New Zealand Trucking May 2020

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TRUCKING

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MAY 2020

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32

Time travel – Tripping the blue fantastic

Free spirit and a Freightliner – Jess means business

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WATCH TH E VIDEO IN TH E DIGITAL EDITIO N

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When the All for one – International bug hits Truckies for the QUALITY MAKES TYRES NEW AGAIN – driving theOURcure greater good

Top Truck MAY 2020

To the road transport industry of New Zealand, thank you for all you have done in the last month of lock-down, and thank you for all you will do on the road to recovery.

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EDITOR

Dave McCoid ASSISTANT EDITOR

Gavin Myers

Ph: 027 492 5601 Email: editor@nztrucking.co.nz Ph: 027 660 6608 Email: gavin@nztrucking.com

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

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

Pav Warren

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

SUB EDITOR

OFFICE ADMINISTRATION

Faye Lougher

Georgi George

CONTRIBUTORS

PUBLISHER

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

Long Haul Publications Ltd

PRODUCTION MANAGER

Ricky Harris

OFFICE

Long Haul Publications Ltd PO Box 35 Thames 3500 511 Queen Street Thames 3500

ART DIRECTOR

John Berkley DIGITAL IMAGING

Willie Coyle DIGITAL MANAGER/CONTENT

Louise Stowell 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.

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EDITORIAL

Welcome to our world

W

ell, what on earth is there to say about our lives over the past month. Firstly, welcome one and all to the May 2020 issue of New Zealand Trucking magazine.

I’m a truck nut first and foremost, as many out there will know, and at a personal level I have the entire collection of New Zealand Trucking sitting on the shelf at home. As a truck nut, I therefore found it immensely irritating to think there’d be a gap having come so far from Issue 1 back in ’85, but under the constraints of level 4, printing wasn’t an option. However, when the mother of the nation handed us all a level 3 play pass, the lights on the dashboards at Long Haul Publications went green and by golly we were ‘Go!’ It’s a slightly different looking beast, something we wanted to do. We wanted it to be pure fun and memorable. We wanted an issue that you’ll always look at, and straight away go ‘May 2020’, and we wanted your first reaction after that cerebral connection to be a wry smile, before less pleasurable memories.

To effect that, one of the things we’ve done is promote the third Retro Test to the cover, something unthinkable two months ago when we shot it, but then how much of our lives today was unthinkable two months ago? There are other cool bits in here also, but you can find your way through … it’s the same, but different.

As Rocket Lab’s Peter Beck said in a mid-April interview, “Never waste a good crisis,” and that was great because we were well down that track. We have introduced a heap of new media in April. Firstly, we’ve changed our digital magazine supplier, and now offer a swish and groovy product with lots of interaction, allowing our suppliers to interact more with their target audience. With AR (Augmented Reality) now a regular feature of the print magazine, it too is an interactive device.

When is a magazine not a magazine? When you can scan a picture and watch a video … blurred lines or what? We’ve also partnered with the incredible Dr Tom Mulholland to introduce a health and wellness app for the trucking industry, as well as podcasts – Keep on Moving with Dave McCoid, and other digital content, like Trucking Tips with Dave McCoid.

So, there you are Mr Beck. We too decided that a crisis is not about the dreary and defeated; it’s an opportunity to reinvent yourself and make some dust. So make it we will.

Now the less happy stuff, and there’s plenty of time ahead to delve into this mire, but... Four weeks ago New Zealand Trucking Media and the RTF were at the forefront of the campaign to get public toilets reopened for truck drivers, but food outlets were a different story. Far harder and not really an option was the message. However, drop the crisis level

adapted masthead.indd 1

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New Zealand Trucking

May 2020

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

half a notch to level 3 and all of a sudden she’s open slather for the masses. Frankly, that’s nothing short of disgusting. If level 3 means the hordes can gorge, then surely under level 4, designated outlets along specific routes could be assigned food preparation duties for truck drivers with appropriate essential services documentation. It’s just another clear indication of the utter contempt this administration has for trucking, even when trucking’s just spent a month running at a loss to keep the nation ticking along, and in doing so, kept them in the hunt for term two. How ironic is that?

By goodness the industry’s representation has some work to do in the wake of this crisis, both in readiness for the next crisis, and the next term.

Dave McCoid Editor

Collector cards A thousand apologies, I was supposed to fill you all in last month on what was happening with the collector cards. Our intention is still to run the first year’s worth out to its natural conclusion, but it was a cost we could curb the moment Covid-19 upended paradise, so we did.

Dave’s job was to let you all know. Dave didn’t. Bloody Dave!

So, sorry again, and yes, we will run the first set out to its end when things are more normal and predictable.

Thanks so much for all your enquiries about their tenure; they’ve obviously been well received.

I remember when Ed Mansell and Dave Lowe did the Cavalcade postcards. I wrapped them all in coverseal and filled in the gaps between the posters that lined my bedroom. What a thrill it is to think some wee lad or lass has done the same with our collector cards.

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ROAD NOISE NEWS

Best minds required for economic recovery

N

ew Zealand’s Covid19 experience has shown how out of touch some members of our Government are with the businesses that drive the economy, RTF CEO Nick Leggett has said. “This is pretty worrying when we look at the road ahead to some kind of economic recovery once the virus has done its worst globally.”

Leggett cites, among others, Labour MP Deborah Russell pontificating on the shortcomings of small business owners who can’t keep their closed businesses operating in a global pandemic; and Employment Minister Willie Jackson who said nobody would be affected by the lockdown being extended a week.

“Even more tone-deaf, the Greens came out with a proposal to spend $9 billion over 10 years putting fast trains throughout New Zealand. Hundreds of people are becoming unemployed by the day, businesses are going under, our borders are closed, and this is their best solution?”

Like much of New Zealand, the road freight transport industry has a good share of small and medium sized businesses. They have a lot invested in plant and property – their trucks and yards – and every day off the road costs money. The smaller the business, and the longer the days off the road, the more the damage is done.

“All businesses will be to

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New Zealand Trucking

some degree reliant on the Government to stimulate the economy,” said Leggett.

