above, investing in training all staff, paying them fairly, and allowing them their rest and break periods, should be non-negotiable for all trucking operators.

“As an industry body we work with government regulators to ensure the road transport industry is constantly Nick Leggett, CEO of improving health and safety. We the Road Transport believe that technology that is Forum available now, and will be developed in the future, will contribute to this. For example, electronic logbooks can ensure an appropriate record of hours worked and breaks taken, as per employment law, particularly if aligned with GPS information.

“At RTF we are working hard to attract workers to the road transport industry and to show career pathways that are rewarding. That can quickly be derailed by bad publicity, even if that publicity is only reflective of one or two industry players.

Perception is reality.”

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ew Zealanders’ concerns about the cost of living will take a further hit when road user charges go up again in July, says Road Transport Forum chief executive Nick Leggett.

“The reality is that it is consumers who will end up paying for the five to six percent increase in RUCs that begin on 1 July this year.

“These RUC charges add to a road transport operator’s fixed costs. Trucking companies already operate on tight margins, so additional expenses have to be passed down the supply chain and it is the end consumer who pays.”

Leggett says each additional cost to transporting goods ends up costing every New Zealander.

“The RTF 100 percent backs the need to improve New Zealand’s transport infrastructure. Transport operators accept the high level of RUC is due to the direct relationship the National Land Transport Fund has to the roading network.

“Unfortunately, despite the promises made when the Government announced the Government Policy Statement on Land Transport last year, the reality is that New Zealand’s roading infrastructure has failed to keep up with a growing economy and greater number of road users. Less is being spent when more should be.”

Leggett says the state of New Zealand’s roads is a major concern to the road transport industry, not only because poor and congested roads impact on productivity and hasten the wear and tear on vehicles, but also because poor quality roads affect safety.

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ROAD NOISE NEWS

Trucking Industry Summit a success!

T

he theme was. ‘Compliance just got tougher! Are you at risk?’ and at the conclusion of the NZ Trucking Association’s first Trucking Industry Summit there was little doubt in the minds of all those who attended that the event was hugely worthwhile, and the theme was on the money.

“There were a lot of members concerned about all the regulatory and compliance changes going on in New Zealand at the moment and we thought let’s put this together and get the people who are enforcing all the rules and regulations and have a good discussion so everyone is in the picture and knows what’s going on,” said Dave Boyce, CEO of the NZ Trucking Association.

Held over a single afternoon on a Saturday, Boyce said they didn’t want the event to drag on over an extended period, and the intention was to make the time and cost commitment attractive to potential attendees.

The speakers presenting to the 200-plus attendees certainly didn’t lack the firepower and included Kane Patena (GM

Minister sees a golden diamond

A

ssociate Transport Minister Shane Jones said connecting Northport to rail and enabling it to service Auckland-bound freight could make a major contribution to the development of the

region.

“The Northland Rail business case, together with the recently released interim report from the Upper North Island Supply Chain Strategy, present a bold vision for investment in how freight moves around the upper North Island,” Jones said.

“The business case shows how Northland could play a role in transforming New Zealand’s golden triangle – Auckland/ Hamilton/Tauranga – into a golden diamond if Northland is once again a fully functioning part of the national rail network.”

Jones said only 1.4% of Northland’s freight moves by rail compared with 7% nationally.

“The business case makes a number of recommendations... The most immediately relevant are their recommendations that the land acquisition for the rail corridor to Northport be completed and the design for the link to the port be developed in detail, and ministers seek detailed advice from officials and Kiwirail on how investment in rail could be staged over a four to six-year period to facilitate early access to services and to generate revenue from the investment as soon as possible.

“This business case will play a major role in government decision-making about major investments in Northland rail after the final report from the Upper North Island Supply Chain Study is completed in September,” Jones said.

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New Zealand Trucking

June 2019

A packed room and a clear message.

regulatory NZTA), Kelvin Lloyd (NZTA South Island road compliance manager), Mike McRandle (senior sergent CVST), Paula Knapp (WorkSafe director of strategic engagement and implementation), and Ruth Cook (WorkSafe engagement lead). From the industry’s perspective, Nick Leggett, CEO of the Road Transport Forum, gave a presentation, and barrister Tim MacKenzie also spoke, clearly outlining just how uncomfortable non-compliance is nowadays.

The summit was open to all transport operators, not just members of the NZ Trucking Association.

“It was important that we made this opportunity available to all,” said Boyce.

New PBS for heavy vehicles released

T

he NZTA has released new Performance Based Standards (PBS) that will help determine whether non-standard heavy vehicles meet the safety performance requirements equivalent to standard vehicles.

The safety performance requirements for a standard heavy vehicle are contained in the Vehicle Dimensions and Mass Rule 2016. However, alternative heavy vehicle combinations such as HPMV have to be carefully designed to make sure they meet the principle set by the VDAM Rule – that they are as safe as a standard vehicle.

PBS are used to assess whether a non-standard heavy vehicle will be safe to operate on the road.

Previously, PBS were largely based on standards developed overseas. The new PBS are better suited to New Zealand’s often narrow and winding roads.

The new PBS were developed in consultation with industry representatives. The standards were internationally peer reviewed and extensive computer modelling was undertaken, which was then validated by practical on-road trials.

The new PBS are available at https://www.nzta.govt. nz/commercial-driving/high-productivity/performancebased-standards.

Also available are the first proforma designs that meet the new PBS. In future, other proforma designs will be released based on identified need, and a framework for assessing unique designs will also be released.

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ROAD NOISE NEWS

Coretex introduces eRUC solution for light vehicles

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oretex, a specialist in fleet management and compliance solutions, is launching an Electronic Road User Charges (eRUC) solution specifically designed for light commercial vehicles.

CoreRUC Light will be the first eRUC solution made specifically for light commercial fleets in New Zealand, combining advanced self-install telematics hardware with an ePaper display screen.

CoreRUC Light replaces paper RUC licences and automates the purchasing, so you never have to order a paper licence again. CoreRUC Light also maximises off-road claims with automatic second-by-second tracking, refund reporting and claim forms. All the off-road data is tracked and stored on the Coretex servers. At the end of the month, this data can be emailed to the user after they submit a form to the NZTA. “We noticed that all vehicles no matter what their type were needing to be fitted out with the heavy-duty eRUC option. A lot of companies are choosing not to fit their light vehicles out with eRUC, as it is simply not cost effective. With our new CoreRuc Light solution, companies can have their entire fleet benefiting from the full features of eRUC, but at a light vehicle price,” says Sam Barclay, chief product officer at Coretex.

Automated eRUC licence purchasing is standard for all vehicles, at your desired choice of amount and distance. The CoreRUC Light solution is plug, stick and play – plug the device in, stick the screen on your window and you’re all set to go. “Creating a device that is self-install makes the whole process even easier; vehicles are off the road for less time during the installation process – saving crucial time and money,” says Barclay.

Anyone with light diesel vehicles will benefit from the CoreRUC Light solution. With off-road refunds and automated purchasing, RUC is made much simpler for farmers, tradesmen’s fleets of utes and vans of any size, and leasing companies as well.

Along with the eRUC features, Coretex offers powerful DVIR (vehicle inspections), real-time driver behavior, and job management applications inside the vehicle via their DRIVE tablet app. All this information can be viewed in their cloudbased platform Coretex 360 software, with access to servicing systems, replay functionality, incident reporting, utilisation and driver behaviour dashboard reporting and more.

CoreRUC Light will be launched in June. For more information, please contact Coretex on 0800 373 7250 or www.coretex.com

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ROAD NOISE NEWS

Road transport has a significant presence at the New Zealand Careers Expo 2019 in Christchurch, giving students an insight into the breadth of opportunities within the industry.

Connecting kids and carriers for potential careers

T

he NZ Trucking Association facilitated the Trucking Careers Hub at the New Zealand Careers Expo 2019, held in Christchurch at the Horncastle Arena in May. The event began on 9 May and ran through until 11 May, and had 10,000 students registered to attend.

The NZ Trucking Association, Toll Group, TR Group, Conroy Removals, Penske New Zealand, Southpac Trucks Ltd, HW Richardson Group, Hilton Haulage Ltd, TSI Logistics, AMS Group, Proactive Drive, Heavy Diesel Parts and Services Ltd, all supported the event.

The Trucking Careers Hub was the biggest area at the

expo and provided students with a real touch and feel, interactive look into the industry.

“The NZ Trucking Association is proud to facilitate the Trucking Careers Hub. It’s a fantastic opportunity to promote the industry to the next generation and show them the huge variety of career options available. A big thanks to the supporting businesses that have participated in the hub,” said Rebecca Dinmore, NZ Trucking Association executive officer.

The expo is one of four, with Auckland’s held 23 to 25 May, and expos in Hamilton (9 to 10 June) and Wellington (21 to 22 June) still to come.

Inadequate pay and driver-facing cameras putting people off truck driving

F

IRST Union has released its In it for the LongHaul survey of truck drivers that reveals an ageing workforce who say the job isn’t attractive any more due to low pay and driver surveillance.

Three-hundred-and-eighty-four truck drivers, union and non-union and employees and contractors, were surveyed through person-to-person interviews at locations throughout New Zealand.

The survey revealed that just 2.9 percent of drivers were younger than 25 years old and 73.5 percent were 45 years or older. This is consistent with international trends pointing towards a growing shortage of truck drivers.

FIRST Union divisional secretary Jared Abbott said the results confirmed pay, hours, and the intensification of driver scrutiny were the reasons people were leaving the industry.

“So many of our sectors rely on truck drivers to keep businesses running, so many of the products and services we

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New Zealand Trucking

June 2019

use and consume everyday have been delivered by a truck; this needs to be a wakeup call.”

When asked why they were leaving the industry, pay, long hours, and driver monitoring were the most mentioned reasons (pay 80.4%, long hours, 51.7%, driver monitoring, 41.9%).

Abbott said that truck driving was becoming less appealing and the reasons for this needed to be addressed.

“More importantly, we have been warning about the industry becoming less appealing due to pay packets that seem to be stuck in neutral, and invasive in-cab cameras. Pay is not what it used to be and drivers are under more pressure to work even longer hours to make up for the inadequate pay. Further, we really need to ask whether driver-facing cameras are having a positive effect on health and safety at all. With increased anxiety amongst drivers adding to fatigue, and experienced drivers leaving the industry, how can this be positive?”

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0619-12

Contact John O’Donnell 027 226 9995 or Hayden Jones 0800 549 489 sales@kiwityres.co.nz | 0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz

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Provincial Growth Fund to benefit Eastern BOP

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0619-30

Driver and Operator Training Centre is one of three programmes the Provincial Growth Fund (PGF) is investing in to help unemployed people into future jobs generated by economic growth in the Bay of Plenty.

Worth $2.2 million, the programmes will receive funding from He Poutama Rangatahi (HPR) and Te Ara Mahi (TAM) initiatives, funded through the PGF. They are: Kawerau Pathways to Work; Eastern Bay of Plenty Driver and Operator Training Centre; and the School of Hard Knocks.

Regional Economic Development Minister Shane Jones said the three initiatives predominately targeted young people not currently in employment, education or training, and who are most at risk of long-term unemployment.

“Two of the initiatives build on the PGF’s existing $2m investment in the KawerauPutauaki Industrial Hub, which underpins a number of promising commercial investments in Kawerau that are expected to bring around 500 jobs to the regions in the next five years.

“Kawerau Pathways to Work and the Driver and Operator Training Centre will help transition school leavers into work and industry-based cadetships, provide a workready programme, as well as post-placement pastoral care for employees and employers.”

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ROAD NOISE NEWS – overseas

The cab-less among us

I

n May the world’s first cab-less, electric truck – Einride’s T-pod – drove on a public road in Sweden, transporting goods between a warehouse and terminal.

In November 2018, Einride and DB Schenker initiated the first installation of a T-pod at a DB Schenker facility in Jönköping, Sweden, the first commercial installation of its kind in the world.

In March the Swedish Transport Agency concluded the T-pod was able to operate in accordance with Swedish traffic regulations, and approved Einride’s application to expand the pilot to a public road. The permit applies to a public road within an industrial area – between a warehouse and a terminal – and is valid until December 31, 2020.

Einride and DB Schenker entered into a commercial agreement in April that includes the pilot in Jönköping and an option for additional pilots internationally.

T-Pod has an electronically limited top speed of 85 km/h, but during this testing period is limited to 5 km/h.

The vehicle uses a 200 kWh battery, which Einride say can take T-Pod up to 200km on one charge. When fully loaded, T-Pod weighs 26 tons.

No wonder it’s the world’s favourite forklift.

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Prices are for standard TMC build spec and are valid for one month from magazine publication date. Trailer images above are sample only and may include some non-standard options. Finance available, subject to approval. TMC’s standard t&c’s apply.

Auckland 8 Oak Road, Wiri, Auckland

Aaron Forde Sales Engineer 027 701 1000 aaron@tmc.kiwi

Paul (Skippy) Goodman Sales Consultant 021 701 110 skippy@tmc.kiwi

Christchurch 56 Edmonton Rd, Hornby, Christchurch

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MAIN TEST

Making sense Story by Dave McCoid Photos and video by Dave McCoid and Carl Kirkbeck

Brand loyalty is something all suppliers strive for, the ultimate demonstration of a sound product backed by genuine people. When it comes to New Zealand’s unique enclave of the International brand, you won’t find loyalty in much bigger doses than from Brian Aitchison, MMM Cartage.

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“I

’ve got a hell of a lot of respect for those guys eh, Comer, Hugh and all that. We go back a hell of a long way and I’ve bought a lot of gear off them over the years you know. They’re bloody top people. Top, top people!” That was how our conversation with Brian Aitchison, owner of Rangiriri-based MMM Cartage started. Brian went to great lengths to impress upon us from the start what he thinks of the International product assembled and sold here in New Zealand, and the people who form ranks in ‘these parts’ behind one of the world’s biggest, oldest, and most respected brands.

“I mean look at this truck, what a beautiful machine.

It’s only done 57,000 kilometres sure, but come on. This’ll bloody do me, Dave. She’s a bloody beauty.”

We met Brian and the new International ProStar R6 in the small industrial hamlet of Kopu at the base of the Western Coromandel Peninsula. He was taking a load of aggregate from the Kaipara Ltd-owned Smythes Quarries on the fringes of the Hauraki Plains, to the Firth batching plant in Whitianga in the eastern Coromandel. It’s a roughly 225-kilometre round trip that’ll take a little over four hours to complete; that’s about a 56km/h average.

Climbing into the ProStar you’re instantly greeted with a sense of lightness and airiness, along with an immediate appreciation of the cab’s visibility. For us there are instant flashbacks to the Kenworth T360 launch. But what makes the ProStar so cool is this ain’t no concrete mixer. As you settle in and Brian sets sail, that sound coming from the pointy end is so familiar, as is the rate of progress!

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Quarry life, and Lonesome Dove is blazing the trial.

Lonesome Dove

Brian’s a one-man one-truck operation subcontracting to Kaipara Ltd delivering all manner of aggregate to all manner of customers in the broader Auckland region and as far afield as required, the Coromandel being a prime example. The ProStar replaced an International WorkStar, also bought new from Intertruck Distributors (NZ) Ltd. “The WorkStar was a good machine but just struggled a bit on these sort of runs,” said Brian. “We come out here quite a bit so an upgrade was needed. The WorkStar had the company [N 13] 475 horsepower engine, and like I say was honest, but this is a whole different ballgame, this just eats it, eh mate?”

The truck’s name, Lonesome Dove, came about for two reasons. Firstly, Brian rates the Brad Pitt film of the same name as one of his favourites, and second, this ProStar is the first one sold into ex quarry to customer aggregate distribution.

As Brian pointed out, there’s been a number sold on more bulk and linehaul tip work, but the task of delivering direct to customers on a continuous basis from a big hole in the side of a hill is Lonesome Dove’s trail to blaze…and blaze it she most certainly has.

So you wanna cart some stuff?

The sleek, elegant and socially unobtrusive snout of the ProStar belies the brute lurking within.

Up front is our old friend the Euro 5 Cummins X15 coupled

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to an Eaton two-pedal UltraShift PLUS 18-speed automated manual transmission (AMT), meaning it has ADEPT (Advanced Dynamic Efficient Powertrain Technology). Just to recap, in Cummins/Eaton speak, ADEPT means if this US sourced driveline was a family it would be the Waltons, a harmonious productive union with never a cross word. The ADEPT smarts (SmartTorque and SmartCoast) optimise the engine’s performance and fuel burn via a constant electronic conversation between the X15 and transmission on interesting

Turnaround times are down to just a few minutes.

WWW.GOCLEAR.CO.NZ topics like load, speed, and grade.

Brian’s gone for the engine rerate option and the ProStar’s red warrior pumps out 459kW (615hp) at 1800rpm and 2780Nm (2050lb/ft) of torque between 1100 and 1600rpm.

Bearing the burden of all this prior to its arrival at the gearbox is an Eaton Fuller ECA (Electronic Clutch Actuation) 15.5” twin-plate 7-spring clutch, the ECA bit meaning ‘no pedal Pal’.

Front axle is Meritor MFS 16-143A Wide Track rated at 7.25 tonne with 50° wheel cut on 3-leaf parabolic springs and shocks. Bringing up the rear are Meritor RT46-160GP axles at 4.1:1 with independently operated inter-axle and cross-locks.

The driven pair ride on IROS (International Ride Optimised Suspension) 4-bag suspension.

Brakes are drum with EBS (and ABS) and auto slackadjusters, and the Jacobs Intebrake takes care of the auxiliary anchors. Obviously disc brakes are an option.

So that’s ‘how’ the ProStar carts its stuff, but it’s the amount of ‘stuff ’ that determines whether or not you make more money, and that’s an area International have always been strong in. Brian runs the 7-axle unit on standard weights, but with the truck ready to receive its first bucket full at 9500kg tare and the Transport and General Transport Trailers 4-axle trailer at 5400kg, he can still dump over 30,000kg out the back doors without all the HPMV palaver. Handy.

Show me a hill

Okay, let’s. How about a state highway that still holds the title of the most recent one to be surveyed and cut as a whole new road through a previously unbreached main divide, the Coromandel’s State Highway 25a, known locally among the fraternity as the Kopu-Hikuai or ‘Kopu-Hik’. Opened in 1967 and sealed end-to-end by 1973, the road forms the main artery from western Coromandel to the east, and harbours some significant truck traffic on a daily basis. Because the road cut a new path for a considerable portion of its length, there was no need to conform to corner radiuses originally intended for horses and the like. That being the case, the government of the day decided if they were going to spend the dosh they’d future-proof it by stipulating that no corner was to have a safe cornering speed of less than 30mph. That was fantastic foresight – yes, we know what you’re thinking – and means the road is not crippled by switchbacks a la Mt Messenger and co, and still forms a more than effective carriage to this day.

The Kopu-Hikuai rises from sea level some 400m to its highest point before descending back to sea level again. It might not break too many records on summit heights, but its design and construction mean it’s an epic truck pull! Just like the Kaimais a tad further down the range on the other side of Mt Te Aroha, if you want to know what she’ll do, this road is your boy.

Land of the Long White ProStar It’s a great trivia question. Who are the world’s top five truck manufacturers? Sadly, nine times out of 10 you’ll take the booty on that one, as few will likely include Navistar, which rolls in at number four. The Illinois-based US company’s vast array of highway, vocational, and military vehicles catapults its annual product headcount into the over-300,000 unit category. You certainly won’t spend much time in the States on the side of the Interstate before the famous badge rolls on by.

But of course our ProStars are special. Special because they’re assembled right here at Mt Maunganui at the incredible place that is Intertruck Distributors (NZ) Ltd. Like the 9870, the ProStar is a parts list assembly so there is no kit as such. The main difference between the two trucks is the ProStar cabs come in trimmed and are customised here. The local assembly counts for a whole lot, especially when things change, things like Vehicle Dimension and Mass (VDAM). Because the Intertruck design and assembly operation can rapidly tweak things like critical axle spacings to maximise opportunity in the local compliance environment, they’re able to offer tailored vehicles. Take the 8x4 ProStar conventional. The company build an R8 and T8 variant with different front axle spacings to optimise the worlds of application and compliance. There’s a level of flexibility and agility not available anywhere else.

Kiwi-assembled ProStars are fully integrated on the Navistar build portal, meaning customers can see their truck in build and the components that go into it. And then there are the parts. Because there’s an assembly operation here, a truck won’t be left off the road at a service agent due to a lack of bits.

“We don’t appreciate the level of expertise and passion there is here for the product,” says Brian Aitchison.

The Internationals are also available with the in-cab fatigue monitoring Guardian System, as well as the full Bendix Fusion suite of safety features that includes ESP, lane departure, collision warning and mitigation.

…so let’s see

It wasn’t long before the horses corralled beneath the ProStar’s snout were out for a gallop. It’s not always just sheer guts up a climb that saves precious seconds: winding our way steadily up the Kerikeri Valley toward the base of the main divide, the truck’s ability to slow for the corners that come one after another and then accelerate back to an acceptable straight line speed before buttoning off again, was clearly evident. In these conditions a capable truck will be less than a speck in

At the Hot Spur on the run into Auckland.

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... the mirrors of an athletic truck before the real climbing even starts, and that pretty much summarised the WorkStar/ProStar difference. With today’s big iron, even if they slip off the sweet spot for whatever reason, 90 percent of the time you can just put them back there with the throttle. The challenge as we see all too often nowadays, sadly, is not letting the horses gallop off. There are no worries on that count in this office. It was an effortless progression and the ProStar’s capabilities were by far the most significant contributors to the relaxed in-cab environment.

The Kerikeri No 2 bridge marks the start of serious ascension and the ProStar was into it. The steepest part of the west to east transit is on this first stage up to what’s known as ‘Huck’s flat’, and the truck momentarily sees 38km/h in 11th and 1600rpm. Once again, Brian drives the truck in manual when things are ‘serious’, and is adamant about where he wants his charge to spend its day.

“I drive it between 1550 and 1850rpm, Dave,” he said.

“That’s where I’ve been told to drive it for longevity, and the people who gave me that advice know their stuff when it comes to a Cummins. And it’s proving itself in terms of economy; the engine must be happy because it’s returning a steady 2.2kpl even this early in its life.”

It’s a very Craig Kelly [Uhlenberg Haulage] approach to driving. Brian says the torque is one of the truck’s most impressive features, which is fair comment because even though he’s choosing to operate it in the top half of the performance band, the engine is still almost at the torque peak when Brian’s bottom number of 1550rpm comes up. Add the impetus that driving the truck in the power band (rather than the torqueband) provides, and you’ll need topography’s equivalent of the Hulk on a grumpy day to beat it into submission.

Over the summit and it’s down a long continuous gradient the thick end of four kilometres long that winds through box cuttings and finishes with a long, steep, straight section through a rock canyon called the Andesite cut, the scene of many a flaming brake drum. Luckily it in turn rolls out on to a long straight known as the ‘one tonne straight’ (for obvious reasons) that’s been a lifesaver for many a truck driver, and a licence loser for many a youth and motorcyclist. Thankfully there were no dramas in store today. Brian is an old-school

The constant turns and undulations on the Tairua hill. Brian takes a wide swing on the summit corner.

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The ProStar crests the Stadia hill on the Kopu-Hikuai Road.

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Wide-eyed!

When it comes to wide-cabbed conventional trucks pretty much everyone else is playing catch-up when compared with International. Bonnets and breadth have been an International hallmark for decades and seen by many over the years a compelling purchase pro, even if the S-Line’s complimentary central heating was somewhat of a con.

The ProStar carries the fine tradition of cab width on, but with a 21st century level of refinement. The cab itself was not unfamiliar here when the ProStar arrived in 2017, having been the one used in the relatively short-lived Navistar CAT JV. However, it’s here now in its own right, as it should be, with an International badge.

If aerodynamics is your thing, then so will be the ProStar. It’s reputedly the slipperiest big conventional in the real world, whether it’s headwind, or cross. Getting an actual coefficient figure is not easy, I guess in part due to the options there are for making them more, or less, slippery through the air, and the unknown of what’s in tow. Getting a comparative figure is equally hard, so there’s not a lot to be gained. Looking at the truck though, the ProStar’s arrow-like shape makes its aerodynamic prowess obvious.