“Given the amount of debt the country will be in, and the hardship facing its people, you want the very best minds on the job and you want their decisions to be based in evidence, not ideology.

“Let’s unpick this fast rail idea. The Greens say: ‘Building rail creates more jobs than building motorways.’ We would like to see the evidence base behind that statement before the country throws away $9 billion on what is essentially a pipe dream.”

Rail will never replace roads, Leggett said. “We need roads – the Covid-19 crisis has shown us that. All those essential goods and essential workers have gotten to where they need to go via roads.

In any crisis, help comes first via roads. Investment in infrastructure to boost the economy must include investment in roads, as well as rail.

“If there is $9 billion left over for a vanity project, it surely still has to measure up in a cost versus benefits equation.”

Leggett quoted the executive director of the New Zealand Initiative, Dr Oliver Hartwich, who told Parliament’s Epidemic Response Select Committee that, ‘What distinguishes a good project from a bad one is that a good project’s benefits are greater than its costs’.

May 2020

“Of course there is no mention of this in the Green Party’s statement about fast electric trains for passengers and freight, including on routes such as ChristchurchAshburton-Timaru.

“On that route alone, much of the freight is food – dairy, meat, fruit and vegetables.

Food needs to travel by road and one journey will always beat the three putting it on a train would take – truck to train, train to station, truck to end destination. Trains don’t go to supermarkets, or dairies, or other food stores.

“As for passengers on that route – let’s take a look at where fast trains already operate, such as Europe.

In the France-Germanythe Netherlands-Belgium grouping, you’ve got a combined population of about 178 million people. New Zealand has just 4.7 million people and the TimaruAshburton-Christchurch grouping has about 460,000 people. The fast trains in that European cluster are fantastic, but they are also expensive.

It is often cheaper to fly the route. So with the huge population base, fast trains

still have to cover their costs, with high ticket prices for passengers.

“Expensive for passengers and not suitable for freight, how exactly is this plan going to help us during one of our worst economic slumps?”

Leggett says the RTF hopes the Government’s Infrastructure Industry Reference Group will recommend investing in critical roads at this time. The RTF has written to that group advocating for three road projects that relate directly to efficient movement of freight in the three major economic regions of New Zealand.

These roads are: • The Petone-Grenada Link in Wellington • The East-West Link between Onehunga and Mt Wellington in Auckland • Selwyn to Timaru highway, four lanes.

“We believe this would better serve our economic rebuild than a very expensive fast rail – which we don’t believe has been properly costed – in a country that doesn’t have the population base to use it.”

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A

fter years without progress, now is the time for critical highway improvements in the Wellington region to finally happen, says the AA. The AA Wellington and Wairarapa districts have called for long-needed upgrades to SH1, SH2 and SH58 in response to the Government’s search for infrastructure projects to help stimulate the economy in the wake of the coronavirus pandemic.

“Several major highways in the Wellington region simply aren’t up to the standard they need to be,” says AA motoring affairs general manager Mike Noon.

“Plans to substantially upgrade SH58, and SH2 in

the Wairarapa, have been struggling to make progress for years, and SH1 north of Otaki has major safety issues.

Now is the time to finally deliver the improvements they need.

“The current situation gives us the opportunity to fasttrack the work that should have happened well before now.”

SH58, and SH1 between Otaki and Levin, have among the highest crash risk of any highways in New Zealand, while SH2 around Masterton has been struggling to cope with growth in that region.

Despite all being part of the Government’s flagship Safe Network Programme, since 2018 there has been little progress in upgrading them with improvements

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like median barriers, wider shoulders, roundabouts and safe passing opportunities.

“Everyone knows what needs to be done on these highways to make them safe and fit for purpose,” says Noon.

“The recovery from the current crisis gives us the chance to take a big step forward in the safety and quality of roads right around the country. The Government cannot afford to miss the opportunity to finally deliver some of these long-needed transport projects in the Wellington region.”

The key projects the Wellington and Wairarapa AA districts are urging the Government to push go on are: • Fast-tracking SH58 safety

improvements • SH1 safety improvements between Manakau and Ohau • SH2 Carterton to Masterton intersection upgrades • SH2 upgrade at Mount Bruce • SH2 upgrade between Upper Hutt and Te Marua • SH53 Waihenga Bridge replacement • Advance planning and design for second Mt Victoria tunnel.

Other AA districts around the country have identified similarly needed local transport projects, while at a national level the AA has urged the Government to supercharge investment in key areas of road safety and maintenance.

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ROAD NOISE NEWS

Urgent clarity needed on Transmission Gully

T

0520-36

he RTF has called for urgent clarity on the completion date for construction of the Transmission Gully motorway north of Wellington.

“I understand that the Government’s lockdown of New Zealand meant that no further work could be done on this motorway for those five weeks,” Road Transport Forum chief executive Nick Leggett said. “But I am really concerned that I have been contacted in the past week, since level 3 came into force, by a number of people associated with the build, saying that contracting equipment has been removed from the site and worker numbers have been cut. They have also suggested the

budget has been cut and the timeline has been extended two years.

“This is a vital piece of public infrastructure and at a time the Government is promising to invest in infrastructure big time, it worries me that people associated with Transmission Gully are in the dark and coming to me for answers.

People might be able to accept delays because of Covid-19, but only if the information is upfront and honest.”

Leggett said in the final straight of construction of such a large project, which was due to be completed by the end of this year, it is worrying to hear that contracts for supply and

equipment have been cut, and workforce numbers reduced.

“The concern for New Zealanders is that this is the biggest active road construction project on the Government’s horizon. The Government has signalled it wants to heavily invest in infrastructure projects, including roads, to stimulate the economic damage done

by Covid-19. However, if

Transmission Gully can’t be completed due to labour and budgetary issues, it undermines confidence in the Government’s ability to deliver on any other infrastructure projects.

“Transmission Gully is a much anticipated and key piece of motorway for the economic development of the lower North Island. We need answers now on what is happening with the project.”

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ROAD NOISE NEWS

One of the new 8x4 Shogun FS2536 Super Low evaluation models that have been road-tested in New Zealand over the past six months.

New Shogun breaks cover

C

ome June, local operators will be able to buy an improved Fuso Shogun, which has received a range of updates engineered to lower running costs and improve performance in specialist freight applications.

The new models represent a ‘planned evolution’ of the Shogun line-up, bridging the gap between Fuso’s 208kW (280hp) Fighter and 11-litre 298kW (400hp) Shogun ranges with the introduction of a highly efficient, low-emission 8-litre 270kW (360hp)/1400Nm OM936 engine, said Fuso New Zealand managing director Kurtis Andrews.

The range will consist of four new models: the FU2536 6x2, FV2536 6x4, FS2536 8x4, and FS2540 8x4. The two 8x4

12

New Zealand Trucking

models represent a first for any Japanese truck, being Super Low 844mm-high chassis options with 19.5” wheels and front and rear air suspension.

They are also the first-ever new Japanese trucks with front and rear air suspension available in New Zealand.

Fuso boasts that the new 8x4 Shogun Super Low weighs more than 1.1 tonnes less than existing 460hp 8x4 models, greatly benefitting payload ability.

The FU2536 and FV2536 get a new 8-bag rear air suspension design. The two 8x4 Super Low FS2536 and FS2540 models are fitted with front and rear 4-bag trailing arm air-suspension. All models include the full complement of advanced safety features that come as standard across the May 2020

Shogun range.

All the new Shogun models are equipped with ride height control, which can be operated in the cab or remotely for added convenience at different loading docks. The 6x4 has a limited slip diff on both drive axles for greater traction, such as a crane truck moving on and off a work site.

The new 8-litre engine is paired with the intelligent ShiftPilot automated manual transmission found across the Shogun range. It’s quite an advanced unit, featuring the likes of an exhaust camshaft actuated by a variable camshaft phaser (VCP), twostage turbocharging and an electronically controlled water pump.

AdBlue SCR conversion reduces AdBlue consumption

to between 2% and 2.5% of fuel consumption, while robust construction of components reduces wear and tear for enhanced longevity.

“These four trucks represent a significant addition to our range, providing tailored solutions for specialist delivery applications and strengthening our Shogun line-up to 13 models,” said Andrews.

Three evaluation trucks have been extensively roadtested over 120,000km in New Zealand for the past six months in both linehaul general freight and lowloader configuration. Fuso New Zealand says operator feedback was extremely positive, with reports indicating significant fuel savings and noticeably improved ride stability and comfort.

WWW.GOCLEAR.CO.NZ

This is Japan’s most advanced truck.

The new FUSO Shogun sets new standards in efficiency, comfort and safety.

— Efficiency The new 10.7 litre engine is available with 400 or 460 horsepower and, coupled with the new 12-speed ShiftPilot transmission, gives effortless power that is tailor-made for New Zealand conditions. The OM470 engine is more efficient, giving less fuel consumption and extended oil change intervals.

— Comfort The new Daimler-inspired seat has an integrated seatbelt and improved ergonomic cushioning. Add to this easy-to-use steering wheel switches and a new Silent Cabin Package and you get unprecedented levels of driver comfort.

— Safety Shogun’s new advanced safety features are based on world-class Daimler technology and take trucking safety to a new level. Shogun is fitted with Active Attention Assist - a driver monitoring system using an infrared camera which monitors the driver’s face and eye closure. It also features Active Emergency Braking, Lane Departure Warning and Adaptive Cruise Control.

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ROAD NOISE NEWS

Announcing Scania Finance New Zealand

S

cania New Zealand has announced a new business offering, Scania Finance New Zealand.

An extension of what has been available in Australia with Scania, Scania Finance New Zealand presents a tailored financing opportunity for Scania’s local clients.

“This is an exciting development as we look to grow our customer’s businesses together,” says Scania New Zealand sales director, Deon Stephens. “It represents much more than

just offering finance on a truck – it’s about being a trusted adviser to our customers.

“It’s also about knowing we have the tools in the toolbox to support our customers within the transport industry and offering them solutions to help their businesses remain profitable and unlock their potential.”

Wayne Thomason, national sales manager for Scania Finance Australia and New Zealand, says opening this finance business in New Zealand means being able to help finance more Kiwi drivers

into the seat of their next Scania.

“This includes creating new roles of our business development managers.

Having them on the ground working directly with our customers to help fund their new Scania plus the trailer that runs with that vehicle.”

Two new business development managers will begin their Scania Finance roles this month – based in Auckland and Christchurch – and work closely with the Scania sales team.

Deon Stephens, Scania New Zealand sales director.

National sales manager for Scania Finance Australia and New Zealand, Wayne Thomason.

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WWW.GOCLEAR.CO.NZ Emissions report shows progress, and the work ahead

I

n response to the release of the latest annual inventory of New Zealand’s greenhouse gases, Climate Change minister James Shaw has said the report gives the most up-to-date picture of how much New Zealand still has to do to solve climate change.

Net emissions fell by 3 percent in 2018 compared with 2017 levels. Gross emissions in 2018 decreased by 1 percent on 2017 levels.

However, between 1990 and 2018, gross emissions increased by 24 percent.

Measures introduced by this Government to help drive down emissions include the Zero Carbon Act; the creation of the Climate Change Commission; reform of the Emissions Trading Scheme;

the first set of emissions budgets; billions of dollars invested in rail, light rail, buses, walking and cycling infrastructure; a Joint Action Plan for Primary Sector Emissions; the Billion Trees programme; and the end of new offshore fossil fuel exploration.

“When we look at the pathway to zero net emissions by 2050, there are two things that stand out from this report – firstly, we have a long way to go, but secondly, that the scale of what is required goes beyond what current policies will achieve,” Shaw said.

The report does not show what impact the Covid19 outbreak has had on New Zealand’s emissions.

However, the fact economic growth increased by 3.2

percent from 2017-18 – the same period emissions fell – suggests it is possible to ally the post-Covid-19 economic recovery with measures to solve climate change.

“We have an opportunity to change the quality of our economic growth and reduce its impact on the climate.

Our goal is to transition to a net-zero carbon economy in a way that gives people good job opportunities and certainty about how they will provide for their families,” Shaw said.