The BBC measure on the day cab is 2870mm, which places it in the top two contenders in the setback front axle conventional truck market. Tying in with that comes the startling visibility. The rake on the bonnet is severe; from the seat your eye is just able to follow its line down to the grille, and there’s the road, right there! Depending on how tall you are, you’re seeing the road surface about four metres from the front bumper. Put it this way, from the ProStar’s driver’s seat you’ll see a dwarf on a Lime scooter at the lights, no problem.

Because the mirrors are more orthodox in style and placement it doesn’t have the right-left clarity of view that the 2.1 Kenworth cab does, but it’s a leap ahead of nearly all cabovers and on a par with its other bonneted brethren.

The cab’s a US house for sure, with 10 gauges in front of the driver in an elegant round-topped binnacle, with a modular wrap housing switchgear, climate, brake valves, and entertainment. There’s no infotainment centre or vehicle/ driver telemetry to speak of at this stage.

The shift module in the ProStar is a push-button job just down to the driver’s left. It’s easy to see and works fine. It’s an interesting digression for a moment, the AMT control options.

For well over half a century we never really had a discussion about how you change gear in a truck. MAN had a column shift manual option years ago, as did one or two others, but the people who thought them up were probably made available to industry within weeks of launch – well, we hope

they were. But now we’re all deciding if we like buttons on boxes, Cobra stalks, or busy little wands with a million things happening on them. Soon, we won’t have to worry, they’ll all be gone, there’ll just be ‘F’ and ‘R’ and they’ll probably be voice-activated. Anyway, back to the cab…

The steering’s adjustable for telescope and rake and there are in-spoke controls for cruise. On the left side of the steering column is the dip, wiper, and indicator wand, and on the right the trailer control. Brian rides on an air seat with all the necessary adjustments. The ProStar’s accommodation is mounted on rubber blocks front, and airbags rear.

The MMM truck has the top trim package in grey tones with diamond patterned vinyl on the hood lining and rear cab panel, along with flashes of Rosewood, heavy wear plastics, and rubber on the floor. It’s an ideal set up to keep looking smart in this line of work. A good hour with the vacuum and rag and she’s bonzer.

Storage-wise these trucks are always a challenge, but the ProStar’s enhanced with the optional centre storage cubby between the seats to complement the overhead cubbies and door pockets. Brian puts the cooly bag in front of the cubby and he’s away.

On the outside, access is really good with plenty of handles and wonderfully cascaded steps. It’s a cab you sort of walk into, sort of like an R Model Mack with the old recessed tank step, except the door actually opens and it’s completely different…never mind. If you get it, you’ll get it. I guess we’re saying low, sleek, conventional trucks are a piece of cake to get into.

Beneath the bonnet nestled down there is Big Red. It’s a snug fit with minimal cab intrusion considering what they’ve put where. An engineering marvel.

The wrap falls within easy reach.

The binnacle is clear and classic.

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A snug residence for the red one. Amazingly unobtrusive in the cab. Daily checks are easy, and of course Brian, like Rex Stephens last month, is a religious daily checker.

WWW.GOCLEAR.CO.NZ descender in every sense of the word, a living lesson in how to get 48 tonne to the bottom of a ravine with no fuss and bother. In fact, his approach is worth further consideration given the X15’s Intebrake traits. We’ve talked before about the performance of the Jacob’s Intebrake in mid-range revs, delivering 336kW (450hp) at 1500rpm, and that’s exactly where Brian uses it.

“Mate, I pay the bills, and engine brakes aren’t easy on engines. I hear other drivers with the engines right at the top end with the engine brake screaming. This is plenty good enough around 1500rpm.”

The ProStar found its way down from the summit with a controlled note to the engine brake and just an occasional brush on the brake pedal. Driving trucks is about managing energy; the minute you understand that your whole life changes. Brian’s a master at it, the truck feels like it’s in energy balance – a neutral sort of feeling – all the time. Leaving the summit without a backlog of pent-up energy in residence all through the truck meant the trip to the bottom was a doddle for machine and occupants. Bushes, bearings, brakes, and lower backs were all blissfully relaxed.

Back to old school

Light, airy, and as spacious as you’ll get in a day cab bonnet.

AMT with no left pedal maximises the room.

Brian never bonded

Off the Kopu-Hikuai Road and it’s a return to more typical pioneer road turned highway. State Highway 25 north of Tairua to Whitianga is your typical Kiwiana coastal road. First up is Pumpkin Hill, steep in places and winding with tightly radiused corners, and Brian taps away at the shift button and the Eaton clicks away at the gears. A hill that’s stranded the odd lorry on its in-bends passes effortlessly beneath the tyres.

It appears man’s machines have at last conquered this country.

Taking performance numbers is a waste of time as the truck has to slow while climbing for corners. The cool thing is, even uphill at 48 tonne, it romps away from one hairpin up to the next.

That barrier gone, the road curves, dips, and rises as it cuts through the farmland of Whenuakite and Coroglen, formed on the solidified lahar trails that once flowed from New Zealand’s oldest volcanic chain. This Coromandel is a great place to test every aspect of a truck you can think of, and this particular area is known for inducing back pain, as the cornering speeds are often just enough to load up the lower back. If you’re going to spend any length of time here, then a bonneted truck with a more central driving position that’s easy on the ‘Gs’ is the bully.

Alas, VDAM makes that an ‘I wish’ for most.

Being a 6x4 and carrying its load, the ProStar looked after its occupants admirably and any jolts were the fault of

with the Cobra shift in his previous truck so went for the pushbutton jobbie. Much better, he says.

The ProStar’s low lines make breasting the driving department

Never a dull moment!

“I first came into contact with Brian in 2006 when he was a pretty staunch Mack man. Since those days Brian has become a passionate supporter of New Zealand-built International trucks.

There’s never a dull moment with Brian and we always come away having had a good laugh.”

Hugh Green, Intertruck Distributors (NZ) Ltd

an absolute doddle.

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The ProStar’s a nimble, agile, productive performer.

behind curtains. The ProStar would simply glide into place just shortcomings in the NZTA’s ‘fit for purpose’ department, on dusk and a solitary dog about 600 metres away might bark not the truck. The ride was smooth and firm, typical US and once. Some people prefer the ‘here I am’ thing, but to guys like typical of a front rubber, 2-airbag cab set up. Noise-wise the Brian Aitchison who have done the endless miles, the over International bobbed around the 70 to 72dB mark, about the top bravado and attention seeking are now even beyond par for this genre, if not a tad better than average; on the memory. They want a capable, productive right surface high 60s were duly noted. machine with notes of individuality. For Rattles and bangs-wise the ProStar was them, success is not the number of empty absolutely exemplary and a credit to her Mt Autosol tubes in the drum out back, it’s a Maunganui assemblers. It’s not something balance sheet that reflects the effort they’ve that can be said for all trucks, even ones put into it, and a smart, reliable, wellyou expect to be squeak-free. The ProStar supported rig that’s done a decade’s worth gave a five-star performance in this area at of graft without ever having felt the wrath 57,000km. of a panel beater’s hammer.

Brian said the steering and directional By the time this mag is in your hands, control was superb, as were the brakes, the ProStar will have found itself in something we’ve always found to be the Now that really is a glove box. familiar International shoes when you case with Inters, even right back to 3070 think back to the halcyon days of S and days to be fair.

T Lines. Kenworth’s announcement that the new T410 won’t The width of the cab, blandness of the bonnet, and lack come packing red-punch, along with the need to go ‘big dog’ of any visible emblem means placing the truck is something in the Mack stable to secure 600hp, means the ProStar now you learn on the first morning of ownership. It’s like driving a offers something the others can’t – a truck just like Brian’s. Yes, bonneted truck in a cabover placement…almost. The wide-cab sometime soonish the Cascadia will arrive and offer some level conventionals are sort of their own thing really. Brian’s well of option. However, for now, it’s the ProStar that satisfies a versed by now and the ProStar’s snout cut a true and faultlessly driver’s desire for thrust, a fleet owner’s desire for practicality, stable path all the way. or an SME’s desire to break into new gear. And of course, the great news in 2019 is there are now the model options to stay Musings while motoring with the brand as your fortune amasses, and mark your place The ProStar’s one of those trucks you could bring home, park on the nation’s roads with bucketloads of ‘spectacular’ if that’s in the street, and it wouldn’t really worry the neighbours. It your desire, an option that wasn’t really there all those years doesn’t brazenly announce itself in the same way as a Kenworth ago. And for all this we have Comer Board to thank.

T909 and risk the pursed-lip peeking of busybody eyes from

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WWW.GOCLEAR.CO.NZ

Off it comes at Whitianga.

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Marching on

Winding through the countryside toward Whitianga we discuss the decision to go for the push-button AMT. “I went for the push-button option because I never really took to the Cobra shift in the WorkStar. I find the push button module easy to use. As for AMT versus manual, there are two reasons: space and the city work. You’d be surprised how much room the gear lever and clutch take up,” Brian says, as he waves his hand around the void between the seats. “The leg room is great too, just more room. Then there’s our work.

You don’t know what you’ll be doing next. If we’re carting out of say Brookby Quarry (southeast Auckland) into somewhere like East Tamaki, you won’t see top gear at all. All you’re doing is changing, changing, changing. The auto comes into its own then.”

On runs like this the ability to make the most of the ADEPT’s coast and power optimisation functions are limited.

The run across the Hauraki Plains from the quarry is cruise territory no question, but there are no undulations that allow the truck to coast. Following that you drive into the hills and then there’s no flat! With experience you might be able to extract a couple or three coasting bursts on the run through the Whenuakite and Coroglen farmland, but again, it’s going to be limited opportunity and short-lived at that. There are plenty of places in Brian’s work area where you could utilise the

No dress rehearsal!

What New Zealand schools need are careers advisors who aren’t the run of the mill, over-planning, over-thinking type, the sort who help make our kids way too complicated way too early. We need more who understand that kids are free spirits about to launch themselves on a planet full of opportunity.

We need the Brian Aitchisons of the world to be mentors and career advisors. We think he’d probably dispense advice like ‘Life’s a gift to be enjoyed, life’s an adventure to be had, life’s a challenge not to be afraid of, life’s a mat to get back up off when you’ve been knocked down. Life’s the people you interact with every day, so make it positive and say sorry when you need to; and most important, life’s not a dress rehearsal.’

That’s our guess anyway, because from what we saw that about summed up Brian.

This 67-year-old 30-year-old starts every day with weights.

Not aggregate – free weights.

“You have to look after yourself, Dave. Half an hour in the morning just to get things moving and keep you upright and flexible, because you can get stooped easily in this job, eh.”

Six decades and seven years into the adventure, paying for a new truck, striding around unhooking trailers, darting here and there, hungry for the next load, stopping to buy Pam, the office lady at the quarry, her favourite pie from the bakery in Tairua. Brian’s not rehearsing, he never has, he never will.

Wairoa-born, Brian was adopted out after the death of his mother. His childhood in Cambridge hadn’t been a bucketful of the fondest memories for the irrepressible young man when he cut out and headed for a carpentry apprenticeship through the Department of Maori and Pacific Island Affairs at the age of 16. Three years into that and the urge to drive trucks was too great so he started working for Bruce Clothier at Waharoa Transport. But it wasn’t long before an inherent sense of adventure saw him head for Australia, having organised a job with Northern Transport in Alice Springs…a job he hitchhiked to from Melbourne – yes, hitchhiked. He was there in two rides!

Brian worked a couple of jobs in Alice; driving twin-engine motor-scrapers was a favourite. But what happened that was most significant was a chance meeting in a bar with Ian

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Emery, the coach of Alice Springs United, the local police rugby league team. Ian had goals and aspirations of greater things in terms of coaching.

“Oh, it was great, eh. The ground was like concrete. There were lots of older players who’d played in the higher Sydney leagues and they knew what they were doing. When you were tackled you stayed tackled. Loved it, just absolutely loved it.”

As Ian moved around from job to job, progressing his coaching career in the process, he’d call Brian, who’d follow on also. Ian would jack up work for Brian and Brian would play in Ian’s league teams. For almost a decade it was a boys-own work/sport adventure come true. It all culminated in the semi-professional presidents grade at the St George club in Sydney when Ian got the big time assistant coach’s job.

Knocks and injuries eventually took their toll and Brian headed for home aged 29, landing a job in Wellington driving a 6V53 Detroit-powered White for Alex Burrell at Burrell Demolition. After Burrell, Brian worked at Dixon and Dunlop carting metal and clearing sections before a spell with Ross Fitchett, someone he credits with teaching him a huge amount about running trucks and businesses. “With Ross I learned everything from mending tyres on split rims, to servicing, to running a manual ledger. He was a great teacher, willing to impart knowledge, and to this day we’re still mates.”

Following that, for the next three decades Brian’s life was itself a living timeline of line haul trucking in New Zealand, plying the Auckland – Wellington and Auckland – Christchurch routes. He drove for Jim Halliday’s Halliday Haulage and Kim McCarthy at TNT among others, progressing from fleet driver, to owner-driver, to multi-truck subcontractor working for well-known names like Peter Baker Transport.

It was the realisation that as a subcontractor the returns weren’t what they should be that led to the formation of his own freight and warehousing company, Goldlink Warehousing and Distribution Ltd. The key service differentiator was an overnight service ex Auckland to Christchurch, and it was a business Brian said went really well for quite a while. It was with this company that the relationship with Comer Board

WWW.GOCLEAR.CO.NZ functionality though; it’s something that might be worth a play with. After all, every litre of fuel saved is money in the bank.

Into Whitianga and Brian tips the load off into the bin.

It’s an unhook one at a time site, and the visibility the raked bonnet and expanse of glass afford come into their own.

Likewise, the International’s lock makes tiki-touring around the yard a piece of cake. Deliveries like this are no issue at all, but Brian also said the truck’s IROS suspension and traction aids, together with the optimal configuration, afford great traction. “Even jack-knifing it never complains, pulling out and straightening the loaded trailer, then back in. Yeah, it’s real good.”

Having the UltraShift PLUS means there are creep mode and hill-starting aids also.

Load off and heading out of town the ProStar returns home as quick as any car. Brian flicks the gearbox into auto and lets

and Intertruck Distributors (NZ) Ltd was forged.

“We ran 9800i Eagles and Comer and the team would move heaven and earth to service and COF the trucks, keeping us as close to schedule as possible. However many techs it took to turn them around is what he’d put on them.

They were bloody great trucks, 525 Cummins; they were unbreakable.

“In the 20 years I’ve known Comer we’ve never had an argument, we’ve always been able to sort things out. Just a top bloke. I can’t say enough about the guy, and his team.

Hugh Green, he’ll always answer his phone, 24/7. The team at the Mount workshop – Noel, Charlie, Jerome – all top people, we go back a long way. Wes on the front desk is so helpful and Dwayne and ‘Fish’ in parts. I’ll call and next day whatever I need is on the courier. Amazing! I still go over there for servicing just because we’ve known each other for so long.”

The restructuring of a key customer’s freight, and the GFC, ended the Goldlink years, after which Brian and his partner Kim dabbled in the racehorse feed business. Following that Brian worked for Mainstream helping Greg Halliday set up the core fleet there.

“Greg’s a great bloke and a good businessman. I went in to do that job, help set up the fleet and it was a great project.”

After the Mainstream project was complete Brian moved on to Emmerson Transport Ltd as Northland area manager. Like many in the industry Brian found Ian Emmerson a “Top, top bloke”.

Then things went full circle, working in the world of loaders and tip trucks, as a salesman for the late Murray Ward at Ward Quarries in Te Kauwhata. But Brian’s a truck man to the core and the sales job introduced him to contacts that led to the purchase of a C12-powered Sterling and 3-axle trailer on contract to Fletchers, servicing one of their road projects in the Waikato. As the Fletcher work wound down a little over three years ago, Brian was keen to keep busy and approached Kaipara Ltd having carted out of their Smythes Quarry south of Auckland. The rest as they say is history, and the story of this amazingly upbeat bloke continues to roll on.

Brian’s full of praise for working life at Kaipara Ltd. “Great workmates, and an awesome company to work for

Brian Aitchison. Still in top gear and lovin’ it.

Dave, I’d like to make a point of that. They really are eh.”

A cool side note to Brian’s work life are the iconic trucks he’s driven and/or owned over the years. As a driver he drove one of the Halliday Haulage R Model Macks and he owned the ex Paul (‘Butch’) Hopcroft R Model Mack ‘Overdraft’, and the ex Tony De Latour Child Freighters Mack MH. Today Brian and Kim live on the banks of the Waikato at Rangiriri and both enjoy horses and hunting out of work.

There’s no desire to expand the fleet and have the hassle of staff any more. Brian’s two daughters, Sarah and Jessica, are well set up and enjoying the journey of their lives as it unfolds.

But for all this history, the highs and the lows, the one overarching thing you get from an hour or two spent with Brian Aitchison is his praise and acknowledgement for the people he’s encountered along his journey.

It’s not about him: for Brian it’s the people he’s met and worked with who have provided the richness to his own life’s fabric, and he realises and acknowledges that. For many today, both young and old, there’s a lesson or two in there somewhere.

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the International take over while we chat about all manner of things.

Summary

Standing back and looking at the truck after unloading there’s no question the ProStar ticks many 21st century boxes. It undoubtedly has a high social acceptance factor with its clean lines and unobtrusive presence…low on ostentatiousness you might say. But that’s all a clever mask, because underneath is a powerhouse that could well come into its own rapidly. The fact the ProStar offers the red engine option must surely win over some T409 customers if managed well by the Intertruck team, and the sharp end

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of that strategy must surely hinge on productivity and what their machine can carry. After all, who doesn’t like cash in the bank.

We thought the ProStar was extremely well put together and the cab moved in silence as its structure was propelled around the Coromandel.

There’s no questioning an International’s mechanical tenacity when it comes to doing their best for their owner’s bottom line. The emblem has a place in history few can live with. Add to that the support from a group whose passion for what they do has earned both themselves and the marque a special place in the annals of New Zealand’s road transport story, and it’s a clearly a case of long live the icon. 

WWW.GOCLEAR.CO.NZ SPECIFICATIONS

International ProStar R6 BT 6X4 RIGID Tare:

7390kg (cab chassis – wet less fuel) 9500kg ready to load

Brakes:

Drum with EBS and ABS-6. Auto slack adjusters

GVM:

25,400kg

Frame:

257mm x 91mm x 8mm

Auxiliary braking:

GCM:

72,000kg

Jacobs Intebrake

Wheelbase

4600mm

Fuel:

435 litre

DEF tank:

Engine:

Cummins X15

90 litre

Capacity:

15 litre

Wheels:

Aluminium

Tyres:

Power:

459kW (615hp)

Front: 385/55 R22.5 Rear: 275/70 R22.5

Torque

2780Nm (2050lb/ft)

Electrical:

12 volt

Emissions:

Euro 5 (SCR)

Additional safety:

Hill Start Assist, stall prevention, auto neutral

Transmission:

20E318B-MXP UltraShift PLUS 18-speed

Cab exterior:

Clutch:

ECA clutch to suit UltraShift PLUS transmission (15.5” 2-plate ceramic, 7-spring, electronic adjustment)

SAE J2422 cab strength (more stringent than ECE29), three-piece hood and bumper for quicker, cost-effective replacement, heated remote mirrors, convex and look-down mirror, dual air horns, stainless sun visor, bug screen behind grille.

Cab interior:

Rosewood trim, tilt and rake adjust on steering wheel, fingertip cruise adjust, fully adjustable leather driver’s air seat, air conditioning, Alpine CD, MP3, Bluetooth, auxiliary and phone connectivity.

Heavy-duty insulation.

Extras:

Stainless steel DEF tank cover, premium trim upgrade (diamond patterned roof and partial rear panel, chrome door bezels, centre storage console, tinted glass). Twin stacks, Ali Arc alloy bumper, shortened cab side extenders.

Front axle:

Meritor MFS-16 143A Wide Track

Front axle rating:

7250kg

Front suspension:

3-leaf parabolic and shock absorbers

Rear axle:

Meritor RT46-160GP at 4.10:1; diff and cross locks on both axles independently operated.

Axle spacing 1.4m

Rear axle rating:

20,900kg

Rear suspension:

International IROS 4-bag air suspension

Talk to our experts first!

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

Palmerston North Levin Masterton Wellington

Nelson Blenheim Greymouth Christchurch Timaru

Queenstown Dunedin Invercargill

www.trt.co.nz

Phone: 07 849 4839 Email: hiab@trt.co.nz

48 Maui Street, Pukete Industrial Estate, Te Rapa, Hamilton 3241

www.trt.co.nz

New Zealand Trucking

June 2019

35

0619-19

Whangarei Warkworth Auckland Hamilton Tauranga

SOUTH

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INTERTRUCK RELEASES NEW WEIGHBRIDGE ASSIST OPTION

EQUAL LOAD SHARE ON TWIN STEER (+/-2%)

Prostar T8 Tractor with ECAS twin steer suspension maximises 27 tonne legal weighton 4 axles.

9870 R8 Bulk Tippers with ECAS twin steer suspension improving traction and driver fatigue

HILTON HAULAGE’S PROSTAR DRIVER, EION PHILIP QUOTES: “WITH ECAS, IT IS THE SMOOTHEST TRUCK I HAVE EVER DRIVEN”

WWW.GOCLEAR.CO.NZ REDUCE DRIVER FATIGUE ECAS (Electronically Controlled AIR Suspension) REVOLUTIONARY factory 2nd Steer installation LIMITED TO INTERNATIONAL 9870 & PROSTAR MODELS ONLY. ECAS FEATURES and BENEFITS • Equal Load Share on Twin Steer with every load (+/- 2%) • Drivers Confirm Body Fatigue is Reduced with 2nd Steer AIR Suspension’s smooth ride.

• Reduces Wheel Spin, transferring weight to drive axles when traction control activates.

• 100mm Frame Height Adjustment from standard with “Auto” ride height reset.

• Compact Suspension shifts tanks forward, improving weight distribution.

2ND STEER FEATURES AND BENEFITS • Frame brackets feature a rubber bushed pivot connection • Trailing arm features a secondary retaining strap and rubber bushed pivot connection for reliability and long service life.

• Air springs are positioned directly between the axle and frame for optimum ride quality and stability.

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The Freightliner Cascadia RHD, a weekend off the rigours of shakedown testing. Early 2020.

“The tension, the buzz, the atmosphere!”

A great show with a better buzz and energy than ‘15 or ’17, full of lots of stuff you couldn’t quite get your hands on, and lots of stuff you could. But one thing’s for sure, there are battle lines being drawn everywhere.

I

t was a great Brisbane Truck Show and numbers through the gates at the city’s Convention and Exhibition Centre support that, with attendance up about 10 percent on recent years at 36,921. If you were there for 2015 and 17, the change in vibe was palpable, and as always New Zealand must have been at a standstill because everyone appeared to have made the pilgrimage. This year the show extended its tentacles well outside the doors with OEM displays at the Queen Street Mall and

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Reddacliff Place, as well as the hugely popular South Bank Roadhouse. The National Road Transport Association (NatRoad) held its conference on site, and Mt Cotton was opened up for use by exhibitors and stakeholders. Of course, most of the OEMs used the event to host all manner of functions and bashes.

Also lurking in the background in Rocklea was the Australian Heritage Truck Association show, and there were many taking the bait and making a ‘now and then’ week and weekend of it.

There’s certainly a progressive change in flavour, with alternative energy on many OEM stands, although probably not with the same vigour as say an IAA show for obvious reasons. Speaking to media from the SEA Electric stand, group managing director Tony Fairweather said the enquiries they field now at shows have completely changed, with potential users of electric technology fully accepting of its longterm place and wanting to know how it works and potential benefits for their operations. Times they are a-changing.

Back to fossil fuels, one thing is for certain, by the time the power towers in this part of the world decide Euro 6 is the go, it’ll likely be well ensconced in the product of every OEM worth noting. There’s no question that 6 is being driven by both supply and demand, with those residing on both

WWW.GOCLEAR.CO.NZ

Daimler It was new toys everywhere for the world’s automotive powerhouse. The Fuso HD followed the earth’s natural progression of passing time, launching in Australia, at the show, a month or so after us. The new Actros with mirrorless tech and a Buck Rogers’ dash among other things was unveiled, due for market release just down the track, and the SoloStar Actros concept truck was there also. And of course, Cascadia, the truck that’s largely responsible for Freightliner’s 40% market share in the US, due next year and likely to set new standards in safety for a US bonneted buggy, currently sold with Level 2 autonomy in the land of the free… not quite hands-free …yet.