The New Zealand Greenhouse Gas Inventory tracks human-generated emissions and removals that have occurred in New Zealand since 1990. It covers carbon dioxide, methane, nitrous oxide and fluorinated

gases.

The Inventory is one of New Zealand’s mandatory reporting obligations under the UNFCCC and the Kyoto Protocol. It takes about 15 months to collect and analyse the data for each year and prepare it for publication, therefore the effects of the Covid-19 outbreak on emissions won’t be fully known until the inventory submission published in 2022.

In 2018, the agriculture and energy sectors were the two largest contributors to New Zealand’s greenhouse gas emissions, at 48 and 41 percent respectively.

Increases in emissions from dairy cattle and road transport remain the largest contributors to the growth in emissions since 1990.

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ROAD NOISE NEWS

Martin Daum, Daimler Truck chairman (left) and Martin Lundstedt, Volvo Group president and CEO.

New head of MercedesBenz Trucks

K

arin Rådström has been appointed as member of the board of management, Daimler Truck AG, responsible for MercedesBenz Trucks as of 1 May 2021.

She succeeds Stefan Buchner, who has decided to retire after more than 30 years at the company as announced earlier this year.

“We are very pleased to welcome Karin to our global leadership team. She has a wealth of international experience in the commercial vehicles industry and a proven track record in shaping a customer focused sales organisation and brand experience,” said Martin Daum, chairman of the board of management Daimler Truck AG and member of the board of management of Daimler AG. Rådström joins Daimler Trucks from Scania, where she has been a member of the executive board, responsible for sales and marketing, since 2019.

Sweden-born Rådström started at Scania as a trainee in 2004 after graduating with a Master of Engineering in Industrial Management from the Royal Institute of Technology in Stockholm.

Since 2007, she has held various managerial positions within Scania’s sales and service organisation, including the head of the company’s bus and coach business as well as starting up the connected vehicle business.

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New Zealand Trucking

Daimler Truck AG, Volvo Group plan joint venture on hydrogen fuel systems

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lobal truck manufacturers Daimler Truck AG and Volvo Group have reached a preliminary agreement on a joint venture to develop, produce and commercialise fuel cell systems in heavy-duty vehicles by the second half of the decade.

The joint venture will operate as an independent and autonomous entity, with Daimler and Volvo continuing to be competitors in all other areas of business. Daimler will consolidate all of its current fuel cell activities in the joint venture, and Volvo Group will acquire 50% in the joint venture for €0.6 billion.

The goal is for both companies to offer heavyduty vehicles with fuel cells for demanding long haul applications in series production in the second half of the decade. In addition, other automotive and nonautomotive use cases are part of the new joint effort’s scope.

“Transport and logistics keep the world moving, and the need for transport will continue to grow,” says Daimler Truck chairman Martin Daum. “Truly CO2neutral transport can be

May 2020

accomplished through electric drive trains with energy coming either from batteries or by converting hydrogen on board into electricity. For trucks to cope with heavy loads and long distances, fuel cells are one important answer and a technology where Daimler has built up significant expertise through its Mercedes-Benz fuel cell unit over the last two decades. This joint initiative with the Volvo Group is a milestone in bringing fuel cell powered trucks and buses onto our roads.”

Volvo Group president and CEO Martin Lundstedt says electrification of road transport is a key element in delivering the so called Green Deal, a carbon neutral Europe and ultimately a carbon neutral world.

“Using hydrogen as a carrier of green electricity to power electric trucks in long-haul operations is one important part of the puzzle, and a complement to battery electric vehicles and renewable fuels.

Combining the Volvo Group and Daimler’s experience in this area to accelerate the rate of development is good both for our customers and for society as a whole. By

forming this joint venture, we are clearly showing that we believe in hydrogen fuel cells for commercial vehicles.

But for this vision to become reality, other companies and institutions also need to support and contribute to this development, not least in order to establish the fuel infrastructure needed.”

To enable the joint venture, Daimler Trucks is bringing together all group-wide fuel cell activities in a new Daimler Truck fuel cell unit.

Part of this bundling of activities is the allocation of the operations of ‘MercedesBenz Fuel Cell GmbH’, which has longstanding experience in the development of fuel cell and hydrogen storage systems for various vehicle applications, to Daimler Truck AG. The joint venture will include the operations in Nabern/Germany (currently headquarters of the Mercedes-Benz Fuel Cell GmbH) with production facilities in Germany and Canada.

The signed preliminary agreement is non-binding. A final agreement is expected

by Q3 and closing before year-end 2020.

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ROAD NOISE NEWS

New Zealand Trucking and Dr Tom join forces for the good of truckers

N

For the good of everyone, get going, it’s free!

ew Zealand Trucking magazine has sponsored the cost of Dr Tom Mulholland’s KYND (Know Your Numbers Dashboard) mobile application, available to everyone in the trucking industry using our NZTRUCKMAG code, and Dr Tom along with Marsh Insurance have kindly sponsored the monthly fee.

KYND is a mobile phone app developed by New Zealand doctors and psychologists to measure, monitor and manage your health and wellbeing. KYND has three sections, BODY, MIND and LIFE. Fill out the

questions and receive a traffic light, a score, and videos/ advice from top New Zealand clinicians relevant to your status.

“For the past five years I have been trucking around New Zealand in my retro Chevy ambulance doing medical WoFs and CoFs on you, your friends, and families, all thanks to our great sponsors,” said Dr Tom. “So how is ‘your’ current warrant going? Don’t get a CoF? Stick to the rules, stay safe and drive safe. If you want to see how well you are doing, or how vulnerable you may be, download our KYND app and use the NZTRUCKMAG code to access. And be kind. Get your mates to do it as well … and your family.”

0520-30

"I would like to thank all who kept our country in motion during the level 4 lockdown. Like LCJ Truck & Mechanical from Tauranga mitigating social distancing while working on a job site with an excavator."

KYND has a strict privacy policy, meaning no organisation or third party can view your individual data. Data from the industry is collated into an industry dashboard, essentially giving the industry itself a health check.

“It’s our intention going forward to display the industry data as part of our Business of Trucking monthly industry insights,” said New Zealand Trucking magazine editor Dave McCoid. “Yes, it’s an honesty box tool, largely based on self-assessment, but if honesty doesn’t start with yourself, then no one wins, be it you, your family, your community, or your industry. In fact, I challenge you to share your answers with your nearest and dearest

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Have the conversations that need to be had.”

New Zealand Trucking Media will be prompting you each month to update your dashboard, and will also provide links to some of Dr Tom’s great public talks.

Dr Tom has also agreed to help with content from time to time.

“I’ve downloaded the app and got under way,” said Dave. “There were a few ambers so I’ve got some things to work on. It takes about 15 minutes for the initial download, completing the first round of data collection, and answering your first round of quizzes. If you don’t think you have time, or don’t think you want to, there’s your first red light! My suggestion is get going, if not for you, then for those who want you to stick around for a while yet.”

New Zealand Trucking partners with The Safety Warehouse

N

ew Zealand Trucking magazine has partnered with the team at The Safety Warehouse to secure our readers a 20% discount on all PPE gear.

All you have to do is shop on The Safety Warehouse website and simply add the coupon code NZTrucking (no spaces) in the checkout area to receive the 20% discount.

“Anything truckers may need is all readily available.

We have two warehouses, in Melbourne and Perth, holding

over $240 million of stock ready for overnight delivery to Auckland,” says Andrew Thorn, founder and director, The Safety Warehouse.

“The biggest thing for us right now, through our partnership with New Zealand Trucking magazine, is to give truckies, or anyone such as those in civil works, access to what they need – with no ridiculous terms, at near trade rates, in a retail structure.”

Thorn says the PPE industry is struggling to keep up with demand at the

moment and the company has imported millions of masks, gloves and bottles of sanitiser, from countries including Australia, the UK and US. “We have brought in 150,000 masks for the retail market,” he says.

“Keeping our transport community safe is imperative.

If we can play a small part by securing our readers better pricing on some excellent products, that is the least we can do,” says New Zealand Trucking’s Matt Smith.

SCAN TO SHOP N OW

New Zealand Trucking

May 2020

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ROAD NOISE NEWS

World’s largest green hydrogen production

T

he MULTIPLHY high-temperature electrolyser will be the first multimegawatt device of its kind in the world, producing up to 60kg per hour of green hydrogen. Built by a consortium of six companies, it will be constructed on the site of the renewable fuel refinery of the Finnish company Neste in Rotterdam, which will use the produced hydrogen directly in operation.

The construction of the Sunfire-controlled electrolyser will begin in 2021, and production is expected to start by mid-2022. The connected R&D will also include the possibility of increasing the

cell’s performance up to 100MW in the future.

“The European Union’s objectives of carbon neutrality are a huge challenge not only in the energy sector but also in the transport sector. Green hydrogen from renewable sources is one of the key solutions. The MULTYPLHY project is an important technological step in the transition to high-temperature electrolysers with hundreds of megawatts of power,” says NF Aldag, CFO and Sunfire founder.

In addition to Sunfire’s German clean-tech and Neste’s Finnish renewable products company, the French energy company Engie and

the Luxembourg engineering company Paul Wurth are also involved in the project.

Everything is under the umbrella of the French public research organisation CEA, which focuses among other things on the coordination of international projects in the field of clean technologies.

The MULTIPLHY Electrolyser Construction Project received €6.9 million (NZ$12.4 million) from the Horizon 2020 European Fuel Cells and Hydrogen Program (FCH 2-JU), with additional funding from France, Germany, Finland and Luxembourg. The total value of the MULTIPHLY project is approximately €10 million (NZ$18 million).

Sunfire specialises in environmentally friendly production of energy and energy products such as green hydrogen, synthetic gases and fuels. In addition to numerous joint projects, Sunfire is also involved in the development of the so-called co-electrolyser on an industrial scale. It captures CO2 directly from the air and converts it into synthetic gas: a mixture of hydrogen and carbon monoxide (CO) called Syngas, using water (in the form of water vapor) and electricity from renewable sources.

Syngas can be further processed into synthetic fuels such as e-kerosene or e-diesel.

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Retro test

It’s a small blue box, and there’s a dog along for the ride, but this is no Dr Who Tardis – this is a true time machine, one that stirs the blood of its occupants, and everyone within a kilometre who has memories of a world less complicated!

G

od bless the 80s and early 90s!

Trucks were ‘grunty’, people wanted to drive them, the goal was productivity, kids learned via ‘do as I do’, most workers had jobs they were proud of, and if you ate bats or other weird mammals, you kept it to yourself. While so much has been gained in the intervening years, maybe more has been lost.

Oh, the joy then when one Mark Amer offered up his precious blue 1994 Mack Super Liner MK II for a Retro Test.

Readers will remember

22

New Zealand Trucking

May 2020

last August we tested Mark’s Mack Trident, his frontline work-a-day truck. It was then he offered the Super Liner to us for this excursion. When the microbe shut the world down we thought ‘that’s different, why not make the May issue different altogether, and put a truck on the cover that will take us back to a less ‘batty’ time, and allow us all to forget about the now. Why not elevate Retro 3 to the top of the pops. Let’s do it!’

Mark, or Magpie as he’s better known to us all, is one of the most generous souls you could imagine. A hard, uncompromising, principled

exterior, never afraid to offer an unbridled opinion, and a willing giver of his time and machinery for the enjoyment of those who get ‘it’, understand ‘it’, who lived ‘it’.

Maybe it’s simply someone who needs their life made better via an exhilarating ride, or a charity event; whatever it is, if you can put a smile on the dial with a truck, Magpie won’t be far away. You could say he’s a typical trucker of his era.

What a fetching bonnet It is and always will be one of the great bonnets. Take an

WWW.GOCLEAR.CO.NZ

A truly exhilarating sight on the early morning expressway.

Story by Dave McCoid

Photos and video by Gavin Myers, Carl Kirkbeck, Izaak Kirkbeck and Dave McCoid

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R Model cab and put a huge fibreglass cube in front, one that’ll accommodate anything you put underneath it.

Yet there’s such a fine line between pleasure and pain.