Daimler Australia CEO Daniel Whitehead laid down the gauntlet to WACOL with the comment: “Our intention is to be market leader here in a relatively short period of time.” And he’s got good reason to be so forthright.

Daimler now have – well, will shortly have – the arsenal of product to launch a valid and relentless attack on the Australian market across all segments, and like the arch rival, immersing themselves in the development of HR pathways into the industry through various programmes.

And of course ‘Thor’ was there… eCanter (New Zealand Trucking July 18 ‘No looking back’), sitting quietly in the corner. When it’ll grace the streets of the antipodes we’re still unsure, but the fact it was there is another clear signal of Mr Whitehead’s intentions.

Harking back to the energy and vibe at the show, there’s no question a

Cascadia interior...look familiar?

good deal of it was emanating from the Daimler ranks.

Freightliner Obviously, the stars of the stand were the looming Cascadias due for release in 2020. Front and centre was a big 126 with 448kW (600hp) Detroit Diesel DD16 power, Detroit 12-speed transmission and 36” XT sleeper, in right-hand drive trim we might add.

The truck’s part of a $100m Australasian right-hand drive development programme, and is currently on 68.5 tonne B-double tanker work in SW Queensland and NW New South Wales in a 350,000km per annum operation.

Hanging off the snout of the big Freighty was the ubiquitous piece of Aussie outback furniture, which tends to enhance an aerodynamically slanted truck’s efficiency and aesthetics in the same way concrete pointe shoes enhance a ballerina. Luckily there was a day runner 126 next to it that allowed appreciation of the lines. Making up the Cascadia trio was the 116, the truck most of us instantly think of when the name Cascadia is tabled, due to its antlike presence on the US landscape.

“We are absolutely committed to ensuring the Cascadia arrives in showrooms next year ready for Australia’s unforgiving conditions and wanted to let the public in on this unprecedented test programme,” said Freightliner Australia-Pacific director, Stephen Downes.

The minute the curtain fell on the show the three trucks in speckled black, white and blue test livery were back out into the rigours of pre-release testing.

FUSO Shogun. Seen it, drove it, loved it (New Zealand Trucking May 19 ‘Looking after their own’). Of course the Aussies had an 8x4 large as life on their stand (do they know what to do with one?) probably just to rub it in that we, the world’s 8x4 kings, didn’t have one to blat around in on our launch day. ‘What eva!’

Fuso Truck and Bus director Justin Whitford gripped the lectern during his address and the look in his eye was akin to the Ultimate Warrior. It was like he was about to raise it above his head and use it to beat his opponents with. At last he has a platform-based pal with all the fruit with which to charge headlong into the fight for market share.

Mercedes-Benz After waiting a small dog’s lifetime for the new Actros to get here, now we’re getting the new, new Actros, …the mirrorless jobbie! Once the Scandinavians were the kings of safety and tech and the world watched to see what was next, but Daimler’s been at least abreast for some time, and in the latest incarnation of their rock-star flagship you could argue they’ve inched in front.

Mercedes-Benz Truck and Bus Australia Pacific director Michael May revealed the new gig due for launch next year to the waiting crowd. Another huge validation programme is underway on the truck festooned with driver-focused aids. The two most obvious ones are MirrorCam, and the two-piece tabletbased, driver-configurable dash.

The rear-facing cameras that provide the rearward vista are mounted above

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Brisbane Truck Show 2019

sides of the economic fundamentals agreeing there’s not only value in a clear respiratory track, but also marketing power if one has a pristine conscience in the confessional.

In some ways it was the ‘yesterday’ show for us; we’ve launched the Hino 500 series standard cab and the HDT Fuso, and course Isuzu in Australia is a different beast, shying away from the big time. Equally valid was the feeling it was the ‘next year’ show with substantial amounts of the product on display a tease as to what’s just around the corner.

But there was also plenty in the brand new ‘here and now’ set also. So, read on as we fill you in on the key bits and bobs from Brisbane 2019.

P HOT OS : M E R C E DE S -B E NZ A U S T R A L I A

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The new Actros due next year, no mirrors.

Tablet-based dash and MirrorCam. The next Actros takes things to a new level.

the doors, and present 80% less surface area than mirrors do. The 15” screens are mounted on the A pillars and are split, with one section showing what’s out back and the other what the trailer’s doing. There’s no doubt the camera brackets are super robust, but there appears to be no fallback e.g. a plastic cap in the door that reveals a slot you poke the spare mirror in – supplied with the truck – so you can motor on safely.

Maybe we’re just too old-school.

The other feature of note is the GPSassisted Predictive Powertrain Control that reads the road two kilometres in front, setting the truck up for optimal performance.

SoloStar is a concept truck for those who’ve given up completely on ever teaching the kids from inside the cab again. May said it has been developed in response to customer feedback. The most striking feature is a lounge chair set back almost against the back wall that replaces the passenger seat. It then folds down, allowing the 850mm inner-sprung mattress to be deployed.

The idea is to transform the truck into a living space once the day’s driving is over or the wait mortifyingly long.

There are TV, fridge/freezer, microwave options, and full connectivity.

full aerodynamic fairings, pitched at trailer exchange work and was fitted with 1100-litre long-range tanks. Again, Cummins X15, but this time a manual gearbox. The truck was equipped with ESP and Bendix Wingman Fusion safety systems.

IVECO IVECO had a packed house. Due for launch later in the year the 4x4 Daily was previewed on the stand. Sporting the 134kW (180hp)/430Nm (317lb/ft), 3.0-litre Euro 6 SCR power unit, the go-anywhere Daily now comes with the Hi-Matic 8-speed transmission and a max GVM of 7.0 tonne. That’s how you make something really good, really great!

Off to the side was the outstanding 70C, 20m3 7.0 tonne GVM Daily van equipped with the same powerplant and transmission. There’s also a 6-speed synchromesh double overdrive manual.

We’re big Daily fans.

Eurocargo was on the stand fitted with an INNOV8 traffic management kit, and the latest incarnation of the locally made ACCO in Euro 6 trim was there also.

Following its launch last year, the Stralis X-Way is on its way ex the Melbourne assembly plant out to dealerships.

Powerplant for the range is the Euro 6 Cursor in 9, 11, and 13-litre displacement, with outputs across the range starting at 231kW (310hp)/1300Nm (959lb/ft), and running through to 381kW (510hp)/2300Nm (1696lb/ft).

Married to the motor is the new 12-speed HI-TRONIX automated transmission, and as you would expect from a frontline Euro, the full safety suite is present (EBS, brake assist, ESP, hill hold, adaptive cruise, advanced

International Two ProStar tractors were on the stand, one set up for 34 pallet 26m B-double operations, a standard in Australia. The truck had a 40” mid-roof integrated sleeper, Transtar badging on the sills and X15 Cummins with Eaton UltraShift PLUS front end mechanicals. The other unit was a day cab fitted with

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Stralis X-Way.

WWW.GOCLEAR.CO.NZ

PACCAR Kenworth Of course Kenworth largely stole their own thunder in March with the launch in Victoria of the T360 and T410 Kenworth, and a look at the 1.4m sleeper for the T610 (New Zealand Trucking May 19 ‘Clarity of Vision’).

However, the stand was jam-packed with bugs of all sizes, including the T610 SAR sporting the new 1400mm house, arguably the runaway star, with great proportions and enhanced by some subtle niceties like fatter chimneys.

David Harmsworth, GM of sales for Kenworth, emphasised that “Choice and flexibility were traditional Kenworth values” and how important it was they were retained. As such you can specify your Kenworth billy-basic through to state of the art.

There were two T410s on the stand sporting 860mm and 760mm sleepers, and one T360A in 8x4 cab chassis.

“There’s no doubt the 12 and 13-litre segment represents a massive part of the market these days, it’s about a third of the market. It’s important for us to have a targeted, dedicated model,” said Harmsworth.

Sitting in the far corner was a K200 with the 2.8m sleeper and Euro 6 X15 Cummins power, Eaton UltraShift PLUS, Bendix Wingman Fusion safety, and ACE (Active Cab Entry).

“The message is there: we’re ready. If the operators and the customers want to move to Euro 6, we’re ready, but we’re not forcing it.”

DAF Bursting through the PACCAR curtains at Brisbane was a Euro 6 FA LF260 4x2 12 tonne truck, and its bigger ‘broer’ the FA LF290 18 tonne truck, again a four-footer, with both trucks sporting sleeper cabs. It’s the advance party for the progressive roll out over the next few years of the Euro 6 DAF range… our next ‘We’re really hanging out for it’ truck.

Powering the LFs was PACCAR’s PX-7 6.7-litre 6-cylinder engine.

Standard transmission is the ZF AS Tronic 6-speed automated transmission.

Options include ZF Ecolite 6-speed manual, and Allison autos. For the 18 tonner there’s the 12-speed ZF AS Tronic and ZF Ecomid 9-speed manual also.

Both trucks come with full suite of safety features, making them a highly attractive proposition for the right company.

Also on the stand was the current Euro 5 XF105.510 and the 8x4 FAD CF85.510, as well as the ‘oi oi oi’ Aussie-assembled 6x4 FTT CF85.

MAN The men from MAN showed off their TGS tipper with the 540hp motor and in the right set-up capable of a 40 tonne payload, according to Penske’s Sergio Carboni. Added to the productivity was the carrot of European safety and driver aids obviously.

Two D38s, a 26.540 and a 26.640, were on display, and the pitch was power, comfort, and of course safety, with huge emphasis on the fatiguefighting ambiance of the interior with a claimed 65dB at 80km/h in highway cruise, and a mattress of just under 2.2m length. The big bopper sported the Performance Line pack for those who want that bit extra, with 2.0m standing room, leather, colour-coding, and set up with alloy guards and turntable.

Western Star

From top: The DAF FA LF290. K200 is Euro 6 ready with Bendix Wingman Fusion

What Aussie truck show would be complete without a full-on 6900 Western Star in ‘go out and tear it up’ spec. This year’s magnificent creation was adorned in the colours of Neil Mansell Transport, a FXC packing the X15, Eaton 18-speed 22918 trans, and a 52,000lb rear end with a 140 tonne GCM (we knew you’d like that).

Also, on the stand was a 5800FE

and ACE cab entry. T610 SAR with the 1400mm sleeper is superbly proportioned.

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emergency braking, day running lights), with options around hydraulic retarder, lane departure, driver attention, tyre pressure monitoring, and Bi-Xenon headlamps.

GVMs come in at 25 tonnes and 30 tonnes for rigids (6x4/8x4) and GCMs, 45 tonnes for tractors, and 40 to 45 tonnes for rigids. Beefier brutes are available on request.

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‘Yep!’

set up for Aussie B-double work with DD15, Eaton UltraShift PLUS and 46,000lb rear end. The truck was swished up with fairings, and polished tanks with 1400-litre capacity.

Scania Scania Australia MD Mikael Jansson hailed a record year in 2018 and a continuation of the pattern in 2019, rightly lauding the safety, performance, cleanliness, and market response to the new NTG range. He was in full planet preservation mode, pointing out that ‘Australia had some of the oldest and dirtiest trucks’ and that had to change.

He said we need to stop pensioning off old trucks into urban jobs, and running Euro 0 in such environments was no longer acceptable; something in fairness we see a lot of here too.

“They should be pensioned off for good,” he said.

To that end, on the stand was a 6x2 P340 CNG powered NTG Scania running the 9.0-litre Euro 6 and GRS895R transmission pitched at metro and vocational work. It’s a great solution, not least for the reason it still

actually looks like a truck. With it was another P series, a 280 with the new 6-cylinder 7-litre Euro 6 diesel (or 100% HVO); again, obviously pitched at urban metro vocational and last mile work.

The wee engine lets you put another 360kg of trash in the back over the 9.0litre, and its diminutive size means a low engine tunnel even in the P Series cabin.

Supply constraints no longer affect the flagship and in the second half of the year Australia will see the R650 Euro 6 with its colossal 3300Nm (2434lb/ft) of torque, beast retarder, high roof sleeper, and all the safety fruit, including Scania’s trump card curtain airbag. Ready to take on the B-double/B-triple market you have to say it’s a fantastic era we’re heading into with some real face-offs emerging on the go line of antipodean freight haulage. Bring it ON!

SEA Electric Providing 100% electrical power systems to the commercial vehicle sector, SEA target last mile and metropolitan vocational applications up to 23.5 tonne GVM. They work on standard charging infrastructure on a three-phase 32amp

power point.

Group managing director Tony Fairweather said there’s a huge swing in the direction of the sector as the economics now make sense, with duty cycles that work and negligible impact on payloads.

“There are no incentives in Australia currently, and we are still able to achieve a payback for our customers of less than four years.”

He pointed out the battery technology is advancing at an incredible rate, with weight and cost reducing and output increasing. “We foresee that in 18 months to two years an electric truck will be the same cost as a traditional diesel if not cheaper, and will definitely be lighter.”

Volvo Group Australia It was VGA president and CEO Martin Merrick’s first Brisbane show since taking the reins from Peter Voorhoeve in 2018. The buoyant Scotsman started life as mechanic and has worked his way through the ranks, a passionate believer in the product, and uptime. That’s great news, because he certainly needs to be.

The group still holds the number one possie in the Aussie landscape, but his predecessor Peter Voorhoeve had the luxury of Daimler and Scania with toolkits that weren’t quite there, or an internal structure that needed a tidy up.

That’s all gone, well and truly. And it doesn’t end there either, as internally there’s been a lot of change right through the top seats at VGA, with only the irrepressible Dean Bestwick still there from the crew of 2015. So, while the war chest still looks…we’ll say ‘fine’ (they really need that 600hp short BBC tractor and Fuso’s 13-litre due next year could still prove a thumb tack in their foot), there’s no doubt Merrick needs to create a settled, stable From left: Classical gas P340! Big gear, the R650 Euro 6 with torque well north of 3000Nm. ‘Clear the way.’

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what you’ll get, but the finished product will be it, meaning there’ll only be one Super-Liner profile.

atmosphere at WACOL and ensure not a drop of complacency exists. There’s no questioning the point that they rightly place a huge emphasis on being a local manufacturer in the community, but there might just be a blue-faced, kilted Mel Gibson movie Merrick could run on rotation in the swanky HQ’s atrium, just so eyes remain fixed on the prize.

Mack In the brand’s hundredth year it should have been the Anthem’s show to steal, but its first real moment in the artificial sun was taken by that which sat just behind it – but back to that in a minute.

Yes, the Anthem is coming in – you guessed it – 2020. There was a cutaway truck on display so people could step in and have a good look. Its angular chiselled look is unique, slippery from all accounts, sort of a ‘Terminator’ version of the CH looks-wise. It’s like they wanted to go back to the CH, possibly the prettiest Bulldog ever, but needed to do something so bought it a gym membership, and bottle of ‘juice’. It’s not a bad looking truck, all in all.

Currently there are test units running in North Queensland and North America on the Australianising of the Anthem. VGA VP sales for Mack trucks Dean Bestwick confirmed that arrival in New Zealand will include an 8x4 (they got the message – ‘you know we’ll do it if you don’t’). One of the key areas Mack is focusing on in the Anthem is work environment, with highly touted ergonomics, and in the big sleeper, full stand-up headspace from the driver’s seat.

As we said, behind the Anthem was

the concept short BBC Super-Liner.

Currently the dog’s being done so to speak in the Australian market by not having a 600hp-plus offering in the 26m 34-pallet linehaul mayhem. That’s about to change. The final incarnation won’t look a lot like the truck at the show; the cab will certainly sit lower for a start. Sources we spoke to from within the kennel confirmed there won’t be a normal and short BBC Super-Liner; there’ll just be a Super-Liner, if you get our drift.

Other news in the puppy province is the switch to Tier 2 Bridge-Plus electrical architecture across the lineup that will allow the 13 and 14-speed mDRIVE, Bendix Wingman Fusion safety, and connection to all manner of in-house telematics and analytical tools.

The dog is wired; it won’t be long before a K9 from Dr Who is on the bonnet.

UD The next chapter in the QUON story presented itself on the UD stand in the form of an 8.0-litre variant. The engine produces figures of 263kW (360hp) at 2200rpm and 1428Nm (1053lb/ft) from 1200 to 1600rpm, with the truck 300kg lighter than its 11-litre stablemate. The 6x4 CD 25.360 carried all the enhanced safety features of the bigger machine and includes a passenger door window for seeing and believing.

“The 8-litre version is an exciting addition to the Quon range that offers the same levels of drivability and safety as the 11-litre version,” said UD Trucks vice president sales Mark Strambi.

Sitting quietly behind was the midweight Croner due for launch later in

the year; a model found in markets like South Africa, Peru, India, Thailand, and parts of the Middle East, that’s being tweaked for Australian duties.

Running the 8.0-litre motor, the Croner was present in 4x2 tipper configuration – PK 18.280, and there’s a 6x2 also with model nomenclature PD 25.280.

“The Croner reinforces UD’s commitment to the middle-weight market,” said Strambi.

With its heritage, looking on from outside you get the feeling it’s going to be muscling in on Enduro’s turf.

Volvo Pride of place in the land of the Vikings was the new FH Globetrotter XXL. Cab depth has definitely been one of the nit-picks of the big FH and now that appears to have been addressed.

The back wall of the sleeper has moved rearward by 250mm and a new C pillar installed, adding more than 600 litres to the interior space, making it 40% bigger than the XL and 13% bigger than the previous XXL. The cab measures 2475mm front to back externally.

“Australia is one of a very few selected markets that will see the allnew XXL cab and it has been designed with Australia’s vast distances in mind,” said Volvo Trucks Australia vice president Tony O’Connell.

Alongside the big house was the FH 25th anniversary model, bristling with everything Volvo can pack into a truck, including the full active safety pack, dual clutch, iSee functionality that predicts the topography ahead and effects the optimal assault, and Volvo Dynamic

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Brisbane Truck Show 2019

From left: Mack Anthem due in town next year. Mack Super-Liner short BBC concept. What you see is not

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Volvo FH XXL with the big sleeper. Now that’s a bed! They’re still missing that 50hp though.

steering with lane keeping assist and individual adjustment of steering wheel resistance.

Also launched on show week was the FE LEC (Low Entry Cab) for urban applications i.e. refuse and in-out distribution. It’s going to take a lot of bling if you want to make it beautiful.

Entry and visibility is as you’d expect for a truck of this genre, and the cab kneeling function lowers the shed by a further 90mm. Being a Volvo you’re perfectly safe and it meets the toughest crash tests …Swedish BOF10 for the prop-heads among you. Under the … behind the…somewhere, is an 8-litre Euro 6 (350hp) engine with I-Shift, or a full 6-speed auto with torque converter.

The X15 Performance with single module aftertreatment in the background.

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Cummins Cummins is bringing its Euro 6 heavyduty truck engine offerings to market in 2020, and as we know, EGR in big red’s world still stands for Everyone Goes Running and is nowhere to be seen. The line-up will comprise the L9, X12 and X15 (the latter in both Performance and Efficiency series), all sporting XPI (Extreme Pressure Injection) common rail and a standard wastegate turbo.

The Performance engine’s output stats comprise 392 to 466kW (525 to 625hp)/2508 to 2779Nm (1850 to 2050lb/ft), and the Efficiency’s 343 to 410kW (460 to 550hp)/2237 to 2779Nm (1650 to 2050lb/ft). The cool thing you’ll note is Efficiency’s peak torque is in the big boys’ club, so that’s going to make it a neat engine with potentially interesting results in the right hands. Cummins say the rating will be used in combination with the Eaton UltraShift PLUS. Exhaust aftertreatment for the X15 Euro 6 is the snazzy Single Module, combining the DPF and SCR system in a single smaller, lighter cylinder.

Cummins’ offering in the middisplacement oil burners is the X12, with peak output of 373kW (500hp) and 2305Nm (1700lb/ft), and the best power-to-weight of the 10-to-16-litre set by all accounts. The X12’s cogswapping running mate is the new Endurant.

The ISLe5 is ‘exiting stage left’, and taking a bow is the L9 in ratings up to 298kW (400hp)/ 1801Nm (1328lb/ ft). Not being EGR has big cooling implications and means it’s a honey for trucks that are “Dimensionally constrained and tare weight critical”, as Mike Fowler, Cummins South Pacific director of engine business, put it.

Detroit The DD16 has at last officially made it to the main stage. Last Brissy show we knew it was out in the red nowhere being hammered to within an inch of its life, and this year, there it was one stand forward of its DD15 running mate, waiting for its big date with destiny in the Freightliner Cascadia 126. A 15.6litre with outputs from 373kW (500hp) to 448kW (600hp)/2508 Nm (1850lb/ ft) to 2779Nm (2050lb/ft), the big horse

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Kiwis Our two icons MTE and TRT were present as always. Both have worked hard to earn their rightful place in the Australian scene, not something easily done by any stretch.

MTE is a household name in the world of heavy haul transporters in Australia and they were proudly displaying their wares in Brisbane.

Likewise, TRT, famous for giving all manner of industry a real lift with their mobile cranes, had the new TIDD PC28 with a 28 tonne pick and carry capability on the back of one of their heavy haul trailers, that was in turn showcasing the steering technology they’ve been building into their highend offerings.

Safety, efficiency, and style were the theme of most enquiries on JOST’s stand.

from the north boasts second-generation Amplified Common Rail Fuel System (ACRS), and turbo compounding.

The engine is clean too, Euro 6 clean, although its official badge of honour is the US GHG17.

Eaton Pride of place on the Eaton stand was the new Endurant 12-speed automated transmission, the first automated transmission from the Eaton Cummins JV. Our first encounter with it was with PACCAR badging and tuning in the Kenworth T410.

It’s a hugely influential transmission,

being a greenfield automated shifter, and its architecture will likely spread throughout the Eaton product line, growing from its current 50 tonne GCM ceiling and eventually catering to all requirements. Innovations include transmission fluid pressure sensor, clutch life replacement warning, low speed manoeuvrability, all-aluminium casing, and integrated communications between the engine and transmission.

JOST The Jost stand was a hive of activity throughout the show and evidence that the increasing importance on safety and

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Read about this Freightliner on page 48.

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June 2019

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Brisbane Truck Show 2019

employee welfare is spreading outside the core vehicle. Jost New Zealand general manager Kate Bucknell said the uptake of equipment like pneumatic couplers is on the rise as they contribute to safer solutions. Keen interest was also being shown in Jost’s forged alloy wheels, available in both a machined and polished finish.

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Now you see it… now you can’t stop looking Remind you of anything?

• • • • • •

19.5m long Australian B-double route access 127m³ 11.5 tonne tare 32.2 tonne payload Moving floor

Looking back.

Looking forward.

‘Ouch!’

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of 4 years or 400,000 km from purchase.

of 4 years or 400,000 km from purchase.

Service Service Contract Contract Service Contract Powertrain Powertrain Service Contract Powertrain Vehicle Vehicle Powertrain Vehicle Maintenance Maintenance Vehicle Maintenance Inspection Inspection Maintenance Inspection Parts Parts Inspection Parts Preventative Preventative Maintenance Maintenance Parts Preventative Maintenance Wear Wear & Tear & Tear Preventative Maintenance Wear & Tear Brakes Brakes Wear & Tear Brakes Clutches Clutches Brakes Clutches Rubber Rubber Components Components Clutches Rubber Components Additional Additional Services Services Rubber Components Additional Services Roadworthy Roadworthy Inspections Inspections Additional Services Roadworthy Inspections Replacement Replacement Vehicle Vehicle Roadworthy Inspections Replacement Vehicle 2424 hr hr support support Replacement Vehicle 24 hr support 24 Towing hrTowing support Towing Towing

of 4 years or 400,000 km from purchase.

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Just Truckin’

Around

www.trt.co.nz

Michael Smith Michael Smith was delivering to a retailer when Faye Lougher caught up with him at the back of Levin Mall.

Driving a 2015 Isuzu CJY400 with a Tiptronic 16-speed auto, Michael is an owner-driver contracted to TIL Freight.

Based in Palmerston North, he delivers general freight to Levin and Foxton, which is where he was headed next.

Michael has been driving for about eight years and has been with TIL for about 18 months. Prior to that he drove for Mainfreight, and before that he was a storeman.

“I had my dangerous goods and class 2 licence because I sold batteries for a living, and I moonlighted driving trucks.