Take the RB Mack, released here in the early 90s as the NZ-made stopgap between two of the world’s prettiest trucks, the R Model and the CH. It was intended to address some of the R Model’s shortcomings, particularly in the area of turning circle, and MTD obviously thought applying the proven square bonnet success formula would be a winner. A smaller square bonnet in front of the R Model shed would surely have the same glorious appeal as its big brother… Bah! Wrong!

A utilitarian place of work. Highly functional and easy as hell to operate, but in terms of creature amenities the old shed had certainly run its race by the time the CH and CL came along.

24

New Zealand Trucking

May 2020

Ugly truckling!

But no, not the Super Liner, it is indeed a super, glorious, majestic, and cool thing in every way. Looking at that snout from the outside, or out across it from the inside, is a wondrous experience. The Super Liner is one of those trucks that makes a second glance from even the most diehard opposer of diesel and dust impossible to resist. And of course most Super Liners announced their arrival via the thump thump thump of the 16-litre V8 engine that vied with the snout as the model’s dominant signature.

The Dog’s biscuits Mark Amer Transport, Mack Super Liner MK II. A 1994 model, the second-to-last

WWW.GOCLEAR.CO.NZ Four on the left, and four on the right.

A great way to orientate internal combustion.

genuine Super Liner ever sold in Aotearoa, possibly the world, as we understand New Zealand was the last country to sell the Super Liner new.

A 16.4-litre EN-525 V8 with power stats of 391kW (525hp) at a lively 1900rpm, and 2270Nm (1657lb/ft) of torque at 1300rpm, a very different rev band from the down-speed engines of today. Behind the 8-pot popper is Mack’s 18-speed T2180 box of cogs, a lovely mechanism in the bonneted trucks, not always so in the Ultra Liner, especially if you let things get feral in the upkeep department. Out back is a Mack 44,000lb rear end (that’s how we said it back in the day … pounds) on the company’s legendary

Camelback suspension.

Front suspension is multi-leaf springs and shocks.

The great thing about this truck is it’s no ‘look but don’t touch’ hermetically sealed jewel. As Mark himself says, it’s a working restoration.

“It’s tidy, but it’s not concours by any stretch, it’s meant to be used and enjoyed.”

And use it he has. There was a month gap last year between the old Trident’s retirement and the new one’s commissioning. For most single-truck operators that would either be a month of stress and pacing the hall, or a rental account. Not so Magpie. Select ‘up’ on the switch that opens the roller door the Super Liner lives

Had to be done. Ready, set, go!

New Zealand Trucking

May 2020

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behind, kick ‘Big Blue’ in the guts, grab a log B-train, and ‘Hi ho, hi ho…”

“I had a ball!” said Magpie.

“I did 14,000 trouble-free kilometres in a month. I was

deaf at the end of it, but I had a ball. She’s a 525 on paper, but she’s closer to 600. It goes every bit as good, if not a little better, than the Trident.”

A true start To revisit an old chestnut, if you investigated most OEMs you’d find the bell curve of expertise comprised engineers, science graduates,

and business scholars, yet truck driving itself is pure art.

Trucking is a sub culture, the craft itself an art form both in operation and the message sent: it has to be, if it wasn’t,

One of trucking’s most magnificent sights.

26

New Zealand Trucking

May 2020

WWW.GOCLEAR.CO.NZ Dropping into the Rakia Gorge, the Dynatard sounding its glorious note across the abyss, a must-do even though the actions don’t quite live up to the fanfare.

WATC H TH E VID EO IN T H E D IG ITA L E D IT ION

the demand for services from the likes of Messrs Caulfield, Mannington, Geddes, Stanley, and Malcolm would be nonexistent, we’d all just drive grey-cabbed drab ‘nothings’

in a drab grey world.

Humans are emotional creatures and for better or worse, you’ll always get the biggest bang for your buck out of them via emotive

stimulus. How ridiculous is it that we tell our kids to follow their passion, and then allow accountants to determine their success … lunacy.

Today’s trucks are bigger and stronger than ever, yet broadly speaking their sterility often invokes all the passion of an uncooked pikelet. Why has Camo in last month’s top truck spent money preserving the famous Scania V8 note?

He’s done it so he can connect emotionally to his machine.

Starting a truck would be a supreme example. Who remembers the time when the sight of a Mack, shut down and parked on the side of the road, had you loitering around until the driver came back just so you could hear the scream of the air start? Nowadays a Super Liner 685 starts with all the excitement of a librarian’s siesta.

Not this day, hombres! We were back in ’94 and we knew exactly that one more degree of twist on the ignition key would ignite the unmistakable howl of the big Mack’s air start, and the commencing of a magnificent day. It also rendered Sunday sleep-in for anyone within a 200m radius, over!

Of course what the air start gave in terms of adrenalin and excitement it took away in terms of fear and apprehension. You only got a certain number of goes at getting the show on the road so to speak, and many of us have felt the life drain from both us and the truck on a bitter frosty morning and commenced the trudge to the workshop and the portable compressor waiting patiently in the corner.

Out for ‘strop!’

First task of the day was to track Magpie on an epic drive up around Evans Pass from Lyttelton and then back through Sumner and Redcliffs. It was all hands on deck for the collection of some epic footage for both

his archives and ours. In no time at all though it was our turn to breast the driving compartment.

Having had a regroup at the truck’s shed in Hornby following the morning sojourn, we cut out in a westerly direction. From Christchurch across the plains of Canterbury, via Darfield and some quieter roads prior to arrival in Colgate. From there it was on to the Rakaia Gorge Bridge, Methven, before rejoining SH1 at the Rakaia township and heading back to the Garden City.

The Super Liner had a load of cobbles on courtesy of Austin Transport Services Ltd – a huge shout-out to them – and all-up we probably tipped the scales somewhere around 38 tonne.

Obviously the first and most impactful impression is the view out through the screen across the expanse of fibreglass. The irony that exists around many trucks of this era is they are incredibly easy to place on the road compared with the slopingnosed successors that followed them, with bonnets you knew were there, but with less well-defined boundaries.

What an easy old truck it was to drive through the city.