I got the opportunity eight years ago to become an owner-driver and here I am.”

Michael said he really enjoys meeting people through his job and building relationships with his customers.

As for the biggest problem in the industry, Michael said that would be the traffic.

“And erratic drivers!”

Michael got the ‘do aliens walk freely among us?’ question and said he doubted it.

When asked about the MJSEXP registration plate, Michael said his

middle name is John and he trades under the company name MJS Express Limited.

“I’ve had all sorts of comments about having SEX in my number plate,” he laughs.

C

M

Y

CM

MY

CY

CMY

Matthew Kinane

K

Faye Lougher didn’t even have to leave home to do a Just Truckin’ Around on Matthew Kinane, as he was delivering some new office furniture she’d bought.

Matthew was driving a 2018 Isuzu F-Series with an auto gearbox and had called ahead to ensure there was access for a truck at Faye’s rural address. Like all good truckies, he backed up the steep drive just in case!

Driving for Fliway Transport, Matthew spends his days delivering general freight between Palmerston North and Manakau, and was off to Levin for more deliveries.

Matthew began his career in the transport industry as a truck painter, but says he had always harboured a desire to drive trucks for a living. He’s been driving trucks for about 10 years now, and has been with Fliway for three.

“I enjoy meeting people on the road and the customers I deal with – and the driving of course.”

The main problem Matthew saw in the industry was the fact operators don’t always get paid what they are worth.

Vexing question 50 was what super power he would

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choose. Matthew went for flying.

“It would be cool to fly around the world up in the sky and not have to pay for petrol!”

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1

19/02/2019

1:59:33 p.m.

Be one with your tyres, and the road will be one with you.

BE ONE WITH HANKOOK

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TOP TRUCK

Great mates

a friendship 19 years in the making Story and photos by Carl Kirkbeck

Friendships are akin to the seasons that come and go on an annual basis, however every now and again you stumble across one that sticks like calf goo to the floor of a stock crate.

L

ongstanding company Stephenson Transport of Waipawa hold family values close to the core of their business. Alongside this, friendship is respected and valued as well, so it’s no surprise when two drivers on twin Freightliner Argosys within the fleet are good mates from way back.

Chris Herries driving number 47 in the fleet and Luke Sorensen on number 43 are both career truck drivers with many miles under the belt. Talking to them both, Luke laughingly tells us that they have been friends for the best part

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of 19 years. Chris then pipes up and says, “nah mate, it’s only 12 years but it feels more like 19!” Laughter erupts, a clear indication of the level of banter that exists between the two.

Chris’s start in the transport industry goes back to being influenced by family, with his father, a cousin, and grandfather all being truck drivers. Chris grabbed the opportunity to ride along with them any chance he got, all the while looking over their shoulders. Chris started washing out stock crates for McDonald Transport of Taradale when he was just 10 years old, eventually doing the same for Stephenson Transport at their Hastings depot. It was at this time Chris’s older cousin, Steve Herries, was driving with Stephenson. Chris spent many hours as a passenger learning the ropes from Steve.

Frequently he would have to pedal his pushbike out to meet up with Steve to catch a ride – with the pushbike strapped to the front of the trailer and a hiss of the brakes it was here where Chris experienced life behind the wheel. The move to Stephenson enabled opportunities to learn to drive and sit his licences. Eventually itchy feet for Chris brought about a jump across the Tasman to experience trucking on the West Island.

WWW.GOCLEAR.CO.NZ Chrome and more chrome… not an ounce of gold in sight, phew!

‘Head to head you would be hardpressed to beat the handling and traction the Argosy offers,’ said operations director Todd Stephenson.

Chris Herries, driver of fleet

Luke Sorensen, driver of

number 47.

fleet number 43.

A lot of fond memories for sure, but having a young family instigated the shift back home around a year ago. A phone call to Stephenson upon Chris’s return to the Hawke’s Bay put him straight back in the driver’s seat. Chris tells us how the family atmosphere within the company is very much based on an oldschool set of values that are very hard to find these days.

“No matter what you need to talk about, the boss’s door is always open and they all know you by name around here,” said Chris.

Luke’s start in the transport industry is very similar. Time spent with his older stepbrothers, both drivers, helped to pass on the passion for shiny rigs and changing gears. Washing out stock crates in his spare time for Bushetts Transport was Luke’s springboard into the industry as well. Gaining his licences with Emmerson Transport he has done his time on general freight as well as logs. Those early days working in and around stock trucks has brought about a return to this sector of the industry and an opportunity with Stephenson to join the team. Talking with Luke he is also quick to praise the family culture at Stephenson Transport and how he feels privileged to be there, doing the work he does. “They sure are a great bunch to work with,” said Luke.

Within the Stephenson Transport fleet there is a total of 11 Freightliner Argosys, fleet numbers 39 through to 49. It is while chatting to Todd Stephenson, operations director for Stephenson Transport, that you hear first-hand how well suited to the task the Argosys are, as well as how well they are performing. All are running DD15 power plants at (560hp) with Roadranger RTLO20918B transmissions, and Meritor RT46-160 diffs on AirLiner suspension; a reasonably common specification, however the way in which it is packaged within chassis rails by Freightliner in the Argosy it just cannot be beaten admits Todd.

“It is by far the most stable and well balanced combination I have ever driven for our application; the handling and traction is second to none,” he said.

These feelings are shared by both Chris and Luke, with the two of them saying they enjoy operating the combinations and the level of ride and handling that they offer.

The poster we have here is the result of two shiny rigs in front of a picturesque backdrop on a golden Hawke’s Bay Saturday afternoon. There could only be one rig in the forefront of the photo with the other unfortunately having to play second fiddle and be placed in behind the first. With this in mind Chris wanted to apologise to Luke, and also to remind Luke that there can only be one number one cream carter in the fleet and that it was not him. More laughter erupted. 

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A ‘Steeley’ resolve for service Story and photos by Dave McCoid

Peter Steele’s coalface knowledge and desire to give his customers unmatched levels of service led him to Walinga feed bins and Total Transport Engineers in Mount Maunganui.

The result has everyone smiling, not just the diners!

“T

he great thing about working for Pete is he’s a salesman who’s not afraid to deliver on the promises he makes! Literally!” laughs Barry Liddall. Barry laughs a lot incidentally; he’s a happy fellow. “I mean he’ll get in the truck after me and just keep going until it’s done.” In fact, Barry benefits from his boss’s service first, roll your sleeves up approach in more ways than having him as wingman on the truck. The truck oozes Peter Steele’s years in the business – in its features, add-ons, adaptions, and ergonomics.

“There’s no way I would ask my driver to do something I’d hate to do. Take the air-operated Ringfeder,” Peter points under the truck’s tail bar. “I’d hate to get under there half a dozen times a day and try and uncouple, banging your head.

Just put a pneumatic coupler in the control box and it’s easy.”

But let’s take a step back for a moment from the stock feed rig we’re poring over, back about four years in fact. Forty-fiveyear-old Peter is not a truck man, he’s an agricultural feed man through and through, starting his career in the Fonterra-owned RD1 chain. Looking for something outside the corporate world he went to BLM Feeds in Taranaki just under nine years ago, a move he recalls as a life-changing experience.

“BLM was a great time. It was an energetic, exciting business that empowered its employees and rewarded innovation and initiative. We grew the business fourfold in only a matter of a few years; it was a hell of a journey.”

An imminent price war in the molasses industry saw BLM sell out to Gardner Smith, who shortly after was absorbed by Grain Corp.

“We went from a team of 30-odd, to 300, and then about 3000, and it just wasn’t the same,” said Peter. “We had our own trucks at BLM, drivers we paid a premium who understood the

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The Steele Transport Volvo feeds unit looks super-slick on road, but looks are only just the start.

importance of their role with the customer. Grain Corp didn’t see themselves as a transporter of stock feed so that was all subcontracted out and we lost that critical advantage.”

In 2015 Peter left and began selling feed for OSP Feeds Ltd in their Taranaki operation, and within a short time saw the opportunity to rekindle the differentiator of absolute service.

“It’s all we have to offer really. There’s not a great deal between products and price, but service is something we can use to differentiate us from the rest,” he said.

In 2015 he started Steele Transport Ltd with an ex Fonterra Volvo FM and new Walinga feed body, sourced through their New Zealand agent Scarlett Hydraulic Technology in Christchurch, who in turn contracted the fit-out to Craig Gordon and the team at Total Transport Engineers in Mount Maunganui.

The truck-only set-up worked a treat, servicing local farms and completing up to seven loads a day from the OSP store in Bell Block. But expansion saw the need for trips farther afield, and in 2018 Peter ordered the new trailer and bin, a unit that

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went on the road last September, and one that’s performing magnificently. Normally, the story might say ‘beyond expectation’ but that would be wrong. Harking back to the start, Peter’s never been afraid to get in the trucks and ensure the customers’ needs are met. That means he’s learned from both the sales perspective and the driver’s seat what makes a great feed truck, and so that’s what he designed.

“You always have to draw the line at some point because everything costs, and even though there are still some little things I’d tweak, it’s pretty bloody good,” said Peter.

Why Walinga?

“Walinga are certainly a cut above anything else,” said Peter resolutely. “Believe me, I’ve done hours of homework and had a lot to do with the market. It’s a family owned Canadian company and one that prides itself on quality and continual improvement. So many things. Independent control of the bin and boom augers so the driver doesn’t have to faff around managing loads on the boom auger by adjusting the discharge

from the bins. The way they’re built, being a three-quarter open top, means it’s so easy and fast to load. It’s got meaty baffles, and bracing back to the end walls. It’s a 20-year body.

And the continuous improvement – the boom augers in the truck are chain driven, but when the trailer arrived its augers were gear driven. Likewise, Phil Kirton at Scarlett and Craig Gordon at TTE were both fantastic.

“We’ve done some things too, some of it shared information through the industry, like fillets in the boom access door plates so the inside working surface of the door is matched to the boom, meaning the meal passes by without dropping into the door recess, gathering in the rubber seals and buggering them.”

The Steele truck is a hive of applied experience, and one thing Peter is adamant about is his customers will get the product they’ve ordered, no less, and just as importantly, no more.

“It’s a real issue in the industry. We’ve installed vibrators on the bins to make sure nothing is held up and our unit has access topside with safety handrails and a wide walkway. It just has to be.

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A few finer features Peter Steele winds the cover from the back of the truck via the ingenious TTE-designed system

Above: Trailer rail in the up position, the caution sign on the end is clearly visible, as are the guards on the front of the bodies to stop the wind getting under the covers. Right: End of the handrail tucks over the front when in the down position.

Nothing stays stuck in when the vibrators are on.

From top: High mount couplers with a pressure release valve, and pneumatic couplers that Barry operates from the control box.

Lance and broom caddies.

Beefy brace and baffles.

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The OSP unit in its daily rounds.

The remote makes seeing and operating the auger easy.

“Barry, and me for that matter, have to be able to ensure every last gram is out, and the bin is clear prior to loading. A lot of our work is to dairy goat farms and they’re GE-free and also not allowed palm kernel, so having 200kg of PKE hung up in there you can’t see or get to is not an option. Contamination and short delivery in the feed industry is becoming a real issue, as are trucks driving along with billowing covers due to a buildup of feed in the tracks not letting the cover sit in the right place. It’s not the drivers’ fault entirely, they can’t get to it.”

Both bins have pronounced wind lips protecting the cover at the front, and the unit gets a full compressed air dust-out prior to loading. Peter wanted the rollover cover on the truck to work from the back, so the TTE team built an ingenious swivel on the rear that allowed the cover to be rolled over from the ground without the boom auger interfering.

“There’s a lot, the pneumatic coupling pin, the drip-free hydraulics, the pressure release on the hydraulic line so coupling’s never an issue if there’s a tiny bit of pressure in the line, the broom and air-lance cubbies that are safely away from the bin but right there when needed. It’s all small stuff that counts for a lot.

“Some have said I was mad powering the whole thing off the truck only, but we only have the Volvo so it’s not like there’s anything else that can tow the trailer.”

Access and assembly

Phil Kirton was the go-to man at Scarlett Hydraulic Technology Ltd. “We’ve been the agents for Walinga here since 2007, a product line that rose with the dairy boom and the realisation that targeted supplementing, even down to the level of the individual animal, could have an impact on the annual dairy cheque in the order of 22%,” he said. “Walinga make around 300 blower systems and feed units for trucks a year, and have a strong emphasis on quality and reliability, seen in things like hydraulics and bearings.

“Scarlett Hydraulic Technology has worked to improve installations, forming relationships with the likes of Lusk Engineering in Ashburton and Modern Transport Trailers in Invercargill to standardise and establish reliable and economical

PTO and electrical architecture needed to ensure the quality of installation equals that of the blower system itself.

“We oversee the process from trade to farm. We’ve just developed a solid-state four-layer controller with fault override, so even if there’s a fault in the system it can be overridden and the silo filled, then a repair undertaken. This has added longterm reliability to the electronics.”

Looking for someone in the North Island who fitted Scarlett’s requirements, Phil went to Craig Gordon at Total Transport Engineers in Mount Maunganui, initially for the Volvo fit-out and then for the trailer build.

“Craig’s great,” said Phil. “He’s an engineer of exceptional quality and gets right into a project, wanting to help solve problems, innovate, and deliver what the customer wants.

Combine this with Pete’s creative drive to get the right bin and we have a truly excellent product.”

The bins arrive from Canada in CKD form, requiring assembly, installation and set-up. In the case of the Steele truck there was the added input from the customer, who wanted the unit built in a way he knew would better serve driver and farmer alike.

“Both units, the truck initially and then the trailer, were fantastically rewarding projects. Everyone had their expertise and yet everyone listened to each other, and we’ve ended up with a great result,” said Craig. “The Walinga componentry is well constructed; with each build we had the bins assembled in five days, ready for paint.

“The trailer’s a monocoque design and we’ve made it all entirely modular, meaning our dollies simply bolt underneath, so adding the fifth axle in the future is easy.”

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TTE added their touches to the build also, things like turning the trailer ladder across rather than straight up the back, giving more cascade for Barry and Peter while climbing, as well as sprung light bars on the rear trailer dolly for better visibility and safety at night.

“Peter didn’t want the retractable hand rail protruding over the front of the trailer in the lowered position, so we were able to form a rollover end extension that was flush with the front of the body in the lowered position. In the raised position it forms a physical end barrier and also has an integrated ‘caution’ sign,” said Craig.

Out on the road

Barry Liddall (left) is a happy man with the set-

Of course the man who enjoys the benefit of all this endeavour is the jovial Barry Liddall, and even if he wasn’t one of life’s happy chaps before Steele Transport, it’d be hard for him not to be now. Like his boss Peter, Barry’s a Taranaki lad born and bred, and he’s had a life on trucks, working the length and breadth of our fair land, much of it on bulk work, much of it with Freight and Bulk Transport in New Plymouth.

“I’d been doing a bit of relieving and started working for Pete this year. I’d had nothing to do with feed trucks before, it intrigued me and the learning curve was certainly steep, but it’s really good. I love the job, and meeting the people. I’m always home at night and it’s so good having a boss who helps deliver the promises they make,” laughs Barry. “And this set-up is just primo.

So easy. I’ve watched others working now, and Pete certainly knows how to set one of these up. The trailer would track the best of any I’ve ever towed; you don’t even know it’s there.”

up, as is boss and workmate Peter Steele.

The unit runs on eight axles and standard weights, able to carry a 25 tonne payload. Peter said the ex Fonterra FM has been a great machine to date, and they’re certainly well maintained trucks. Barry agreed, saying it goes “bloody well, and doesn’t have a single rattle”. We can attest he was dead right.

“You have to have the right gear and the right drivers,” said Peter. ‘The drivers are your business’s front line and form important relationships with the customers. My previous man had to leave due to family health issues, but Barry’s going great and he’s a really good man on the actual driving and manoeuvring. As for the gear, Walinga are the benchmark in my opinion, and there are only a few things I’ll tweak on the next one,” he laughs. 

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Wheels at

WANAKA Story and photos by Craig McCauley

15,000 people flocked to Wanakaâ&#x20AC;&#x2122;s Threes Parks site at Easter for the inaugural Wheels at Wanaka vintage show.

It seems organisers hit the jackpot in terms of content, action, and organisation.

Gerard Daldry from Protranz Earthmoving won a Judges Special Award with this impressive Mack Titan illustrated with wonderful airbrushed tributes to Kiwi icons Murray Ball and John Clark.

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Above: The 16V71N Detroit Diesel powered PayHauler 350B dump truck brought back memories for many who worked on the South Island earthmoving projects of the 1970s and 80s.

T

he event was conceived initially as a 60th anniversary celebration for the West Otago Vintage Club and escalated following discussions with fellow vintage vehicle enthusiasts and Upper Clutha contracting identities Kevin Capel, Allan Dippie and Robert Duncan.

Wheels at Wanaka was formed as a charitable trust with surplus funds being directed to community organisations.

This year’s benefactors were West Otago Vintage Club and Coastguard Wanaka Lakes.

Four normally separate events were set out across the picturesque 50-acre Three Parks site: an expansive car, motorcycle and truck show, the tractor and farm machinery exhibition, along with a vintage fair housing trade, market and food stalls, and the Earthmoving Extravaganza.

A well-formed parade ring was located in the middle of the grounds and ran almost non-stop for both days, with each category having time in front of the audience. As the vehicles were parading an informative commentary was provided by a guest commentator with knowledge of the specific field.

More than 100 trucks, both classic and modern, representing operators from both islands, were displayed, including the first New Zealand-assembled Mack, now owned by Motor Truck Distributors. The Mack FR was displayed alongside original owner Graeme Manson’s restored Mack ED. One of the headline acts was the Gough’s CAT-sponsored Earthmoving Extravaganza planned to run both days, but unfortunately being cancelled on Saturday due to heavy rain the night before.

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A scene reminiscent of much of New Zealand during the 1950s and 60s â&#x20AC;&#x201C; classic Caterpillar D8s towing scoops.

Come Sunday morning the grass embankment above the specially constructed arena was well patronised by members of the public, who were treated to an absolute spectacle of working machinery covering the period between the early 1940s and the late 1970s.

A massive effort by many people saw machinery transported to Wanaka from around New Zealand, including three pieces from the collection of Cambridge-based C & R Developments Ltd, and more than 20 machines from Earthmoving Extravaganza co-organiser Paul Clarkeâ&#x20AC;&#x2122;s collection that included a recently acquired 74 tonne Caterpillar 660B motor scraper.

Wheels at Wanaka is set to become a biennial fixture, with plans already afoot for Easter 2021.

More images overleaf

Central Machine Hire (left), and Road Metals (right) both displayed trucks spanning

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more than five decades.

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Paul Clarke’s restored ex MOW International F230D and International R190.

Many trucks lined up in the centre of the parade ring for an impromptu display following their final lap on Sunday afternoon.

PRIZES Wheels at Wanaka TRUCKS Light Commercial

Mack ED

Graham Manson

Pre-War

Chevrolet

Johnson Family

Classic

Thames Trader

Ryan Pullar, K Worth Holdings

Modern

Mack Super Liner

John MacDonald, Road Metals

Judges Special Award

Mack FR

Murray Sowerby, MTD

Judges Special Award

Kenworth LW924R

Maarten Durent, Southpac Trucks

Judges Special Award

Mack Titan

Gerard Daldry, Protranz Earthmoving

EARTHMOVING MACHINERY Best Classic Bulldozer

Vickers Vikon bulldozer

Vic Draper

Classic Earthmoving Equipment LeTourneau LW16 wheel dozer

Rick Goodman

Horsepower Award

Caterpillar 660 B motor scraper

Paul Clarke

Performance Award

Euclid TC12 ’The Buzzin Dozen’

Ross Brothers C & R Developments

Judges Special Award

Euclid 16TDT motor scraper ‘Brutus’ Paul Clarke

Judges Special Award:

Furthest travelled with the best kit Ross Brothers C & R Developments

New Zealand Trucking

June 2019

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Names from days long since past on Canterbury’s roads – Burnett’s Motors Ltd and Mt Cook Line.

Tandem pushing – ‘The Buzzin Dozen’ C & R Development’s recently acquired 1956 Euclid TC12, the only operating example in New Zealand, moving an impressive bladeful with the help of a 1972 Caterpillar D7F.

Paul Clarke’s Caterpillar 660B scraper was a crowd favourite – seen here being push-loaded by a 310kw (410hp) Caterpillar D9H bulldozer.

Above: Graeme Paul Motors Ltd is a well-known Otago institution when it comes to the Ford product; this 1972 D1013 has a genuine 30000 miles on the clock.

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AUSSIE ANGLES

The chip liner – repowered!

Words and photos by Howard Shanks

When this 1995 Western Star 4964F Heritage model rolled off the production line in Kelowna B.C., Caterpillar’s C15 engine was still on the drawing board.

Time may have kept them apart initially; not any more.

T

wo decades after its release the Cat’s C15 still has an enviable following that’s largely due the engine’s proven reliability and performance. So much so that the C15 is a popular choice when it comes to repowering older trucks.

Among the fleet of modern trucks operated by CR & S Jones of Scottsdale in Tasmania is a Western Star 4964F Heritage that’s been repowered with a C15. The company transports timber products around the island and local ports for export to the mainland. The 4964F was purchased secondhand more than a decade and half ago, and has clocked up well over three million kilometres. In that time it has had a few modifications and updates and today its primary role in the fleet is the spare truck, although it’s kept in top condition, ready to go to work whenever needed.

Back in 1995 when it arrived in Australia, it was powered by a Caterpillar 3406E rated at 339kW (455hp) at 2100rpm and developed 2237Nm (1650lb/ft) at 1200rpm. The transmission was an RTLO16718B 18-speed that delivered the power to a pair of Rockwell RT46-160 with a final drive ratio of 4.10:1, which rode on Hendrickson HAS400 air suspension.

Today in 2019 the wick has been turned up a little since the C15 was slotted in under the hood where the old 3406E once resided. Power output has increased 75kW (100hp) to

410 kW (550hp) and torque increased by 271Nm (200lb/ ft) to 2508Nm (18509lb/ft) at 1200rpm. Needless to say, the transmission needed upgrading to handle the additional torque, and an RTLO20918B was bolted up to the C15. The Rockwell rear axles were retained, along with the 4.10:1 ratio that has the Heritage running at 100kph in the engine’s sweet spot of 1650rpm.

Hendrickson HAS style suspensions are fine for light duty applications, but they are prone to axle tramp. Axle tramp is defined as an undesirable oscillation of the axle around the roll axis and reduces driveline universal life. This suspension is also susceptible to axle hang-up and loss of traction even when driving through driveways.

Consequently, the Hendrickson was removed and was upgraded to an Airliner suspension to ensure the power was firmly planted on the ground.

Commercial production of the Caterpillar C15 on-road engine commenced in 1999 and ceased in 2007. Rumour has it that the earlier engines with a 6NZ prefix in the serial number were the pick of the bunch. The C15 had a single turbocharger with simple electronics and weighed less than its predecessor the 3406E. However, from a parts perspective there is good news; many components are interchangeable between the 3406E, C15, and ACERT engines. Nevertheless, there are subtle distinctions between each engine variant and it’s well worth exploring the differences.

Part of the design criteria for the C15 was to improve on the 3406E design and reduce oil leakage issues that plagued the older model. They achieved this with the introduction of relief slots in the bottom of the cylinder head that kept the head gaskets from getting crushed. However, many technicians have noted that it pays to use quality replacement head gaskets on the C15 to ensure no oil leaks.

But it wasn’t all plain sailing for the C15. The transition to the next emissions standards meant Caterpillar built what became known as ‘Bridge’ engines in the production year of

Above: The CAT C15 built on its predecessor’s reputation for torque and longevity when it arrived on the scene in 1999.

Left: A blast from the past still delivering a solid effort every month.

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2002 to 2003, before the introduction of the C15 ACERT. These Bridge engines lacked the renowned performance of the original C15, experienced high exhaust temperatures, and suffered from terrible fuel economy. The good news story here is that ECM updates quickly rectified many of the issues.

But don’t let the nomenclature of the C15 ACERT fool you.

For a long time, people thought the ACERT suffix to the C15 indicated the addition of the second turbocharger, but that is far from true. From a hardware point of view the ACERT engine has a one-piece steel piston as opposed to the C15’s two-piece aluminium skirt piston design. The stroke of the ACERT is the same as the C16 and there is an entirely new emission technology that ACERT draws its name from.

Nevertheless, the good news is that when an engine has been on the market as long as the C15, there is a wide selection of quality aftermarket parts readily available that help improve the durability, performance and economy of the C15, e.g. pistons with graphite coating, rods and main bearings constructed from tri-metal blend, and induction hardened cylinder liners How does the C15 work out on the road? There was only one way to find out and that was to climb into the cabin for a week and do the job it was built to do. Day one was an early start, the big yellow engine under the hood cranked into life right on 3am. In the cool morning stillness, the turbo gulped in loads of chilled air; the result was astonishing torque as the Heritage climbed up and over the mountain range on the way

The Western Star is regularly called on to help with wood residue haulage that sees it at around 45.5 tonne…no sweat!

Doesn’t get any more US 90s than this.

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SPECIFICATIONS

south. Coupled behind, the curtainsider was stacked to the roof with new pallets; not the heaviest load, but a good load nonetheless.

Day two’s assignment was a load of timber to the west coast of the island on a drop deck. Again, the C15 powered Heritage made light work of the load behind.

For the rest of the week, the Heritage was connected to the walking floor chip liner, which had the gross weight up to 45.5 tonne, something for the C15 to really get its teeth into. The Airliner suspension upgrade gives the Heritage sure footing and that’s something you need on the twisting undulating rural countryside of northern Tasmania. Performance-wise the C15 certainly has all 550 horses, and they’re big-hearted Clydesdales too.

The engine upgrade has given this old highway hauler a new lease of life. While the engine’s performance and durability make it a sound investment, economy-wise the C15 can be a little thirsty if driven too hard, although if you let the big Cat do its thing you can achieve fuel economy that matches today’s modern engines. Our economy for the first two days with the lighter loads and longer highway runs averaged 2.25km/l and on the heavy loads in the hilly country 1.8 to 1.9km/l, which included 30 minutes PTO time (per shift) operating the walking floor to unload.

When it comes to repowering an older truck with a C15, it’s an easier task if the original engine was a CAT, because the engine mounts and wiring mean you can virtually drop the C15 straight in. On the other hand, if you’re switching out a different engine, then be prepared to do a little more work to

1995 Western Star 4964F Kilometres to date – 3 million Engine Horsepower Torque Air cleaner Transmission Clutch Front axle Front suspension Steering Rear axle Ratio Brakes Rear suspension Front wheels Rear wheels Extras

Current Original Caterpillar C15 Caterpillar 3406E 410 kW (550hp) at 2100rpm 339kW (455hp) at 2100rpm 2508Nm (1850lb/ft) at 1200rpm 2237Nm (1650lb/ft) at 1200rpm Dual 14” Donaldson Dual 14” Donaldson Eaton RTLO20918B 18-speed Eaton RTLO16718B 18-speed Spicer 15½” Super Damp Spicer 15½” Super Damp Rockwell FG941 Rockwell FG941 Multi-leaf Multi-leaf Ross TAS-85 Ross TAS-85 Rockwell RT46-160 Rockwell RT40-145 4.10:1 4.10:1 S-cam S-cam Airliner 46K Hendrickson HAS400 10-stud (385/65R) 10-stud (11R22.5) 10-stud 6-spoke spider Polished stainless tank wrap, polished alloy bull bar, chrome bug deflector, Powerdown shockers, alloy chassis deck plate Hydraulics

slot the C15 in.

It’s well worth talking to your accountant to discuss the best options to suit your particular business operation before rushing into the repower option, and do your homework on the warranty of the installation.  New Zealand Trucking would like to thank CR and S Jones for their assistance compiling this article.

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The missing link Story by Will Shiers Photos by Gavin Blue, Tom Cunningham, and Stuart Wood

Could the UK learn anything from New Zealand’s HPMVs? After driving one for a day, Will Shiers thinks it could.

I

So, if Daimler can’t get platooning to work on North America’s big open roads, with its high speed limits, why do we think it stands a cat in hell’s chance of working on our congested little island?

In my humble opinion, the best way to improve productivity, and slash CO2 in the process, is to link trucks mechanically.

And, having recently spent a day driving one of New Zealand’s HPMVs, I’m even more convinced that this is the route the UK should be taking.

n my humble opinion, the UK is about to piss £8.1m ($15.5m) into the wind, by embarking on a truck platooning trial.

In an attempt to prove that the technology can save fuel Day trip to New Zealand and increase productivity, a trio of DAFs will travel 50,000km My first (but definitely not last) trip to New Zealand saw me on UK motorways, linked in a wirelessly connected convoy. driving one of Temuka Transport’s truck and trailers from They will be piloted by specially trained DHL drivers, as Queenstown to Christchurch. In the passenger seat was regular part of the parcels firm’s day-to-day driver and all-round good bloke delivery operations. When safe to do Damien Hall. so, the lead driver will take control The truck was a 50th anniversary UK LST trial findings of all three vehicles, while the other Volvo FH16 750 8x4, coupled to a In 2017, five years into the UK’s longer two drivers will remain on standby 5-axle dog trailer. I was interested to semi-trailer (LST) trial, the Department in case they need to regain control at discover that the prime mover wasn’t for Transport revealed the following short notice. Richard Cuerden, head too dissimilar to a tipper-spec 8x4 in findings: of Transport Research Laboratory the UK, only running on air and low Of the 2800 LST allocations available, (TRL) Academy, who is overseeing profile tyres.

2600 had been granted, and 1939 were the trial, believes platoons could Damien talked me through the on the road. become a commercial reality on UK truck, explaining that we were 23 So far 3.6 million journeys had been roads within the next five years, and metres long, and had a GCM of completed, equating to 443 million km is advising British hauliers to embrace 57 tonnes. To put these figures into travelled. the concept. perspective (and to explain why I To date 28,000 tonnes of CO2 and 141 That’s all well and good, but we was so excited at this point), the tonnes of NOx had been saved, with seem to be ignoring the elephant in maximum weight and length of an these figures expected to rise to 67,000 the room – namely that the benefits articulated tractor and semi-trailer tonnes and 336 tonnes respectively by of platooning have already been permitted on a standard licence in 2027. disproved. the UK is just 44 tonnes and 16.5 On a per km basis, LSTs had been Earlier this year Daimler pulled the metres, while drawbars can go up to involved in around 70% fewer personal plug on its €50m ($82.5m) platooning 18.75 metres. injury collisions and casualties than the project, announcing that the figures In Europe, we tend to tunnel under UK articulated average. just didn’t stack up. “Platoons do mountains, whereas here it seems improve aerodynamics and fuel you build roads over them! And I’m efficiency considerably in an ideal world, but not in real-world glad you do too, as the scenery in this part of the world is traffic,” said Martin Daum, CEO of Daimler Truck & Bus. He stunning. I was especially bowled over when State Highway 8 explained that under perfect conditions, coupling two or more took us over the Lindis Pass. It reminded me of the Snowdonia trucks electronically at a distance of 15m apart has the ability National Park in North Wales, only with better weather and to boost fuel economy by 4%. However, thanks to a number less traffic. of external factors, including terrain and traffic conditions, It was interesting to see that like the UK, New Zealand has perfect platooning only occurs 20% of the time. As a result, in a plague of cyclists, some of who had made it up the pass. And real-world conditions, the savings are closer to 1%, which he like in the UK, a small minority have bugger-all consideration says does not make platooning a viable business proposition. for fellow road users, and travel three abreast. We sat behind “Platooning is a lot of hassle, but we would go through that one group for five minutes, unable to find a safe place to pass. hassle if it meant a 4% fuel saving for our customers. However, Climbing the hills allowed me to put those 750 horses to it’s not worth it for just 1%,” he said. work, which was a real novelty for me. I’ve driven numerous

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FH16s in the UK, but only ever at 40 or 44 tonnes, and it was a pleasure to experience what the truck was actually designed for. At home, it’s rare for one of these to downshift on a hill, but here the I-Shift transmission was dropping several gears on the steepest inclines.

The truck wasn’t overly responsive though, with more turbo lag than I had expected. Then it occurred to me why. The Euro 5 model had a single turbo, and these days I’m used to driving the Euro 6 version with its twin turbos.

Considering your high weights and steep hills, I was surprised to discover just how few FH16s there are in New Zealand. In contrast, Volvo sell about 100 per annum in the UK, the bulk of which are rated at 750hp.

I was overwhelmed by the HPMV combination’s road manners; the trailer tracking far better than I had expected it to. Yes, of course there was some cut-in on tight bends, but it didn’t take long to get used to. The truck felt incredibly surefooted and stable, and 13hp per tonne proved to be more than enough power. Damien assured me that his previous truck, a Volvo FM 540, was also perfectly adequate for these hills.

So, that’s me, a fully fledged convert to HPMVs, but do I think the UK government will agree? Not if past experience is

anything to go by.

For decades Sweden and Finland have allowed larger combinations on their roads, and as other European countries also started trialling 60-tonne 25.25 metre outfits, the UK briefly sat up and took an interest.

In 2006 the UK’s Department for Transport (DfT) launched a study into the feasibility of what it called Longer Heavier Vehicles (LHVs). If you ask me, referring to them as that was ridiculous, and meant that the industry was fighting a losing battle from the start. Why not go with ‘High Productivity’, like New Zealand has, or maybe ‘Environmentally Friendly’, as both of these names would have sent the right message to the truck-hating public.

Anyway, blaming the need for infrastructure changes, and not wanting to piss off the rail lobby, in 2008 the plug was permanently pulled on LHVs. But one man who won’t give up on the dream is Dick Denby, chairman of Denby Transport, located in Lincoln in the east of England. Back in 2002 he built a 25.25-metre B-double, which he christened Eco-Link. In 2009 he famously attempted to drive it on public roads, having discovered a loophole in the law, but was turned around by the police as he exited his

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In 2017, in order to make the final results of the study “more robust”, the trial was extended for a further five years, and another 1000 licences were added to the mix. At this point the DfT published its interim findings (see panel).

Following my New Zealand trip, in Commercial Motor magazine I ran an editorial asking whether HPMVs could work in Blighty, coming to the conclusion that yes, they probably could. Of course, we would need to make some infrastructure changes to accommodate their additional length, and some extra driver training would be required. But if you ask me, a good place to start would be using that £8.1m put aside for the platooning trials. 

Will Shiers and Damien Hall discuss the day’s work and the pros of ‘big is good!’

yard. Ten years on and Denby is still championing the cause, shouting about the environmental and productivity benefits of his truck, and actively pushing for a trial to allow 2000 EcoLinks to operate on UK roads.

Having ruled against LHVs in 2008, the DfT announced details of a longer semi-trailer (LST) trial. It issued 1800 licences for an equal mix of 14.6-metre and 15.65-metre trailers, as opposed to the 13.6-metre industry standard.

Initially the take-up was low, especially with the shorter 14.6metre trailers. You see GVWs remained at 44 tonnes, which

Dick Denby has been a passionate advocate of bigger units in the UK, citing productivity and environmental benefits.

2019

Kenworth K200, No Limit Trucking.

TIL Freight Terminal Manukau.

Photo: Chris ‘Foose’ Wright (driver)

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Designed for variable road conditions. Special tread design and multi 3 dimensional sipes provide high mileage and enhanced traction performance.

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International 9870 Sky

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IMMORTALISED?

WWW.GOCLEAR.CO.NZ FUTURE TECH OF TRUCK

DIAGNOSTICS REVOLUTIONISING THE WAY WE DO BUSINESS

The world of commercial vehicle electronics is increasingly complex and continues to be one of the fastest growing areas of development, even without factoring in the arrival of fully electric commercial vehicles.

T

oday we have highly intelligent vehicles that are thinking and reacting to on-board and external situations for themselves. Even with all this advanced technology faults still occur, and a trained professional is needed to rectify them.

As the vehicle technology has increased, so too has the diagnostic equipment to recognise these faults and relay information to technicians. These tools are an essential part of modern workshops but they are not a magic bullet that identifies exactly what a problem is or where a broken wire may be.

This skill remains solely with the technician

and their ability to find the problem quickly and efficiently using these scan tools.

There is no substitute for quality equipment backed with quality training and technical support. At AECS we train and support our customers to do this in their workshops.

The use of a scan tool is required for virtually every workshop job and we encourage our customers to take a proactive approach to vehicle diagnostics.

It makes total sense to the vehicle owner to only have a vehicle off the road once and not several times in quick succession. Many workshops have simply not considered this way of thinking or their equipment does not

allow for this level of vehicle interaction. Many of our customers have moved away from the reactive approach to vehicle diagnostics and taken the proactive approach and the feedback we get is phenomenal.

“This has revolutionised how we do business” and “we could not live without the tool” are typical of what we hear on a regular basis. If you would like to know more about this fresh approach to diagnostics, we would love to discuss this with you.

Get in contact with Paul 06 874 9077 or paul@aecs.net

06 874 9077

@AECSLTD

info@aecs.net aecs.net

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LIGHT COMMERCIAL TEST

Nissan Navara ST-X ticks the towing boxes Story and photos by Grant Dixon – Editor NZ Fishing News

Some six years ago when NZ Fishing News editor, Grant Dixon, was in the market for a new tow vehicle, the corporate constraints of the time limited his spend, although there was a concession on safety – it had to tow three tonnes of braked trailer and boat! The selection process was an interesting one.

I

went down the utility route and was able to tow-test drive four of the more popular models, including a last generation Nissan Navara. Being an older model at the time it didn’t win first prize and wasn’t even on the podium.

It got points off for the harshness of the ride, not a great

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turning circle and most importantly, didn’t tow that well - it was a bit gutless. Fortunately, the company accountant was not making the decision, as it was the best priced at the time.

Freespool six years forward and I was presented with the opportunity to re-judge the new-look Navara and was to like what I saw. Deputy editor Miah Dixon and I took it from Auckland to Waipu and back for the weekend, towing at various times our own personal boat Tackle Tester, a FC 535 Centre Console – and the company project boat Fishing News - a Buccaneer Billfisher 735. These weighed in at just under one and three tonne respectively and represent a fair challenge to the Navara, especially the bigger Fishing News.

When I first drove the Navara sans boat, I was impressed with how nimble it was. Off the mark it is quick thanks to the twin turbo 2.3-litre DOHC intercooled diesel. It handled nicely, sat firmly through the corners with little or no body roll, and was comfortable to drive thanks to the eight-way electrically adjusting driver’s seat. The vehicle had come a long way from the ‘agricultural’ performance of my earlier test drive.

Around town and general highway driving gets the big tick.

Even under heavy braking the Navara pulled up straight and quickly. The suspension is firm and the Navara holds well into

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Launching and retrieving off Waipu Cove beach was well within the capabilities of the Navara ST-X 4x4.

the corners both with and without the boat on behind.

So, to the towing. First up was Tackle Tester which we launched into the surf at Waipu Cove, a task we normally perform with a tractor. I put the Navara in four-wheel drive for the exercise, but need not have worried. Pulling the boat through both the lower hard-packed sand, as well as the softer stuff above the high-water mark was not a challenge.

When retrieving a boat off the beach you need to be careful not to stay in one place for too long, giving the water time to dig the sand out from under the wheels, creating a hole and a potential issue. No such trouble this day despite at times a halfmetre swell. Launching and retrieving the 5.35-metre boat was easy - another box ticked.

Now for the big boat. The Enduro tandem trailer under Fishing News is braked on both axles with an electric override system as required by law for a laden trailer weighing more than 2500kg.

I had my doubts about the ability of a 2.3-litre motor being able to do the job. However, the Navara’s Twin Turbo engine and 7-speed auto – with manual option – towed the boat up the hills well.

The manual option was handy to maintain control especially

on the downhill bits. Anyone who knows the road between Waipu Cove and Mangawhai will appreciate it has some tight twists and turns both ways, and with plenty of traffic you need to be careful to stay well within your lane, especially around the two 25kmh signposted corners. Both these corners have become corrugated over the hot summer and the Navara maintained good traction, although only in two-wheel-drive, while dragging the boat up the steep incline and turning quite sharply.

I would be quite comfortable towing the Buccaneer for the long haul. Another box ticked.

The Navara we were given for the weekend was the topof-the line model and had several innovative features that impressed me. Any angler who uses a double cab utility vehicle will appreciate the shortcomings they have when it comes to transporting longer one-piece rods. Nissan have fixed this with an electrically-operated sliding back window - obviously its Japanese designers were fishermen!

Carrying unusually shaped or heavy loads requires good anchor points. The Navara has four standard securing points in the tray, but particularly useful is its Utili-track system, which enables the user to slide the anchor points in rails fitted the

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June 2019

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With close to three tonne of boat behind, the Navara handled the load well. Eighteen-inch alloy The tight, steep corners of the

wheels are standard on the ST-X models, along with

OFFERS

Mangawhai-Waipu Road are a good test for any tow vehicle.

roof rails, Hill Descent Control, reversing sensors, Hill Start Assist, full-sized spare wheel, dual climate control, touch screen satellite imaging/navigation, remote keyless entry and ignition and heated door mirrors to name most of them!

length of the deck. On the way up Miah brought a kayak – notoriously slippery and difficult to secure – which was held in place using tie-downs and the Utili-track set to where the anchor points were most effective.

The other feature was the camera system. While the QASHQAI standard reversing camera was nothing new, what was impressive BLIND SPOT was with separate displays it showed a 360-degree, WARNING bird’s eye view around the vehicle – great when manoeuvring in tight spaces or when making sure there are no children or animals in your path.

The vehicle has all the mod cons you would expect from a range’s top model. There is plenty of safety built into the ST-X 4x4. Brake assist, downhill descent control – great for off-road – hill start assist, and advanced driver assist being some of the key ones.

The only feature I found a little annoying was the compass; illuminated with bright orange digital display in the left-hand corner of the rear vision mirror, it was quite distracting until I found the off-button!

X-TRAIL Apart from that small niggle, I found the Navara a solid vehicle,INTELLIGENT well-appointed and comfortable – ticking all the tow EMERGENCY BRAKING boxes. 

NAVARA INTELLIGENT AROUND VIEW MONITOR

PATHFINDER INTELLIGENT CRUISE CONTROL

Above: A 360° surround camera image is an interesting and practical safety feature.

ALL WITH NISSAN INTELLIGENT MOBILITY

Left: A unique feature of the Navara ST-X is an electric back window, perfect for travelling

nissan.co.nz

*Finance ooer available to approved applicants of Nissan Financial Services only and excludes all lease and some eet with those longer rods that don’t anywhere else. Right: a deck load securely No is deposit required. $375 establishment purchasers.

Available on newfitNissan vehicles only.Tying Maximum termdown 36 months. fee, $8.05 PPSR fee, and $10 monthly account keeping fee apply. Terms and conditions apply. Valid from 1 May 2019 to made easier with the moveable Utili-track system, a feature unique to the Navara.

30 June 2019. Units must be registered by 30 June 2019. Ooer cannot be used in conjunction with any other ooer.

Nissan reserves the right to vary, withdraw or ex tend this ooer. Accessories shown are optional ex tras. Come and see us at site No. E96A at Fieldays®, 12-15 June, Mystery Creek.

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OFFERS OFFERS OFFERS OFFERS OFFERS OFFERS QASHQAI QASHQAI QASHQAI QASHQAI QASHQAI BLIND SPOT BLIND SPOT WARNING WARNING BLIND BLIND BLIND SPOT SPOT SPOT QASHQAI

PATHFINDER PATHFINDE PATHFINDER PATHFINDER PATHFINDER INTELLIGENT INTELLIGENT CRUISE CRUISE INTELLIGENT INTELLIGENT INTELLIGENT PATHFINDER CONTROL CONTROL

WARNING WARNING WARNING BLIND SPOT WARNING

CRUISE CRUISE CRUISE CONTROL CONTROL CONTROL INTELLIGENT CRUISE CONTROL

X-TRAIL X-TRAIL X-TRAIL X-TRAIL X-TRAIL INTELLIGENT INTELLIGENT EMERGENCY EMERGENCY INTELLIGENT INTELLIGENT INTELLIGENT X-TRAIL BRAKING BRAKING

EMERGENCY EMERGENCY EMERGENCY BRAKING BRAKING BRAKING INTELLIGENT EMERGENCY BRAKING

NAVARA NAVARA NAVARA NAVARA NAVARA INTELLIGENT INTELLIGENT AROUND AROUND VIEW VIEW INTELLIGENT INTELLIGENT INTELLIGENT NAVARA MONITOR MONITOR

AROUND AROUND AROUND VIEW VIEW VIEW MONITOR MONITOR MONITOR INTELLIGENT AROUND VIEW MONITOR

ALL ALL WITH WITH NISSAN NISSAN INTELLIGENT INTELLIGENT MOBILITY MOBILITY ALL ALL ALL WITH WITH WITH NISSAN NISSAN NISSAN INTELLIGENT INTELLIGENT INTELLIGENT MOBILITY MOBILITY MOBILITY ALL WITH NISSAN INTELLIGENT MOBILITY

0619-27

nissan.co.nz nissan.co.nz nissan.co.nz nissan.co.nz nissan.co.nz nissan.co.nz

*Finance*Finance ooer available ooer available to approved to approved applicants applicants of Nissan of Financial Nissan Financial ServicesServices only andonly excludes and excludes all leaseall and lease some and eet some eet purchasers. purchasers.

Available Available onto new on Nissan new vehicles Nissan vehicles only.

Maximum only.

Maximum termServices 36 term months.

36only months.

No deposit Noexcludes deposit required. required. $375 establishment $375 establishment *Finance *Finance *Finance ooer ooer available ooer available available to approved approved to approved applicants applicants applicants of of Nissan Nissan of Nissan Financial Financial Financial Services Services only and only and excludes and excludes all all lease all lease lease and and some and some some eet eet fee,purchasers. $8.05 fee, PPSR $8.05 fee, PPSR and fee, $10 and monthly $10 monthly account account keeping keeping fee term apply. fee Terms apply. and Terms conditions and conditions apply.

Valid apply. from Valid 1 May from 2019 1 May toeet 2019 to purchasers. purchasers.

Available Available Available on on new on new Nissan new Nissan Nissan vehicles vehicles vehicles only.

Maximum only.

Maximum Maximum term 36 term 36 months.

36 months. months.

No No deposit No deposit deposit required. required. required. $375 $375 establishment $375 establishment establishment 30$8.05 June 30 2019.

June Units 2019. must Units be must registered be registered byonly.

30 June by 30 2019.

June Ooer 2019. cannot Ooer cannot be used be in used conjunction inapply. conjunction with any with other any ooer. other fee, fee, fee, $8.05 $8.05 PPSR PPSR PPSR fee, fee, and fee, and $10 and $10 monthly $10 monthly monthly account account account keeping keeping keeping fee fee apply. fee apply. apply.

Terms Terms Terms and and conditions and conditions conditions apply. apply.

Valid Valid Valid from from 1 from May 1 May 1 2019 May 2019 to 2019 toand toooer. *Finance ooer available to the approved applicants oftend Nissan Financial Services only and excludes alltras. lease and some eet Nissan reserves Nissan reserves the right to right vary, to withdraw vary, withdraw or ex or this ex tend ooer. this Accessories ooer.

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Available on new Nissan vehicles only.

Maximum term 36 months.

No deposit required. $375 establishment us at site us No. at site E96A No. at E96A Fieldays®, at Fieldays®, 12-15 June, June, Mystery Creek.

Creek.

Nissan Nissan Nissan reserves reserves reserves thethe right the right right to to vary, vary, to withdraw vary, withdraw withdraw or or exkeeping tend ex or tend exthis tend this ooer. this ooer. ooer.

Accessories Accessories Accessories shown shown shown areare optional are optional optional exValid tras. ex tras. exCome tras.

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Terms and conditions apply. from 1and May 2019 to us June us at us at site site atNo. site No. E96A No. E96A E96A atmust at Fieldays®, Fieldays®, at be Fieldays®, 12-15 12-15 12-15 June, June, June, Mystery Mystery Mystery Creek.

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30 2019.

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Ooer cannot be used in conjunction with any other ooer.

Nissan reserves the right to vary, withdraw or ex tend this ooer. Accessories shown are optional ex tras. Come and see us at site No. E96A at Fieldays®, 12-15 June, Mystery Creek.