The steering was light, as was the clutch, and she just slipped effortlessly in and out of gear. With gobs of power and torque, changing gear was often a choice rather than a requirement. Even rolling in that evening along the road construction nightmare between Rolleston and Christchurch, trapped in an endless line of traffic, it was easy-peasy driving.

Out of town, we stormed along in the super dog with an enthusiasm that comes with this genre of machine.

There’s no down-speeding or overly short-shifting, giving the impression of lethargy that haunts so many modern trucks; the Super Liner is all about ‘give it the berries’.

It wants to get whatever’s

New Zealand Trucking

May 2020

27

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... on its back delivered, and make the whole experience as entertaining as possible.

Imagine your rural mail van, a Japanese 1.8-litre under the floor, then one day you decide to chuck a 350 cubic inch V8 in there instead. Would delivering the mail ever be the same? No, it would not. Well, that’s this truck!

‘How was work dear?’

‘Epic!’

Economy? Fuel burn? The answer to that is the economy is what trucks like this built, and fuel is what they burned to do it.

Of course we paid the usual homage to our dear, late mate, John Murphy. Those who knew him knew he never went on an outing without consuming at least one pepper steak pie, so that was Darfield.

Captain K (Carl Kirkbeck) was first at the wheel. He’s one of those types who longs for the middle-age bald spot, so drives with the seat squab about three inches from the roof, peering under the visor in order to see out, the old bonce rubbing on the ceiling.

“I was always amazed when the MH (Ultra Liner) was released,” I said to the Captain. “At last Mack had a truck you could drive from a nice, low, kicked-back position with the steering wheel tilted like a big Scania, yet half the people set them

up like the Cruise Liner or FR they’d had; pumped up seat, flat wheel. Bewildering.”

Captain K fully embraced the school of hard rocks demographic, not that the Super Liner comes even close to being able to replicate the Ultra’s lovely setup options, but the seat can certainly be released, and life can be a lot more ‘floaty’. The trick in the 8x4 day cab Ultra Liner was finding that fine line between bashing your head and bottoming out, but not so here. This is a bonneted US truck with a ridiculously narrow cab so you’re sitting almost midships. That equals a great ride. She’s a lovely old bucket to trundle along in.

“This is it,” says the Captain. “This is where the seat has to be.” The cab fills with banter and laughter.

“You go big fella, you go. I’ll tell you what’s coming just in case you can’t see under the visor.”

A cab for old times There’s no question that by the time the last R Model, RB, and Super Liner rolled out of the showrooms here in the 80s and 90s, that cab had well and truly done its dash, in fact well beyond its dash. Actually, truth be known, even then the world had forgotten its dash ever existed. It’s a tiny, noisy, storage-less, space and it’s

amazing to think how many drivers lived away from home for days on end in a cab that offered very little beyond controlling the machine. On that front however, it was one of the coolest cabs ever. The shed on the Super Liner is the last iteration with the 2-gauge binnacle, the 3-gauge set to the right, and the gargantuan, glorious wrap that means even weeman could reach the farthest switch with no effort. In fact, sitting at the helm, wee-man could probably even reach the handle and lock the passenger door.

Major things like cigarette lighter, brake valves, engine stop, ignition switch, and throttle follow a horizontal line that runs right across the bottom of the wrap, and along under the binnacle.

The pyrometer is the size of the tachometer; they always were, because this truck is from an era where many people understood what the gauges were telling them, and drove accordingly. Nowadays, gauges are often an album for your bezel collection.

The ‘la la’ – as we called the wireless in the day – is in the overhead, and superfluous crap like the heater is tucked away down under the dash.

Front and centre in the roof is a manually operated climate controller. It works via an ingenious system that

SE E T H E GA L L E RY I N T H E D I G I TA L E D I TON

rewarded drivers for improved productivity by increasing their comfort … if you want more air in the cab, go faster. See, it was all about productivity back then.

Visibility is surprisingly good, as long as you

The place Magpie goes to forget about stuff.

Everyone’s happily walking their dog.

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May 2020

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remember there might be a Hillman Imp between the road you can see and the bumper.

Because safety was based on not hitting anything in the first place, the roof’s design brief back then was all about keeping the weather out, not

supporting the weight of the chassis beneath it. As such the A pillars are absurdly thin and even with jungle-gym mirror brackets and high-rise cleaner intakes, left and right clearance is actually not at all bad.

Window winders are manual, and as we alluded to above, both right and left are easily reached from the driving compartment.

The cab is not a quiet place, but it has to be said the V8 makes such a beautiful

noise. If you’re from the era, you’d happily spend a working week aboard far more easily than an old 6-cylinder, say a Maxidyne with a turbo whistle on spoolup that repelled every dog within a kilometre aside from

Magpie opens the Super Liner’s lungs on Evan’s Pass.

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“The 18-speed is a delight and is really the conductor’s wand, determining which symphony you want the 8-piece orchestra under the bonnet to play.”

the one on the bonnet. Maybe that’s why old Macks pulled so well on a weight to power basis – the dog was trying to run from the shrill whistle!

It’s a low truck, access is superbly easy, again, as long as you remember the old Mackism of the mirror brackets fouling the air cleaners, 40° is it pretty much the opening. Imagine being thrust back to 1989 and asking for a hazard awareness form, or corrective action request, so you could bring the door’s operational shortcomings to your boss’ attention. It’s safe to say you’d probably have been ‘marginalised’.

Don’t you ever let a chance go by, oh Lord!

A highly appropriate song lyric given you’re in temporary possession of a blue Mack Super Liner on the Canterbury Plains. What’s the first thing that springs

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to mind? On the day it was the golden opportunity to have an amateur’s crack at John Kelly’s famous YouTube clip where he lifts off from a standing start in the MiniMe Mack Super Liner V8.

“We have a big blue Mack and a long straight road, Carl. There’s one thing we absolutely have to do!” Ours was a far more docile affair, probably because we didn’t have a ‘squillion’ tonne crane on the back, but man, talk about live the dream, LOL. So, there we were, glorious sun, on the plains, a gleaming Mack that just wanted the doors driven off it. Throw it a bone, and off it went, just like a true Bulldog, excited, snorting, burping, frothing, farting. It would have been a chiropractor’s dream - not us, no no - to have followed us around offering to realign the necks of those who spun too quickly as the Mack passed.