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TECHNOLOGY & & INFRASTRUCTURE INFRASTRUCTURE TECHNOLOGY Rapid change, change, constrained constrained frameworks frameworks Rapid Rydges Hotel, Rotorua 20th - 22nd August 2019 Rydges Hotel, Rotorua 20th - 22nd August 2019 The IRTENZ 16th International Conference The IRTENZ 16th International Conference Alternative Power Train – Hydrogen, Electric, Bio fuels, LNG Alternative Power TrainAustralian – Hydrogen, Electric, Bio fuels, LNG PBS – Tyre impact, and NZ development PBS – Compliance Tyre impact, –Australian andtechnologies NZ development Testing new Compliance – Testing technologies Autonomous Vehicles – NZnew real-world applications Autonomous Vehicles – NZ real-world applications Intermodal Operations – Optimising use of transport infrastructure Intermodal Operations – Optimising use– of transport infrastructure Commercial Vehicle Technology Evolving technology Commercial Vehicle Technology – Evolving technology Featuring International and local key note speakers representing Manufacturers, Operators, Enforcement Featuring and local key presenting note speakers Operators, Enforcement AuthoritiesInternational and Industry Specialists therepresenting latest vehicleManufacturers, technology and initiatives from within Authorities and Industry SpecialistsNew presenting the latest vehicle technology and initiatives from within Zealand and around the world.

Zealand and around the Two panel sessions of key industryNew providers and operators willworld. share their views and experience on the Two panel sessions of key industry providers and operators will share viewsupand experience onthese the program subjects and will discuss how infrastructure frameworks aretheir keeping with facilitating program subjects and will discuss how infrastructure frameworks are keeping up with facilitating these initiatives initiatives

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WWW.GOCLEAR.CO.NZ TECHNOLOGY & INFRASTRUCTURE TECHNOLOGY R yd g e s H o t e l , R o t o r u& a INFRASTRUCTURE 2 0 t h - 2 2 n d Au g u s t 2 0 1 9 R yd g e s H o t e l , R o t o r u a 2 0 t h - 2 2 n d Au g u s t 2 0 1 9

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Member Member $500.00 $500.00 $450.00 $450.00 $150.00 $150.00 $ 95.00 $ 95.00

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Non member Non member $600.00 $600.00 $550.00 $550.00 $200.00 $200.00 $ 95.00 $ 95.00

*Full Conference includes Admisssion to all sessions, lunches, happy hour & Conference dinner *Full Conference includes Admisssion to all sessions, lunches, happy hour & Conference dinner

All prices include GST All prices include GST Option A: Number attending Option A: B: Number attending Option B: C: Number attending Option C: D: Number attending Option D: Number attending

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PAYMENT OPTIONS PAYMENT ☐ Ch e qu e OPTIONS en c l o s e d. (G ST No. 31.1 51. 52 8) Ch eas queeinvo en cilcoes emy d. (G No. 51. 52numb 8) er re quire d) ☐ Ple c oST mpa ny 31.1 (Order ☐ Ple as ny numb er ☐Inte rnee tinvo b a ni ckei nmy g - cBoam n kp ad de e t a(Order i ls 1 2- 3237-0 0 0re 2 0quire 4 0-0d) 0 R e f C O N F 1 9 a n d y o u r su rna m e ☐Inte rn e t b a n k i n g B a n k d de e t a i ls 1 23237-0 0 0 2 0 4 0-0 R e fi la CbOl N 1 9 eann we d y oi nvo u r su ☐If yo u wish to p ay b y c re dii t c a rd, rd , th this is o p ti o n wi l l b e0 ava e Fwh i c rna e y omue ☐If yo u wish to p ay b y c re d dii t c a rd, rd , th this is o p ti o n wi l l b e ava i la b l e wh e n we i nvo i c e y o u For accomodation bookings contact Rydges on line - https://www.rydges.com/private-page/irtenz/2 For accomodation bookings contact Rydges on line - https://www.rydges.com/private-page/irtenz/2

YOUR DETAILS (List all names of attendees) YOUR DETAILS (List all names of attendees) Name(s): ___________________________________ Name(s): ___________________________________ ___________________________________ ___________________________________ ___________________________________ ___________________________________ Company: ___________________________________ Company: ___________________________________ Email: ___________________________________ Email: ___________________________________ Signature: ___________________________________ Signature: ___________________________________

**Day(s) attending if applicable **Day(s) attending if applicable ________________ ________________ ________________ ________________ ________________ ________________ Phone: ________________ Phone: ________________ Order No: ________________ Order No: ________________

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TRUCKS OF NZ POST

Hip and groovy

By Russell Walsh IN 1911 THE POST OFFICE put its first truck on the road. Whilst mainly used for work associated with mail and telecommunications, over the years the trucks have also been used in a variety of roles, including transporting floral tributes in state funeral processions, transporting baggage for VIP tours, and in civil defence. In 1990 NZ Post entered into a joint venture with Airwork Ltd to operate dedicated aircraft to move mail within New Zealand. NZ Post started to move away from company operated vehicles when Courier Post became owner-driver-based

in 1992, with the model being put into place across most of the transport fleet in the following years. The decline in the traditional letter market and the rapid increase in the parcel market, driven by online shopping, has changed the mix of products moved, but the use of road to provide an efficient, reliable, cost-effective but flexible service still exists. ď&#x201A;¨

Taken in Auckland in 2000 this picture provides a good illustration of the type of vehicles used to move mail around New Zealand in the 21st century. The aircraft, a F27 Friendship, was converted to carry freight in containers designed and purposebuilt in New Zealand. Dedicated jets now operate this service.

IMAGES FROM THE LONG LAP 2018 Keith Newey from Ruakaka taking locals for a ride at Mahia in his 1989 Mack 688R model, 125hp 350 Mack E6. He bought it new and did a million kilometres in it.

Some 15 years later his son found it derelict in a paddock and had it rebuilt at MTD trucks as a retirement gift for him.

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5to50 We’ll make it happen for you

TR FLEET SALES G UIDE JUNE/ JULY 20 19

There’s only one choice when it comes to used truck and trailer sales.

Truth is, you can purchase heavy commercial vehicles anywhere, so why buy one from TR Fleet Sales Centre?

What makes our used vehicles better is the expertise and experience that go into managing and maintaining every truck

or trailer that we sell. Whatever vehicle you’re looking for, if it weighs anywhere from 5 to 50 tonnes, we’ll make sure that you’ll get just what you need and if we don’t have it, we’ll find it for you.

Call us for every option possible from 5 to 50 tonnes Ryan Perry

Steve Andrew

Sam Davies

027 549 9549 ryan.perry@ trgroup.co.nz

027 600 5379 steve.andrew@ trgroup.co.nz

027 280 5207 sam.davies@ trgroup.co.nz

Auckland & Northland

Grant Newlove

Mark Kenworthy

Luke Baker

027 889 3000 grant.newlove@ trgroup.co.nz

027 437 6623 mark.kenworthy@ trgroup.co.nz

027 420 5591 luke.baker@ trgroup.co.nz

South Island 0619-28

0619-28

Mt. Maunganui & Rest of North Island

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Tractor Units

Our vehicles have full service histories.

2012 Volvo FM 6x4 Volvo Tractor unit, Air Suspension, Alloy Rims, I Shift Automatic Transmission, Sleeper Cab.

108,750

$

plus GST 6x4

GUM920

6x4

6x4 Tractor Unit, Air Suspension, Alloy Rims, Tool Box, Alloy Bumper, 18 Speed R/R Gearbox, DG Spec.

141,750

6x4

6x4 Tractor Unit, Air Suspension, Alloy Rims, Sleeper Cab, Eaton Fuller Auto Shift, DD15 500hp

158,750

$

plus GST

AYU629

2002 Mack CH688

6x4

6x4 Tractor Unit, Alloy Rims, Alloy Front Bumper, Roof Kit, Air Suspension, Alloy Fuel Tank, 18 Speed R/R Gearbox.

38,750

$

2004 Mitsubishi Shogun

We’ll make it happen for you ®

6x4

48,750

$

plus GST

4X2

4x2 Tractor Unit, Air Suspension, Alloy Fuel Tank, Toolbox, Steel Rims, Roof Kit. plus GST

2012 Freightliner Century

6x4 Tractor Unit, Alloy rims, Air Suspension, DG Spec’d, DD13 450hp, three to chose from.

CFT876

$

2013 Freightliner Argosy

plus GST

GTC641

MCG677

2013 Mack Trident

0619-28

GFW835

5ORICA

$

44,750

plus GST

2013 Scania R

8x4

8x4 Tractor Unit, Alloy Rims, Automatic Transmission, Air Suspension, Roof Kit.

96,750

$

plus GST

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ Curtainsiders

Finance available to approved purchasers.

4X2

2010 Hino 500 4x2 Curtainsider, Zepro Tail Lifter, 6.4m Deck length, Manual Transmission, New Curtains , New Paint.

plus GST

DBC102

46,750

2011 Isuzu FVR

2005 Nissan MK205

6x2

78,750

plus GST

FMS876

2003 Isuzu FVZ1400

6x4

6x4 Isuzu Curtainsider, with Zepro Tail Lift, Manual Transmission, Timber Deck, New Curtains, New Paint, eight to choose from.

68,750

$

2004 Nissan CW330

6x4

6x4 Curtainsider with Zepro Tail Lift, Timber Deck, Ring Feder, Twin Fuel Tanks, 18 Speed R/R Gearbox.

plus GST

48,750

plus GST

$

2008 Freightliner Argosy

8x4

8x4 Curtainsider, Solid Rear Wall, 7.1m Ply Deck, Alloy Rims, Sun Guard, Sun Visor, Roof Kit, 18 Speed Eaton Auto.

48,750

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

$

EPR532

$

4x2

4x2 Curtainsider with Zepro Tail Lift, 5.8m Deck, Manual Transmission, New Curtains, New Paint.

CHC214

6X2 Curtainsider with Zepro Tail Lift, 8m Deck Length, Steel Deck, Manual Transmission, New Curtains, New Paint.

plus GST

$

84,750

plus GST

We’ll make it happen for you ®

0619-28

GCN77

$

LSN501

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

COOL IT ALL YEAR ‘ROUND! TR T R F L E E T S A L E S GU GUIDE R REEF EEF ER TR AIL ER S JUNE/JULY JUN E/JULY 2 0 1 9

There’s only one choice when it comes to used reefer trailers.

Truth is, you can purchase heavy commercial vehicles anywhere, so why buy one from TR Fleet Sales Centre?

What makes our used reefer trailers better is the expertise and experience that go into managing and maintaining every trailer that we sell.

Whatever reefer trailer you’re looking for, we’ll make sure that you’ll get just what you need and if we don’t have it, we’ll find it for you.

2005 Fairfax Dual Temp Fibreglass Floor.

2002 Maxicube Reefer Dual Temp. Airflow Floor.

28,000

$

plus GST

2000 Maxicube Reefer Single Temp Alloy Plank floor, Suit Office/Storage.

29,000

$

plus GST

9,000

$

Nationwide delivery, finance available. Full service history on selected trailers.

We’ll make it happen for you

0619-28

®

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

plus GST

WWW.GOCLEAR.CO.NZ Over 50 reefer trailers available.

Imagine what you could do with them!

Perfect for: Mobile office! Mobile storage! Community club!

3 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Rego

2000

Maxicube

3 Axle Reefer Semi Trailer (Thin Wall)

Single

Alloy Plank

L553Z

Price 9,000

2002

Maxicube

3 Axle Refrigerated Semi

Dual

Air Flow

158AK

20,000

2002

Maxicube

3 Axle Reefer Semi

Dual

Fibreglass

467AS

25,000

2002

Fairfax

3 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

468AS

25,000

2002

Maxicube

3 Axle Reefer Semi Trailer - Dual Temp

Dual

Air Flow

324AL

20,000

2002

Maxicube

3 Axle Semi Reefer

Dual

Air Flow

734AQ

20,000

2002

Maxicube

3 Axle Semi Reefer

Dual

Alloy Plank

726AU

25,000

2002

Maxicube

3 Axle Semi Reefer

Dual

Steel

911AQ

20,000

2003

Maxicube

3 Axle Semi Reefer

Dual

Air Flow

B273F

20,000

2003

Maxicube

3 Axle Semi Reefer Trailer (Thin Wall)

Single

Alloy Plank

B195L

30,000

2003

Maxicube

3 Axle Semi Reefer Trailer (Thin Wall)

Single

Alloy Plank

B951J

30,000

2005

Fairfax

3 Axle Semi Reefer

Dual

Fibreglass

F149H

35,000

2005

Maxicube

3 Axle Semi Reefer Trailer (Thin Wall)

Single

Alloy Plank

F475U

35,000

2008

Fairfax

3 Axle Semi Reefer Trailer (Thin Wall)

Single

Alloy Plank

M795P

45,000

4 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Rego

Price

2002

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

304AW

35,000

2002

Maxicube

4 Axle Reefer Semi Trailer - Dual Temp - DS

Dual

Air Flow

A571R

29,000

2002

Maxicube

4 Axle Reefer Semi Trailer - Dual Temp - DS

Dual

Air Flow

A736Z

29,000

2002

Maxicube

4 Axle Reefer Semi Trailer - Dual Temp - DS

Dual

Air Flow

A598T

29,000

2003

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

A133U

40,000

2003

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

B757H

40,000

2003

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

B755H

40,000

2003

Fairfax

4 Axle Refrigerated Semi Trailer

Dual

Fibreglass

B758H

40,000

2004

Fairfax

4 Axle Reefer

Dual

Fibreglass

D641T

40,000

2004

Maxicube

4 Axle Reefer Semi Trailer

Dual

Fibreglass

C925Y

45,000

2004

Maxicube

4 Axle Reefer Semi Trailer

Dual

Fibreglass

D585A

45,000

2004

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp

Dual

Fibreglass

D718F

45,000

2004

Fairfax

4 Axle Refrigerated Semi Trailer

Dual

Fibreglass

D656T

40,000 45,000

2004

Fairfax

4 Axle Refrigerated Semi Trailer

Dual

Fibreglass

D699F

2006

Fairfax

4 Axle Semi Reefer Trailer

Dual

Fibreglass

H602H

50,000

2006

Fairfax

4 Axle Reefer Semi Trailer - Dual Temp - DS

Dual

Fibreglass

H462F

50,000

2006

Fairfax

4 Axle Reefer Semi

Dual

Fibreglass

H480F

50,000

6 Axle Reefer Trailer Year

Make

Description

Single/Dual

Floor

Rego

Price

2006

Fairfax

6 Axle Load Thru Chillier B Train

Single

Alloy Plank

D716F

35,000

2011

Fairfax

6 Axle HPMV Reefer B Train

Dual

Alloy Plank

R34B

59,000

2011

Fairfax

6 Axle HPMV Reefer B Train

Dual

Alloy Plank

R5B

59,000

trgroup.co.nz • 0800 555 678

0619-28

Auckland • Christchurch • Mt. Maunganui

We’ll make it happen for you ®

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... cks Refrigerated Tru & Swinglifters

Our vehicles have full service histories.

2009 Hino FY 8x4

8x4 Temp Reefer Unit, Double Side Doors, Container Rear Doors, Alloy Floor, Air Suspension, 18 Speed R/R Gearbox.

GCJ994

ETF717

plus GST

8x4

8x4 Dual Temp Reefer, Double Side Doors, Rear Container Doors, Glass over Ply Floor, Air Suspension, Alloy Rims, Auto Transmission.

84,750

plus GST

8x4

8x4 Dual Temp Reefer, Double Side Doors, Rear Container Doors, Glass over Ply Floor, Air Suspension, Alloy Rims, Auto Transmission.

104,750

$

M246U

2005 Hammer 195H 20/40 Lifter Alloy Rims, Radio Remote, Alloy Fuel Tank.

$

plus GST

U341H

$

2011 Scania R480

94,750

2008 Steelbro

2012 Hammer 155HS

2008 Steelbro SBSS343F

2 Axle Mini Lift, Alloy Rims, Toolbox, Radio Remote.

3 Axle 20/40 Leg Over Swinglift, Alloy Rims, Alloy Tank, Radio remote.

20/40 Lifter, Radio Remote, Alloy Rims.

88,750

$

plus GST

We’ll make it happen for you ®

plus GST

K553W

2008 Isuzu CYJ

0619-28

E882N

88,750

$

EUS963 EUS963

$

128,750

plus GST

$

84,750

plus GST

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ South Island Vehicles

2003 Isuzu FVZ1400

6x4

6x4 Curtainsider, Rear Doors, Travelled Low Kms, Tidy Condition, two to choose from.

64,750

2011 Isuzu N Series

Toolbox Tipper, Travelled 302,000 kms.

This truck is in excellent condition and ready to go to work.

4x2 Tyre Truck Fitted with a Compressor and Tail Lift. Excellent condition. Travelled 252,000 kms. Ready to go to work.

$

48,750

2012 Isuzu N Series

4x2

4x2 Crew Cab Flat Deck Fitted with Lockers.

This truck is ready to transport the whole crew and all their gear to the next job. Only travelled plus $ 135,000 kms.

GST

2003 Isuzu CXH390

8x4

8x4 Steel Body Tipper. Travelled 480,918 kms very tidy condition.

84,750

$

plus GST

4x2

28,750

plus GST

MAP216

2004 Hino FD

6x2

6x2 Curtainsider with Tail Lift. This truck will carry 8000 kgs and can be driven on a class 2 licence. 6.2 Metre Deck. Travelled 465,000 kms.

$

58,750

plus GST

2010 DAF CF and 2010 Jackson Trailer

6x4

6x4 Steel Body Tipper and Matching 4 Axle Steel Body Tipping Trailer. To be sold as a complete unit. $

198,750

plus GST

BWN929

FWB467

EQM411

54,750

$

plus GST

CKB940

plus GST

GHF844

$

2003 Nissan MK205

2011 Iveco Stralis

6x4 6x4 Alloy Bulky Tipper, Alloy Rims, Elliptical Tarp, Cab Mounted Beacon, Auto Transmission, Top Swing Tail Gate. Can Supply Matching Trailer.

(Truck Price shown only).

$

123,750

plus GST

with trailer $

195,500

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

Isuzu F series Crew Cab Toolbox Tipper. Just painted and ready for work. Travelled 355,815 kms.

11,000 kgs GVM.

$

49,750

plus GST

We’ll make it happen for you ®

0619-28

BPJ743

BYK269

GBP275

Finance available to approved purchasers.

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

Utility Vehicles

2008 Mitsubishi Fighter

1999 Mitsubishi Fighter

4x2

4x2 Cab n Chassis, DG Spec, Spring Suspension , Manual Transmission, Stone Guard, Sunvisor.

36,750

4x2 Flatdeck Crane Truck, Palfinger 11001, Drop Sides, Steel Head board, Ladder Pole Racks.

$

plus GST

2011 Hino FD 500

4x4

4x4 Aichi SN15AS EWP, Fibre Glass Bucket.

4x4 Aichi EWP, Fibre Glass Bucket, Max Lift 16.4 m , 6 Speed Manual, Euro 5 Compliant.

53,750

$

plus GST

4x2

4x2 Aichi EWP, SH12-AS 12.6m Max Lift, 250kg Bucket Load.

214,750

188,750

plus GST

$

plus GST

158,750

plus GST

2004 EXZ 460

6x4

6x4 Steel Body Tipper, Two-Way Tail Gate, Spring Suspension, Alloy Rims, Alloy from Bumper, 18 Speed R/R Gearbox.

$

88,750

plus GST

JAU166

$

4x4

BZE367

LZZ244

2013 Hino 500

2011 Hino 500

4x2

KHU131

$

LWM674

EHU948

XR9078

Our vehicles have full service histories.

Access up to 100% finance on used trucks Whether you’re an owner-operator just starting out or a large organisation, our team will source you a fast and competitive finance solution from our large network of funding partners.

C

2015 FH Volvo 8x4 Cab n Chassis 8x4 Cab n Chassis Only, 540hp, Ishift Auto 12 Speed, Air Suspension, Alloy Rims, Sleeper Cab, Alloy Fuel Tank, Two to choice from.

8x4

$

108,750

plus GST

30+ funding partners

Flexible payment options

Fast approvals

Tailored solutions

Competitive rates Get your truck finance underway Contact Nilesh Bhula today or visit: www.financenz.co.nz

M

Y

CM

MY

CY

CMY

K

We’ll make it happen for you

0619-28

®

trgroup.co.nz • 0800 555 678 Auckland • Christchurch • Mt. Maunganui

WWW.GOCLEAR.CO.NZ HEALTH AND SAFETY

Crashes and road closures

A

the load was lost, making it difficult to assess. However, we pril was an appalling month for road deaths. walked about a kilometre down the road the unit had travelled Each of these has left a family and a community and were able to locate a piece of rotten, broken packing in shock and grieving. Every driver feels (fillet). This was matched to a broken fillet from the load. sympathy for the victims of a road accident – Following an accident and investigation the site must be particularly in a fatal incident. Every driver thinks ‘thank cleared. This may be anything from a heavens that wasn’t me’. Despite these simple task like simply towing the vehicle, feelings we sometimes feel frustrated at to needing a crane to retrieve the vehicle. the inconvenience to us resulting from Clean-up, again, can be simple or more an accident.

How can Safewise complex depending on what the load was Road closures vary in extent and time help? and how much was lost. The road must be depending on the severity of the accident.

We work with organisations left clear and safe for other road users.

Fatal accidents can have very long closures; that need more health Drivers worried about their driving this often causes delays in queues and adds and safety knowledge, hours in an unavoidable delay should extra miles due to detours. or more time, than they enter the location, cause and duration of So why is the road closed? There are have in-house. For more the delay in their logbooks. They do not some obvious reasons to close the road. information, check the need to get it signed by a police officer The first is the safety of the emergency website as long as the emergency services were services. Supporting injured people is www.safewise.co.nz present at the event. always the priority at any accident. The Remember, be patient, accept that emergency services must be able to work to delays happen, and don’t rush to make up extract, stabilise and transport the victims time. Stay in touch with your manager/dispatcher and be safe. of an accident in safety – not just theirs, but also the victims,  and other road users.

The second reason is the investigation of the accident.

Tracey Murphy is the owner and Accurate investigation is essential in preventing similar director of Safewise Limited, a health incidents. The road is closed to allow collection of evidence and and safety consultancy. She has ensuring there is no contamination. Much evidence is collected more than eight years’ experience at or near the scene; skid marks, braking marks, road condition, working with organisations from many different industries. Tracey etc. One accident I investigated showed a pothole in the road holds a Diploma in Health and Safety that truck drivers used to swerve to avoid. This pothole was a Management and a Graduate contributing factor towards the accident.

Diploma in Occupational Collection of evidence at the scene is vital, but not all Safety and Health. She is a evidence is conveniently located immediately at hand. Another Graduate Member of New accident I investigated had a trailer, carting packets of timber, Zealand Institute of Safety roll over. The driver was adamant the load had moved while he Management and is the Waikato branch manager. turned a corner. The immediate scene didn’t easily support this;

23031 DANI1 TRUCKING AD.pdf

27/5/10

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

New Zealand Trucking

June 2019

89

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

PRODUCT PROFILE

Ausa Rough Terrain Forklifts Glenbrook Machinery

G

lenbrook Machinery is the New Zealand distributor for Ausa Rough Terrain Forklifts.

With a nationwide service network, Glenbrook Machinery has been established and trusted for more than 40 years.

Ausa Rough Terrain Forklifts are designed and assembled in Spain using the world’s best componentry, such as Kubota diesel engines, Rexroth hydrostatic transmissions, and Spicer axles.

The range of Ausa forklifts is very compact, allowing access into restricted areas that were previously not suitable for forklifts. Glenbrook Machinery sell and service the full range of Ausa Rough Terrain Forklifts, from the compact C11M 1300kg suitable for greenhouses, horticulture and gardening, through to the C500H with a 5 tonne lifting capacity, more suited to forestry, agricultural and construction.

Several different mast heights are available – up to 4 metres high for the 1.3 and 1.5 ton models, and up to 5.3m high on all other models.

Tom Ryan Cartage have just commissioned their fourth Ausa Rough Terrain Forklift, which they use for delivering bricks and blocks to building and construction sites all over greater Auckland and beyond.

The company says the forklifts have transformed their operation. In the past they used tractors with a forklift mast mounted on the rear, but the purpose-built Ausa Rough Terrain Forklift is a far better option. Designed from the

90

New Zealand Trucking

June 2019

ground up as a forklift, the Ausa offers superior features for the operator.

On the Ausa the operator is positioned inside an enclosed or semi-enclosed cabin, protected from the weather and from rollover. As the operator is facing forwards at all times while driving, this affords added comfort and safety.

The C250H forklift lifts up to 2500kg via a powerful 36.5kw Kubota diesel engine. It features a hydrostatic transmission with a speedo and an inching pedal for precision movement.

All main functions – such as forwards and reverse, up and down, tilt and side-shift and on-demand 4WD – are controlled with one main multi-function joystick.

Like the other Ausa models in this range, the C250H operates well on uneven, sloping ground due to its 4WD transmission, wide track and low centre of gravity. Safety and comfort features include an ergonomic seat with seat belt, a protective roof (ISO 6055 standard), and rear view mirror.

With a powerful 36.5kw Kubota diesel engine, the Ausa C250H is designed to lift and carry 2500kg, and the chassis, subframe, front axle and counterweight are built to sustain such weights in demanding environments. 

NZT914

WWW.GOCLEAR.CO.NZ

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FUEL FOR THOUGHT

Drivers are the key

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.

Johnny Baxter is a standout example of what can be achieved when

Y

ou can invest all you like in trucks with the latest technology, but don’t be fooled by thinking these will automatically give you the fuel efficiency gains over earlier models that manufacturers claim.

Ultimately it comes down to one overarching influence: the driver. The most fuel-efficient truck equipped with all the modern fuel-saving aids such as aerodynamic enhancement, efficient tyres, and optimum drive line specs, will not deliver their potential benefits if the driver is not trained accordingly.

There are many courses available throughout New Zealand to teach drivers fuel-efficient driving techniques, such as Safe and Fuel Efficient Driving New Zealand (SAFED NZ), and the majority of drivers attending would benefit. The SAFED NZ website, https://safednz.govt.nz/ is claiming average fuel savings of more than 7% for drivers attending SAFED NZ training courses. However, attendance at any course does not guarantee the initial benefits gained will be sustained without

WORKSHOP MANAGER - AUCKLAND

Hammar NZ Ltd, world leader in the manufacture of sideloaders is looking for the right person to manage our workshop /production facility in Takanini, Auckland.

Ideally, you should have: • An engineering degree or equivalent qualification • Ability to lead a team of top tradespeople • Familiarity with hydraulics & the transport industry • Good organisational & communication skills • NZ residency or a valid work visa.

For further information contact Ian Johnston, 021 705 003 or 09 266 9666, or send CV by email ian@hammar.co.nz or fax 09 266 9665. » the brand by which others are measured «

www.hammar.co.nz

92

New Zealand Trucking

June 2019

0619-21

This is a great career opportunity with a remuneration package that rewards the right person with the right skills.

knowledge and desire come together, winning the 2017 On-Road category of the Volvo Trucks Fuelwatch Challenge global competition.

some means of monitoring fuel use, supported by ongoing reinforcement of the skills learnt during the training.

To be effective, driver training requires the driver to buy into the concept of wanting to save fuel. Only after a driver learns and understands the reasons for the training will they be likely to adjust the way they drive and bring about the change to their behaviour required. Without a behaviour change, any training programme is unlikely to be cost-effective.

Professional driver training can be expensive, and for the smaller operator beyond the affordability range; however there are some things that can be done to reduce fuel use that do not require the interventions of a professional trainer.

Plan your travel – Try to travel outside of peak traffic times; this will avoid unnecessary stopping and starting and help to maintain a steady road speed.

Accelerate smoothly – Drive as though you have an egg between your foot and the accelerator pedal. Computercontrolled transmissions will change gears according to the way in in which they have been programmed, but many still rely on how aggressively the driver hits the pedal. Remember, when you push down on the pedal you are signalling the engine to go faster; higher engine speeds require more fuel.

Avoid unnecessary braking – Maintaining a speed a bit slower than the prevailing traffic flow can reduce the need to decelerate for slower traffic, and then speed up again.

Reduce idle time – An idling engine is using fuel and you are getting nowhere. Unlike the engines of old, modern engines do not need to be warmed up before moving. Follow the guidelines set by the engine manufacturer to determine what is an appropriate period between when you start up and when it is okay to begin to move.

Drive the truck – As a driver you have one big advantage over most of the automated functions on your truck: you can see the road. Manage your speed according to the traffic conditions and use your momentum on hills. Ease off the accelerator sooner when coming to a stop and let the momentum of the truck keep you going to avoid the need to brake heavily.

Keep records – To see how good you are in reducing fuel use consistently, keep records of the fuel used and distance travelled over a period of time, combined with your payload over the same period. When compared with previous and subsequent periods it will be easy to see just how good you are. 

WWW.GOCLEAR.CO.NZ

WALINGA FEED BINS

ALLOY BATH TUB UNITS

LIVESTOCK UNITS

0619-01

10b Aerodrome Rd. Mount Maunganui.

Ph (07) 575-5754

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TRUCKERS’ HEALTH We get lazy, tired, hungry, ‘hangry’ and unmotivated just like every other human on the planet. But I do have several methods and strategies that I put into place to try and combat ‘lazy Laura syndrome’.

The gym can help you meet likeminded people who inspire and motivate each other…even when we’re in winter’s chilly grip.

Cool tips to

stay motivated this winter

A

s the colder months draw depressingly nearer, the desire to throw on spandex and running shoes rapidly reduces. But there must be ways to combat the unrelenting desire to live in ugg boots, bush shirts and trackies, right? Well, that is what I am here for, one large, hot, serving of winter motivation coming up.

People often say that “summer bodies are made in the winter”. Although this is technically true, I think it’s important to try and live a fit and healthy lifestyle all year round, rather than attempting to change your body like the weather with the seasons. People are often under the false impression that personal trainers are motivated to exercise all year round, every day, every minute, every millisecond – but this is horribly incorrect. We get lazy, tired, hungry, ‘hangry’ and unmotivated just like every other human on the planet. But I do have several

94

New Zealand Trucking

June 2019

methods and strategies that I put into place to try and combat ‘lazy Laura syndrome’.

Let me paint a picture for you. I wake up, it’s cold, it’s raining, and an outdoor workout sounds about as appealing as watching a freshly painted fence dry. So, I have two options: I either look up a home workout video online and do a little workout in front of the TV, or I toddle into the gym where it is warm, dry, and packed with all sorts of toys to shake off the winter blues. If you don’t have access to a gym, simply choose option 1. If you have any gym gear or cardio machines at home such as a treadmill, cross trainer, rowing machine or exercycle, jump on for 20 to 30 minutes. They are a great investment if you enjoy workouts in the comfort of your own home, and serve as a dual purpose: exercise machine and clothes airer, very handy.

If none of the above has worked, you could always take up a gym membership. There are dozens of gyms around the country that operate 24 hours a day and cater to people who work unpredictable and often long hours throughout the night.

It gives you the flexibility to be able to work out whenever it suits you and not have to try and fit within office hours. I often say to people that gym members pay not so much for the use of the equipment, but for the motivation, accountability, and supportive environment that they experience. It’s often a lot easier to stay on track and complete a really satisfying workout within the four walls of a gym than at home, where you can easily be distracted by TV or jobs that need doing around the house. You also meet handfuls of likeminded people who may be on similar health and fitness journeys to you. It’s extremely comforting to know that you aren’t the only one who is attempting the mission we like to call being fit and healthy. 

Laura Peacock Personal trainer TCA Fitness Club

WWW.GOCLEAR.CO.NZ

“We didn’t realise how much easier it was going to be. RUC Manager has streamlined everything.”

Jeff Smith Managing Director Swanson Transport

WANT TO FIND OUT HOW YOU CAN USE OUR TECHNOLOGY TO SAVE ON COSTS?

Ask us how.

0619-29

0800 447 735

teletracnavman.co.nz

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DRUG-FREE WORKPLACES

Pre-employment drug testing working for trucking sector

W

hen it comes to creating safer drug-free workplaces, the trucking and transportation industry is at the forefront, leading the way with its zero tolerance drug policies.

The industry embraced testing policies and practices early on and they are now the norm for most New Zealand transportation companies. Today, it is continuing to demonstrate that leadership by embracing pre-employment drug testing. Trucking companies have learned the best way to prevent drug issues is to set a strong message from the start: substance use is not accepted in the industry.

Pre-employment drug testing is a critical tool for working through due diligence on new drivers joining your team. It provides a risk assessment of the potential candidate and helps ensure the right people are operating vehicles on our roads.

The trucking industry has embraced it because, along with a policy discussion, it details clearly what are acceptable employee behaviours before the first day of work even starts.

An early warning approach helps create a culture of safety on the roads and shows prospective drivers that the business’s drug and alcohol policy is not just a piece of paper but a set of guiding principles that the company takes seriously. When expectations are understood and accepted, workplaces improve.

It’s important to note that pre-employment testing is focused on identifying persistent drug users who can harm people and a business’s bottom line. It is not about naming and shaming someone who once used cannabis or had a drink after work with mates. It’s about identifying long-term consistent use.

New Zealand trucking companies are also shifting their preemployment testing from urine testing to hair. Most still test using urine samples; however this is changing as local business learn how hair testing can provide a longer and more detailed report of drug use and abuse. Use of this method continues to grow locally and in the international transport sector.

In Brazil, in order to obtain a professional driver’s licence, applicants must submit to hair testing. It is part of an effort to combat Brazil’s high road toll of about 40,000 deaths per year.

In October 2018, the United States legalised hair follicle

testing for truck drivers in response to the growing opioid crisis. Also, the Trucking Alliance in the US found that urine testing was missing as many as 90 percent of all opioid and illegal drug users applying for jobs.

It needs to be stressed that opioids and other prescription drugs can usually be detected when sent to a proper testing laboratory for analysis, irrespective of the screening device used.

For example, the TDDA Omega Drug Testing Laboratory can report up to 33 more drugs than standard screening devices.

While hair testing won’t show very recent usage, it excels at showing a person’s habitual and lifestyle usage. Head hair is preferable for this type of testing and only requires about 3.8 centimetres of hair to tell if drugs have been used in the past 90 days. Depending on the length of hair, a hair test can look back as far as a year. And accredited testers take head hair samples directly to avoid contamination and tampering.

Once collected, hair samples are sent to a drug-testing laboratory for analysis and completed and reported on within days. Lab-based analysis identifies a greater number of drugs with high reliability.

While some disagree with the process, citing ethical issues such as an invasion of privacy, that results are unrelated to job performance, or that results fail to differentiate between impairment at work and recreationally – you’ll find little disagreement among employers. No employer wants a drunk or high person operating a truck or other machinery.

At its core, pre-employment drug testing is about basic risk mitigation and demonstrates that you and your business are serious about keeping your workplace, the roads, and your own employees, safe. 

It’s important to note that pre-employment testing is focused on identifying persistent drug users who can harm people and a business’s bottom line.

It is not about naming and shaming someone who once used cannabis or had a drink after work with mates.

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KIRK HARDY, CEO TDDA (The Drug Detection Agency) TDDA has ISO 15189:2012 accreditation for workplace drug testing (see NATA and IANZ websites for further detail). TDDA is considered to be a leader in its field, with 64 operations throughout Australasia. www.tdda.com

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LEGAL LINES

Changes to rest and meal break entitlements

I

was pleased to receive an email from a reader asking for guidance on how the 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. Employers and employees will agree when they take their breaks. If the parties cannot agree, the law sets out when breaks should be taken so long as it’s reasonable and practicable to do so.

What will employees be entitled to: Section 69ZD of the ERAA sets out the number of rest and meal breaks that employees will be entitled to depending on the length of a shift:

Work period between 2 hours and 4 hours If an employee’s work period is 2 hours or more but not more than 4 hours, the employee is entitled to one 10-minute paid rest break.

Work period between 4 hours and 6 hours If an employee’s work period is more than 4 hours but not more than 6 hours, the employee is entitled to one 10-minute paid rest break and one 30-minute meal break.

Work period between 6 hours and 8 hours

A break is generally for attending to personal matters such as eating, drinking, going to the bathroom, or taking a mental break.

When do breaks need to be taken?

Employers and drivers can agree on when rest and meal breaks are taken. However, these breaks will still need to adhere to the requirements under the Land Transport Rule: Work Time and Logbooks 2007. The breaks provided under the ERAA are an additional entitlement to drivers. This means drivers must have a 30-minute break after a maximum of 5 ½ hours of continuous work time. However, this break can count as the 30-minute meal break that is required under the ERAA. It is important to note that breaks do not have to be provided every two hours. Breaks can be taken when practical for the driver and the business, provided that all parties agree.

For example, a driver working from 6am to 2pm could take an initial rest break at 9:30am, a meal break at 11:30am in accordance with the Land Transport rule requirements, and then a final rest break at 1pm. Bear in mind that as long as both parties agree to it, the timing of breaks can be quite flexible. If the parties cannot agree, the law sets out when breaks should be taken so long as it’s reasonable and practicable to do so.

Next month I will provide a summary of the prescribed timing of rest and meal breaks, and give guidance on what the phrase ‘reasonable and practicable’ really means. 

If an employee’s work period is more than 6 hours but not more than 8 hours, the employee is entitled to two 10-minute paid rest breaks and one 30-minute meal break.

Work period over 8 hours During the work period of 8 hours, the employee is entitled to two 10-minute paid rest breaks and one 30-minute meal break.

During the work period beyond 8 hours (the subsequent period), the employee is entitled to the following: (a) If the subsequent period is 2 hours or more but not more than 4 hours, to one 10-minute paid rest break: (b) If the subsequent period is more than 4 hours but not more than 6 hours, to one 10-minute paid rest break and one 30-minute meal break: (c) If the subsequent period is more than 6 hours but not more than 8 hours, to two 10-minute paid rest breaks and one 30-minute meal break.

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.

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Danielle Beston

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NZ TRUCKING ASSOCIATION

Trucking Industry

By David Boyce, CEO, NZ Trucking Association

I

ncreased compliance and changing regulation are two hot topics everyone is talking about in the trucking industry at present. A lot of our members have been phoning in to get clarity on compliance issues. Normally the association would hold a member-only meeting, but in this case we felt the wider industry would benefit from the opportunity to meet and ask questions of the panel.

With this in mind the NZ Trucking Association recently hosted the Trucking Industry Summit in Christchurch. It was pleasing to see such a great turnout, with more than 200 trucking operators attending from across New Zealand. The summit provided a platform for trucking operators, government regulators, compliance officials, and respected industry advisors to discuss the issues in an open and non-confrontational manner, where everyone had the opportunity to have their say.

So that everyone had an opportunity to get their point across, we limited the presentation times to 15 minutes so there was plenty of time for questions and answers at the end.

Before the event we asked that people send their questions to us so that we could ensure they got answered, as we know some people don’t want to raise attention to themselves by asking a question of the enforcers.

Presentations started with a video of the NZ Trucking Association’s activities and an opening address by myself.

Nick Leggett, the new Road Transport Forum CEO, spoke about the forum’s direction and what they do on behalf of the industry. The first presentation started with Mike McRandle, senior sergeant Commercial Vehicle Safety Team, who spoke about Prevention Versus Enforcement, changes at the CVST, and the new Weigh Right system that identifies trucks and alerts them to pull in to the safety centre. He introduced the RIDS (Restraints, Impairment, Distractions, Speed) programme, and explained that using a mobile phone while driving makes you 23 times more times likely to crash. Taking

“For us it’s about going back to basics. It’s being able to discharge our core responsibility when it comes to monitoring, enforcement and compliance, really well.”

KEY QUOTE – Kane Patena, general manager of regulatory NZTA

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“We have changed. We’ve refocused on what we’re doing. We’re actually using the regulatory tools that have always been there, it’s just that they haven’t been implemented, to be fair, as much as they should have.”

KEY QUOTE – Kelvin Lloyd, NZTA South Island regulatory compliance manager

your eyes off the road for 4.6 seconds is like driving the length of a rugby field blindfolded at 90km. The majority of the fatal or serious injury crashes occur at peak commuting times in the morning and evening.

Mike presented some disturbing facts around driving under the influence of drugs. In 2017, 229 people were analysed: 87 (38%) no drugs or alcohol; 66 (29%) alcohol; 70 (31%) cannabis; 26 (11%) methamphetamine; and 64 (28%) other drugs. CVST sergeant Mike Maloney spoke about the rise in operators carrying dangerous goods without the correct paperwork. Loads are found carrying no labels and are not secured.

The quick-fire session included Andy Slater from Cloud Vehicle Technologies, Melanie Moylan from Breathing & Medical Ltd, Marty Crafar from Safe Business Solutions, Cameron Derby from Saunders & Co Lawyers, and Rhyse Moore from Valvoline NZ. The idea of the quick-fire session is so the industry suppliers get the opportunity to introduce themselves to the whole audience and tell them who they are and what they do. They got five minutes each and at the end of their presentation they invited the attendees to talk to them after the panel and in the breaks.

Hamish Piercy from NZI Insurance spoke about changes in the insurance industry and the Fleet Fit programmes that NZI offer to commercial motor vehicle policy holders. The programmes are designed to improve driver performance, create a safer and happier workplace, and to assist your business to be more efficient through gathering data, analytics and insights.

The programmes include Drive Smart, Driver Simulator, Fleet Saver Assessment, Guardian System, In Vehicle Cameras, Online Driver Testing, RSafe, Safe Driving Rewards, Safety Awareness, and Stress and Fatigue Seminars.

Kane Patena, the new general manager of regulatory NZ

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Summit 2019 Transport Agency, introduced himself and talked about how in the past they were less focused on enforcement and more on education; now they have an increased focus on enforcement.

He said there are no new compliance rules; they are just now stricter on enforcement.

Kelvin Lloyd, NZTA South Island regulatory compliance manager, highlighted that a heavy motor vehicle was the prime contributor in 48% of crashes that involved trucks. He outlined NZTA’s concerns around repeated driver offending, speed, restraints, distraction, fatigue, vehicle condition, and the number of vehicles not up to CoF standard at roadside inspections. Companies’ repeated offending, noncompliance with work time rules, RUC noncompliance, and weight and permit breaches. Kelvin explained that the regulatory tools they are using are education, formal warning/pre-revocation, then notice of proposal and finally licence revocation. They expect to see systems in place to address the issues, evidence

“You can terminate employees for safety issues. Don’t think you’re stuck with people who are causing you problems.”

KEY QUOTE – Tim MacKenzie, barrister

that systems are working, that they are owned by the regulated party, that they take the regulator seriously, and make sure that the improvements are sustained.

Riccardo Areosa, manager – permitting assessments NZTA, explained the compliance changes that have come into play from 18 December 2018. They have strengthened operator screening requirements for heavy vehicle permits, introduced active monitoring of current heavy vehicle permits, and are acting against licence holders for critical breaches of permit conditions.

Serious or continued breaches will see permits revoked.

“There’s been a big change in policy from government, and I’m certainly finding with the operators I’m dealing with, we don’t really have that ability any more for that middle ground.”

KEY QUOTE – Tim MacKenzie, barrister

Paula Knaap and Ruth Cook from WorkSafe said 73% of all work-related fatalities involve a vehicle. They talked about the health and safety risks to road transport workers, which include illness resulting from exposure to diesel exhaust, and the negative health impact of sedentary work. WorkSafe has issued 230 enforcements between 2015 and 2018, which resulted in 10 prosecutions, and three are currently underway. Since November 2018, 30 warranted CVST officers are now able to prosecute under the Health & Safety at Work Act. Going forward they will have an increased focus on the transport sector, and they are partnering with CVST and NZTA. Barrister Tim McKenzie rounded the day off with a very clear message: “Do everything you can to stay out of trouble.”

As there is an increased compliance enforcement in place now, you must tidy up your act and make sure you follow the guidelines. Whether it seems fair or not to you, the agencies have now told you that breaches of compliance will result in a fine, prosecution, or licence revocation.

If you are unsure about any of the rules or if you’re not sure if you are complying, contact the NZ Trucking Association, we are here to help you. 

“Education is still a valid tool, but, can I just put it out there, it will only happen once.”

KEY QUOTE – Kelvin Lloyd, NZTA South Island regulatory compliance manager

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

by Dave Boyce, NZTA chief executive officer

New Zealand Trucking

June 2019

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ROAD TRANSPORT FORUM

Industry must help ensure ship safety

S

hipping companies and their industry representatives have expressed significant concern to us recently about a couple of issues affecting their safety – the inaccuracy of dangerous goods declarations and the improper fitment of tie-downs on ferries.

RTF has been told that there have been multiple cases of operators submitting declarations and information to ship and ferry operators that has not matched what is being transported and/or its location on the vehicle.

Drivers carrying dangerous goods will have a dangerous goods licence endorsement and would have undergone sufficient training. Part of the requirement when obtaining this endorsement is having a thorough understanding of documentation requirements, so there really is little excuse for submitting inaccurate information.

Submitting the correct cargo documentation and handling of dangerous goods is about ensuring the safety of the ship and those who travel on it.

The nature of dangerous goods cargo affects whether the ship can travel at all, where it can be stowed, what it can be stowed near, and even when it can travel.

It is essential therefore that operators use accurate technical names in their declarations. This means the shipping company can carry the cargo on appropriate sailings and stow it safely once aboard. In the event something does go wrong, the ship’s crew needs to know the precise information on the dangerous goods they are carrying, as this dictates the necessary response to emergencies.

The NZ Shipping Federation has also raised with us another important safety issue, which is the increasing prevalence of tie-down failures on the interisland ferries.

There are multiple recent incidents where tie-down points on heavy vehicles have broken off during transit or as they have been twitched down. There are also known issues where tiedown points are being located in the wrong position, openings that lashing devices pass through are too small, and insufficient numbers of tie-down points are being fitted.

In one case a tie-down point broke away from a vehicle while being twitched down and whipped back to hit the leg of the person operating the twitch. This incident caused a severe injury. It is obvious the tie-down points that have broken have not been designed or installed in accordance with the Load Anchorage Standard.

Transport operators should ensure their tie-down points have been correctly designed and installed and they have access to paperwork and documentation confirming that.

On a more positive safety note, late last year RTF announced the establishment of a new sector group to work towards best practice and compliance standards for road transport operators loading, handling and delivering intermodal freight.

The NZ Intermodal Transport Safety Group (NZITSG),

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chaired by NZ Express’s Murray Young, was created to fill a gap at the interface between road transport and the other modes associated with import and export freight.

The NZITSG is made up of members who represent the major port regions across the country and is facilitating communication between the industry, government, port management, manufacturers, and other stakeholders that affect operators doing import/export work. Like the other sector groups that exist with support of the forum, the group provides a one-stop-shop for the dissemination of information down through the sector and has the mandate to represent the whole sector when dealing with government and other stakeholders.

The NZITSG’s first major project is to improve sideloader safety. Members have identified the need to take the initiative to address sideloader incidents through the development of an approved industry Code of Practice.

The Code of Practice is intended to provide operators with a balanced, uncomplicated and non-bureaucratic framework to manage compliance with legislation that governs health and safety practice. The code will promote excellence in health and safety and provide a safe work tool approved by industry, WorkSafe NZ, and the Government.

A number of companies have been willing to share internal policy that will be incorporated into the proposed code.

Once fully developed it will provide guidance on the design, manufacture, supply, safe operation, training requirements, maintenance, and inspection of sideloaders, and help the industry comply with its health and safety duties.

Since its establishment, the NZITSG has made significant progress towards the new code by completing scoping work, consulting with the wider industry, having discussions with equipment manufacturers on the development of an agreed annual certification process, and engaging with WorkSafe NZ. The group is also working with MITO to revisit Unit Standard 17679 as the minimum standard for training sideloader operators.

The NZITSG meets quarterly and its progress can be followed on the RTF website. 

Nick Leggett Chief executive officer

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INDUSTRY COMMENT

Network disgrace

By Antony Alexander

Antony was an Air Force Police NCO, NZ Police dispatcher and qualified in crash analysis in 1997 with the NZ Police.

He is now driving trucks as a passion.

S

unday 28 April 2019 is going to go down as one of the worst days on New Zealand’s roads. It topped off a deadly first couple of months in the Waikato region, with two truck crashes involving fatalities, two truck rollovers, and other crashes in the months leading up to the New Year. All of these within a 40-kilometre stretch of road between Maroa Road to the south of Atiamuri, and Tokoroa. This is without considering others that happened further afield between Wairakei and Tokoroa. At least 11 people who were not coming home.

Taupo mayor David Trewavas recently gave the number of 26 dead in his district alone. That’s in one month, one district.

I’ve been driving this piece of road for a good number of years, both in coaches and trucks. I’ve watched it deteriorate.

I see the stone chip breaking up, I see the stone chip disappearing – I see the road slumping and the new pieces of sealing not aligned with the next, causing large bumps. There are new pieces of seal that have only been completed within six months doing all of the above.

On 29 April NZ Transport Agency safety director Harry Wilson stated to stuff.co.nz that there had been 30 deaths and 86 serious injuries between 2008 and 2017. The latest stats that I have received from NZTA show 32 serious crashes and 17 fatal between 2010 and 2019 and this doesn’t include the crash at Atiamuri.

NZTA has a multitude of budgets – including a separate one for maintenance work. This includes potholes and serious defects that tend to appear at different times of the year according to weather and conditions that have caused the road surfaces to deteriorate. In a reply to an Official Information Act request, NZTA senior manager Wayne Oldfield said that contracts with roading contractors specify various response times for problems that are reported, depending on the severity and potential consequences. This varies from 24 hours to one month.

Any complaints received are sent to the ‘appropriate individual’ depending on the specifics of the complaint.

It seems the complaint is normally sent to the contractor concerned and the complaint answered by them. The contractors also do their own quality control, with the NZTA doing spot checks on any work completed. The quality standard and intervention methods are specified in the contract and quality management plan, which is approved by NZTA. Any final decision to repair or rebuild is decided by NZTA. It seems though, not much is considered to be urgent when it comes to the specific area south of Ohakuri Road on State Highway 1. The road surface started to deteriorate badly over the summer. In January, two rollovers occurred within days

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of each other and NZTA reduced the speed temporarily to 50km/h.

My first email to NZTA regarding the site was sent on 18 January, essentially asking when it was going to be fixed.

Knowing that NZTA had reduced the speed limit meant that they were aware of a danger to the general public. No answer was forthcoming. A complaint was made to NZTA on 6 March. On 3 April there was a response from Oldfield.

“Due to the geometry of this section, high-skid-resistant stone chip is required. Delays in production have meant a delay in resurfacing.” In the second week of April, the road was resurfaced using asphalt. When asked why, NZTA stated: “the chip seal won’t last long on the site due to multiple seal layers and could result in safety hazards and trigger expensive pavement renewals in the future”. They also expected the asphalt to defer pavement renewals for “another few years”.

It seems though, not much is considered to be urgent when it comes to the specific area south of Ohakuri Road on State Highway 1. The road surface started to deteriorate badly over the summer…

We have yet to see how this asphalt is going to react to winter rain, frosts and ice. In my opinion, NZTA has put expense over safety. Remember the comment from Oldfield stating that high-skid-resistant stone chip was going to be used and also that complaints should be actioned within a month?

Neither was true at this site. My understanding after talking to Downer, this area’s contractor, is that approval had to be obtained from NZTA for not only the design of this repair, but then also the cost, which held up repair work.

When I made the complaint about the Atiamuri site, I also mentioned the area between Wairakei roundabout and Palmer Mill Road, which has multiple undulations, potholes, dips, and patches upon patches. Whilst not necessarily unsafe, it’s certainly uncomfortable towing 30 tonne. I cannot imagine what it’s like with 50. NZTA stated that the road was being “closely monitored by the maintenance contractor and regular inspections [were carried out] between NZTA and the contractor”. They believed also, that the road was “fit for purpose” but acknowledged it exhibited defects and that it would be managed to ensure safety until pavement renewal works between October 2019 and March 2020.

Wilson also stated on 29 April that several safety issues along the 100km stretch of state highway between Piarere and

WWW.GOCLEAR.CO.NZ Taupo had been noted by NZTA. So does that mean that the road is not fit for purpose as stated by Oldfield? If this is in fact correct, why is remedial work not being carried out under urgency?

Each fatal crash costs around $5.05 million dollars. Factoring in serious crashes in the period between 2008 and 2017, that’s in the vicinity of $500 million dollars overall, probably more. The Government recently allocated $1.4 billion for safety improvements throughout the whole of New Zealand, including safety barriers, rumble strips, signage and speed management. Rumble strips don’t stop cross-lane infractions.

Could the money be spent actually fixing up the roads?

Resealing, renewing and upgrades with wire barriers could be done at the same time instead of “deferring pavement renewals for another few years”. It seems that successive governments have ignored the issues and it’s taken a horror crash to make them wake up. It’s now up to NZTA senior management and advisors to speak up, to get more funds to do work that is sorely needed. It’s up to us as professional drivers to speak up.

Sources from within the roading industry have also stated that practices need to change. Cheap material, utilising traffic to pack down new seal instead of rollers, not using enough material – has to be addressed and addressed fast.

How the NZTA ‘inspectors’ are not picking up on the shoddy workmanship is beyond me and many other drivers.

Recently completed works are falling apart within weeks of

their completion. Potholes aren’t being filled, just sealed over, which in turn creates more issues. There are many areas that have been marked to be repaired, but are well over the month deadline set by NZTA. There are many that haven’t been marked that will become problematic over winter if they are not fixed.

It’s evident that the roads were not designed for 60 tonne units and a huge influx of money is required to update and upgrade our state highways urgently. Some of the roads are just not up to standard and I’ve seen better backblock roads in South Carolina. Maybe the practise of the government awarding contracts for roading needs to be looked at and contracts awarded for work required or completed, rather than a blanket contract for a district. Something is failing.

Complaints need to be actioned quickly, cost decisions need to be agreed upon quickly, approval times need to be shortened, and NZTA need to be aware that people will die if remedial work doesn’t get completed within timeframes. Waiting six months is beyond a joke.

It’s time to get back to basics and have modern roads completed or renewed instead of so-called safety improvements that don’t actually save lives. There needs to be a little more forethought put into decisions that are going to affect us, the end user.

No driver ever said ‘A rumble strip and bright white line makes me feel so much safer’. 

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Renault Lander 460.32 8x4 8x4 rigid Kenworth K200 Aerodyne Renault Lander 460.32 8x4 Operator Roadex logistics Ltd, Mount Maunganui Operator: Kaimari Holdings Ltd Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Engine: Cummins X15 458kW (615hp) Driver Frank Richards Engine 0Xi11, 460hp Transmission: Roadranger RTLO22918 manual Engine 0Xi11, 460hp Transmission Rear axles: Optidriver Meritor 46-160 with disc brakes Transmission Optidriver Rear axles Renault P2191 with hub reduction Logging equip: Koromiko Engineering Rear axles Renault P2191 with hub reduction Truck body deck with front mounted PK12000 Trailer: Koromiko Engineering Truck body Flat Flat deck with front mounted PK12000 Palfinger crane Features: Stainless Palfinger crane steel drop visor, custom stainless Features Disc brakes, Features Disc brakes, Bluetooth, trim,Bluetooth, extra grille bars, stone guard, Dura-Bright alloy wheels Dura-Bright alloy wheels headlight covers Operation roofing material around Operation Carting Carting roofing material around Operation: Mostly central North Island logging thethe Bay of of Plenty area Bay Plenty area

Driver:

operations, occasional East Coast load Maurice Daniels

Twin Tippers Twin Tippers Tumatauenga

Renault Lander 460.32 8x4 8x4 rigid Kenworth K200 Aerodyne Renault Lander 460.32 8x4 Operator Roadex logistics Mount Maunganui Operator: Symons Cartage Contractors Operator Roadex logisticsLtd, Ltd, Mount Maunganui Ltd Driver Frank Engine: Cummins X15 458kW (615hp) Driver FrankRichards Richards Engine 0Xi11, Transmission: Eaton UltraShift Engine 0Xi11,460hp 460hp Transmission Rear axles: Optidriver Meritor 46-160 with drum brakes Transmission Optidriver Rear axles Renault hub Logging Patchell Group Rear axlesequip: RenaultP2191 P2191with with hubreduction reduction Truck body with mounted Trailer: Group Truck body Flat Flatdeck deckPatchell withfront front mountedPK12000 PK12000 Palfinger crane PalfingerStainless crane steel drop visor, custom Features: Features Disc Bluetooth, Features Discbrakes, brakes, Bluetooth, stainless trim, extra grille bars, stone Dura-Bright alloy wheels Dura-Bright alloyheadlight wheels covers guard, Operation Carting roofing material Operation materialaround around Operation: Carting roofing Predominantly working on East Coast the theBay BayofofPlenty Plentyarea area

Driver:

logging operations Brendon Symons

FuelHauling Hauling FH Fuel FH East Coast Fire Breather

Shooting Star Shooting Roc TuffStar DAF

Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Scania R620 8x4 rigid

RenaultLander Lander 460.328x4 8x4 Renault DAF CF85 FAT460.32 6x4 rigid

Operator: Heikell Transport Ltd Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Engine: Scania DC16 V8 462kW (620hp) Driver Frank Richards Engine 0Xi11, 460hp Transmission: GRSO905R Opticruise Engine 0Xi11, 460hp Transmission Optidriver Transmission Rear axles: Optidriver R662/R660 Rear axles Renault Renault P2191 with hub reduction Rear axles P2191 with hub reduction Body: Jackson Enterprises Ltd Truck body Flat Flat deck with front mounted PK12000 Truck body deck with front mounted PK12000 Trailer: Jackson Enterprises Ltd Palfinger crane crane Stock crates:Palfinger Nationwide Stockcrates Features Disc brakes, Bluetooth, Features Disc brakes, Features: Full Bluetooth, factory aero kit, stone guard, stainless Dura-Bright alloy wheels Dura-Bright alloy steel toolwheels lockers, CTI Operation Carting roofing material around Operation roofing material around Operation: Carting Livestock cartage throughout the North Bay of Plenty area thethe Bay of Plenty area Island

Operator Roadexlogistics logisticsLtd, Ltd,Mount MountMaunganui Maunganui Operator Roadex Operator: Brian Stanaway Driver FrankRichards Richards Driver Frank Engine: MX13 380kW (510hp) Engine 0Xi11,460hp 460hp Engine 0Xi11, Transmission: Manual Roadranger Transmission Optidriver Transmission Optidriver Rear axles: Renault Meritor 46-160 with full cross locks Rear axles RenaultP2191 P2191with with hubreduction reduction Rear axles hub Body: Roc Tuff bin Truck body Flat Flatdeck deckTransfleet withfront frontmounted mounted PK12000 Truck body with PK12000 Features: Palfinger PalfingerRight craneWeigh scales, CTI, polished alloys, crane stainless steel trim panels, stone guard Features Discbrakes, brakes, Bluetooth, Features Disc Bluetooth, Dura-Bright alloyout wheels Operation: Dura-Bright Based of Napier mostly on forestry alloy wheels Operation Cartingroofing roofing materialaround around road construction Operation Carting material theBay BayofLee ofPlenty Plenty area Driver: Hawkes the area

Driver:

TJ

TRUCKING November 2015 106 New Zealand Trucking June 2019 10 10 NZNZ TRUCKING November 2015

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Mellow Miles & Michelin Men NPDLander 620460.32 8x4 Renault

Carperton Argosy WDS Transport’s Pride Renault Lander 460.32 8x4

Scania R620Roadex 8x4 rigid Operator logistics Ltd, Mount Maunganui Driver Frank Richards Operator: Nelson Petroleum Distribution Engine 0Xi11, 460hp Engine: Scania DC16 V8 462kW (620hp) Transmission Optidriver Transmission: GRSO905R Opticruise Rear axles Renault P2191 with hub reduction Tanks: Lowe Industries Truck body Flat deck with front mounted PK12000 Operation: PalfingerFuel distribution throughout the South crane Island Features Disc brakes, Bluetooth, Dura-Bright alloy wheels Operation Carting roofing material around the Bay of Plenty area

Operator Roadex logistics Ltd, Mount Maunganui Driver Operator: Frank Richards WDS Transport Ltd Engine 0Xi11, 460hp Engine: Cummins X15 458kW (615hp) Transmission Transmission:OptidriverManual Roadranger Rear hub reduction Rearaxles axles: Renault P2191 Meritorwith 46-160 Truck body Flat deckDomett with front mounted PK12000 Body: curtainsider Palfinger crane Trailer: 5-axle Domett curtainsider Features Disc brakes, Bluetooth, Features: Ali Arc front bumper, stainless steel drop Dura-Bright alloy wheels visor, painted tanks, polished alloys Operation Carting roofing material around Operation: the Bay of General freight New Zealand-wide Plenty area

Superb Super Liner Renault Lander 460.32 8x4 Turk’s Pride

Dew’s Jewel Renault 460.32 8x4 OTLLander Twins

Operator Roadex Ltd, Mount Maunganui Kenworth T610 SARlogistics 6x4 rigid Driver Frank Richards Operator: HG Leach & Co Ltd Engine 0Xi11, 460hp Engine: Cummins X15 458kW (615hp) Transmission Optidriver Rearaxles axles: RenaultMeritor 46-160 Rear P2191 with hub reduction Body:body T&G Trailers Truck Flat deck withTransport front mounted PK12000 PalfingerT&G crane Trailer: Transport Trailers Features Disc brakes, Bluetooth, Features: Stainless steel drop visor, electric tarps, Dura-Bright wheels twin alloy exhaust stacks Operation roofing material around Operation: Carting Customer deliveries of bulk aggregates the BayKevin of Plenty area Driver: (Turk) Mold

Operator Roadex Ltd, Mount Maunganui A pair of Volvo FH16logistics 700 8x4 rigids Driver Frank Richards Operator: OTL Group Engine 0Xi11, 460hp Engine: D16C 522kW (700hp) Transmission Optidriver Transmission: Rear axles Renault Volvo P2191I-Shift with hub reduction Body:body withmounted Nationwide Stock Crates Ltd Truck Flat deckDomett with front PK12000 Palfinger5-axle crane Domett Trailer: Features Disc brakes, Bluetooth, Features: Factory aero kit, stone guard Dura-Bright alloy wheels Operation Carting roofing material around the Bay of Plenty area

International R8-9870 Sky Roof 8x4 rigid

Owner-driver:

David Whittaker

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

0800 50 40 50

New Zealand Trucking 107 11 NovemberJune 2015 2019 NZ TRUCKING

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

New Zealand has a rich heritage of body and

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

Kiwi Fire New on the road for S Thompson Log Cartage Ltd of Napier is this fresh build out of the Patchell Industries workshops. Starting with a flat roof K200 Kenworth, the unit has been outfitted with a bolster set and matching 5-axle flat frame Billet trailer.

Features: Fitted with Patchell load restraint winches to bolsters, knuckle type ‘push up’ remote extension pins to all bolsters, Alcoa Durabrite rims, additional LED HELLA stop/tail lights, air bag weigh system gauges to bolster, stainless mud shields fitted to rear of trailer, SI Lodec Dual Channel weigh system, WABCO EBS, Hendrickson drum brake axles with tyre inflation, certified trailer park brake release to cab guard, 5mm alloy chequer plate chassis covers.

Patchell Industries Ltd

Another TMC for Sollys Sollys Contractors have added this TMC 36 pallet HPMV B-train to their operation, joining several other trailers already in the fleet that have originated from the Christchurch manufacturer’s workshops.

Specced with a 1225mm king pin height, the trailers have 2.5mm steel floors, 8 tonne rated chain slots, and provisions for mezzanine floors, making them adaptable for all manner of cargo. The trailer predominately operates in the Canterbury/Marlborough/ Nelson/Golden Bay freight corridor, towed by a MercedesBenz Arocs tractor unit.

Features: ROR CS9 axles fitted with disc brakes, Wabco EBS braking system, plastic guards, Alcoa Durabrite wheels, SAF landing legs, Structurflex Flexisider curtains, EROAD equipped, rear dunnage box.

TMC Trailers Ltd

KIWI 16, 17 108

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KIWI 175

WWW.GOCLEAR.CO.NZ Calm before the Storm Fresh into the bush out of the Patchell workshops is this new build for Storm Haulage Ltd of Whakatane. Based on a twin steer Kenworth T659, the unit has been matched to a new EVO3 5-axle step frame Billet trailer and makes for a striking sight that is hard to miss out on the road in its vivid orange livery.

Features: Hendrickson INTRAAX air suspension with disc brake axles with tyre inflation, fitted with Patchell load restraint winches to bolsters, rifle bolt extension pins fitted to all bolsters, grapple grab bar fitted to centre of chassis, 4-point chassis-mounted lifting chain system to both grapple and loader, Alcoa alloy wheels, WABCO EBS, SI Lodec Dual Channel weigh system, air bag weigh system gauges to bolster.

Patchell Industries Ltd

Pikowai pair Pikowai Carriers Ltd of Matata HAS taken delivery of two 5-axle aluminium bath tub trailers that are designed for the transportation of bulk commodities throughout the Bay of Plenty. The trailers have 8.3m long bodies. The construction utilises 8mm sheet for the floor, tail door and grain door, with 6mm headboard and side panels. The bodies have curved side panels and incorporate two internal baffles for transportation of liquid-based products.

Features: Hendrickson axle/suspension assemblies, Alcoa aluminium wheels with Bridgestone 265/70R19.5 tyres, roll-over covers, Wabco EBS Brake System including SmartBoard.

Total Transport Engineers LP

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

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KIWI 175

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Excellent mileage performance

Puncture resistant

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17mm extra deep tread

17mm extra deep tread

17.5mm extra deep tread

0800 KIWI TYRES Hayden – 021 078 3817

John – 027 226 9995

www.kiwitrucktyres.co.nz New Zealand Trucking

June 2019

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LITTLE TRUCKERS’ CLUB What about Kids in Rigs?

y alfwa arly h e n , time June ady, s, it’s r alre a Hi kid e n! I y e ing fu gh th h e hav ’r throu d wit u e o helm hen y w r w e e v s v flie k I ha am o r dbac say I t e s fe u d you m and u, an s o il y a m om you the e ing fr now receiv l to k n o ave e o e c b b. I h ’s so ee clu nts; it w e r to r a s u p go idea iting njoyin g c e x e e m r o in a re the c y mo r n e v a so m you o uce to ia introd Scan r the ! s fo s th ut for mon tch o entrie a e w th , all . tition ’ Club I love mpe ckers g co u in r r T u e ittl colo s in L inner the w

Mark Hocking aged 10, at work with Dad.

“I’m in the driver’s seat now!”

Kids have loved trucks forever! Above I’ve shared a picture of driver Mark Hocking at the wheel on a day out in his Dad’s truck when he was only 10. Today, Mark drives big trucks himself, living his dream. So what about you? Send me a picture of your day out in the truck and we’ll put them up on Facebook and print some selected ones also. Make sure you provide a caption telling me who, what, where and when.

Please send them to rochelle@nztrucking.co.nz

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A big thank you for all your entries in our first ‘Find that Truck’ competition. The Talley’s Group Scania was hidd en in a news ite m on page 10 of th e April issue. The lucky winner is La chlan Nicholas, aged 10. Keep a n eye on the ma il, a prize is on its w ay to you Lachla n!

0519-12

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WHAT’S ON IRTENZ 16th International Conference

Alexandra Blossom Festival Truck Show

20 to 22 August 2019 Rydges Hotel Rotorua Contact: Kate Bucknell kate. bucknell@jostnz.co.nz

Invercargill Truck Show

‘Technology & Infrastructure – Rapid change, constrained frameworks’

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

28 September 2019 Contact: www.blossom.co.nz/ events/truck-show

27 October 2019 Contact: www.facebook.com/ Southland-Transport-InvercargillTruck-Parade

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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New Zealand Trucking

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WWW.GOCLEAR.CO.NZ MEMBERSâ&#x20AC;&#x2122; REVIEW

Petone-based transport and general engineering company, MF King Industries Ltd, has been owned and managed by Phil Wheelans since 2007. In that time Phil and his team have successfully focused on putting customer requirements front and centre of the companyâ&#x20AC;&#x2122;s operations.

For example, their works programme is structured for maximum flexibility, allowing them to handle urgent repairs, and their servicing side is designed to have truck and trailer units back on the road as soon as possible and without sacrificing quality.

They are also one of the few companies in New Zealand to give trucking operators the facility of a B-train-length pit, opening the entire truck and trailer unit to complete inspection from all angles and for swift servicing.

As a further expression of their customer focus, MF King is the only transport engineering company in Wellington to offer in-house LT400 end engineering certification, speeding up turn-round time at the testing station and cutting cost and downtime for the client.

MF King even offers a pick-up and delivery service, which can result in substantial savings on time and manpower. A relatively recent advent, but one for which MF King is now justly renowned, is the 4-axle tip trailers they build. These

tough, durable trailers feature Hardox single-piece sides and Hardox single-piece folded floors.

MF King also offer modifications to every kind of body or chassis, box body to curtainsider design and build, extending and shortening wheelbases, complete body builds from new, tipper bodies, curtainsider bodies, box bodies and flat decks.

Add repairing cracks in chassis rails, straightening bent chassis rails, repairing cracks in brackets, full axle replacements, certified ferry hooks and tie downs, tow bar and ring feeder manufacturing, and a picture emerges of an engineering company that can offer the transport industry everything it needs in the way of a fast, skilled dependable operator.

WHO:

MF King Industries Ltd.

WHERE:

Wellington.

WHAT:

Transport and general engineering.

WEBSITE:

HTTPS://WWW.MFKING.CO.NZ/

EMAIL:

phil@mfking.co.nz

PHONE:

+64 4 5762154.

WHO TO ASK FOR:

Phil Wheelans.

WHAT TO ASK FOR:

This is your one-stop-shop, ask for it and you will likely get it.

New Zealand Trucking

June 2019

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THE LAST MILE

Review of ORS

T

he recent announcement from the NZTA that a review of ORS will now be part of the overall review of its regulatory function should not come as any surprise, nor should the reasons cited for it, being:

• A reduction in police Roadside Inspection (RID) data, • The emergence of pre-CoF inspections • System limitations meaning ORS does not include other significant safety and compliance information • Limitations of the current algorithm resulting in a rating score that does not accurately reflect an operator’s safety and compliance.

Many will remember back to when ORS was launched with much fanfare more than 10 years ago, it was billed as being a game changer for the industry. Included in the many things we were told ORS would do was allow the enforcement agencies to target the lower performing operators and provide incentives for the better performing ones. It was expected that many contracts would be difficult to get without maintaining a high rating and insurance companies would likely use ORS

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Let us help you protect your people, process, property and your profit: 4 Meet your legal compliance requirements.

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4 Earn discounts on levies from ACC. Visit www.safewise.co.nz to find out more, or call:

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After ORS was introduced it didn’t take long before the cannier operators worked out that the chances of having a roadside inspection was low if you operated outside of the major routes frequented by enforcement officers. as an insurance risk assessment tool. We now learn that the system is fundamentally flawed, this despite the more than $5 million it cost to develop, and the ongoing annual support and maintenance cost of approximately $170,000.

The flaws in the ORS system were obvious from the beginning. Time and time again industry representatives raised these with the regulator, but our concerns generally fell on deaf ears, although now it looks very much as though our concerns were on the mark.

After ORS was introduced it didn’t take long before the cannier operators worked out that the chances of having a roadside inspection was low if you operated outside of the major routes frequented by enforcement officers. This, along with having a pre-CoF inspection completed on your truck prior to the formal inspection, gave you a better than even chance of getting a good ORS score. It wasn’t too long either before some of the approved CoF inspection businesses worked out that doing pre-CoF inspections was a good earner and openly advertised these as one way to protect an operator’s ORS rating. The official view of pre-CoF inspections is not known, but the emergence of pre-CoF checks would have been obvious to the officials – so should have been the effect on ORS scores.

With this announcement the concern must be what ORS will look like after the review is completed, presuming ORS remains. Clearly all the signs coming out of the agency is that there is going to be a significant change in their approach to heavy vehicle compliance. How this will look and be applied is for the future; we can but wait and see. However, just because ORS is not going to be as visible in the near future compared with what it has been in the past does not mean the data collected for the ORS calculations will not be collected, so the advice is don’t relax or pull back on your compliance obligations; you may regret doing so when the new regime is up and running.

We have been told that 2019 is going to be the year of delivery; this may be so, but perhaps not so if you are expecting something to be delivered by truck. 

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