Kids of all ages wave at this May 2020

thing. Take the old geezer on the Rakaia Gorge Bridge who took a moment from videoing the river and instead followed the Mack up the hill with his iPad fixed on the big blue dog. We just know he’d have killed for a strop back to Christchurch.

We love trucks like this.

It steers superbly well even along the herringgutted rural lanes, it brakes so surefootedly, and throttle response … oh my goodness. There’s no ‘You want me to go? Hang on, I’ll just see if that’s allowed’.

No, it’s ‘You want me to go?

Buckle up sister and hang on!’

“Having this and the Trident is like having a brand new Mustang and a ’68 or something,” said Magpie.

“It rattles and bangs and is noisy but gives back so much more.” He’s so right.

Of course, the thing that probably dates the driving experience most is the angle

and position of the steering wheel.

“When I’m driving trucks like this I always think ‘this was made by the same nation who put a man on the moon’,” I laughed. “And they built this steering setup? A quarter of the century after the moon landing even?

There was obviously no drugtesting in the design suites and manufacturing divisions back then.”

It’s a giant wheel, orientated pretty much in a horizontal disc. Unless you are 6’7” you’re never going to have the arm length to drive it at 10 past 10 without the seat positioned so far forward that the steering wheel is rubbing on your stomach. It’s far more lefthand on a spoke, and the right at about four or five o’clock, with the elbow on the door sill. That is the blissful state.

The 18-speed is a delight and is really the conductor’s

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ACKNOWLEDGEMENTS A huge thanks to Mark ‘Magpie’ Amer for the use of the Mack for Retro Test 3. An unforgettable day and unforgettable generosity.

Thanks to Austin Transport Services Ltd for the load on the day.

Note to readers: The article and video were compiled prior to level 4 lockdown.

wand, determining which symphony you want the 8-piece orchestra under the bonnet to play. Will it be the rumble of timpani drums at lower revs, or the upper tones, whistles and a bit more snare at around 1850 – 1900rpm?

Although it makes a cool as hell sound in the V8, the Achilles heel of the Mack was always the poor old Dynatard engine brake. The standard joke back in the day was you got more holdback holding your cap out the driver’s window. It was never invited to the same parties as the Jacobs, or Cat’s brake saver. Obviously, Mack offered the Voith retarder as an option, but it was an addon that came with its own compromises. The Jacobs was the undisputed king of affordable descending and retardation back then as the PTSD signs on the approaches to most towns today will remind you.

At least the V8 got you to the top ahead of the field, as evidenced by the pull up from the Rakaia Gorge Bridge, the Super Liner easily holding the high range and not dropping below 1500rpm. We wished the hill had just gone on and on and on.

Damn that was good!

All too soon we were back on SH1 at Rakaia. A brief pause to collect some thoughts and discuss the day’s high points; essentially every minute since about 7am.

We discuss the size difference between the trucks of today and yesteryear. The Super Liner’s not dwarfed by the Trident, but it’s a shock when you seem them sideby-side. Try parking a K124 alongside a K200, a G88 beside an FH16. Just like granddad and the difference between him now and the beast of a man in hay paddock photos of half a century ago,

our giants of the highways appear to have shrunk.

Likewise, the power. A 525hp truck wouldn’t even raise the eyebrow of anyone in today’s trucking fraternity. Mark’s Trident is 535hp, and develops 245lb/ft more torque than the Super Liner, yet mention a V8 Super Liner amidst a gathering of today’s groupies and their eyes will likely light up, and words like ‘awesome’, ‘beast’, and ‘what a sound’ instantly spout forth. Like many things in life, it’s not the product, it’s the delivery. And how ironic is it that at a time when trucks are more powerful and capable than they’ve ever been, the Beehive is crying about low productivity. What’s happened? We’ve cocked something up.

With the sun at our backs we climb aboard one more time, dip the clutch. A feathery enquiry on the gear lever and we detect the ‘clink, clink, clink’ as the clutch brake brings the troops below

the floor back to attention, then a gentle … ‘clunk!’, he’s in gear, he’s ready.

“Langley, we are clear for lift-off.”

Gently you raise the left leg, and wait … the engine note drops ‘thud thud … thud’ as the cobbles on the trailer do their best to intimidate the dog on the bonnet. But then, all of a sudden, the Bulldog sees his stick in the distance and all hell breaks loose. Like the engine startup this morning, the Sunday afternoon naps of these lovely Cantabrian people are over!

The stacks bark at the empty sky, and the bonnet lifts every time a gear is changed as the tach hits max power at 1900rpm. The temperature gauges were all motionless.

He was not working, he was having as much fun as we were, and it was well and truly us who determined when the pull was reined in. He’d just keep going forever … and here’s hoping he does!

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DRIVEN TO SUCCEED

FREE SPIRIT AND A FREIGHTLINER

There’s no magic formula for determining if something will make a good story. In the case of Jess Mead, however, there’s a unique trifecta: she’s a young, female owner-driver who just so happens to have snapped up one of the last 110” Raised Roof Argosys to be sold off the floor in New Zealand.

WWW.GOCLEAR.CO.NZ Story and photos by Gavin Myers

I

“

It may be at the end of its life, but the Argosy still cuts a distinctive figure.

like to fly under the radar,” says Jess Mead, “but it’s kind of difficult being a bit ‘out there’.” Purple highlighted hair, bold tattoos and a shiny new 110” Argosy will put you ‘out there’, that’s for sure.

Spending a few hours with Jess and her new truck, I’d say ‘free-spirited’ is more apt for this Matamata native. Jess now calls Tauranga home, “or the truck – wherever…”

That’s no throwaway comment. Jess lives for the road and has no issue living in her cab (which she’s made a little more comfortable with a few choice upgrades, but more on that later).

“When you’ve got a mortgage on a truck you might as well live in it,” she says with a smile, explaining that the open road is her happy place. She’s a real petrolhead too, with diesel in her veins.

“I’ve been into motors my whole life.

When I was about 10 years old Dad and I went to the Beach Hop and there was an old XR station wagon for sale.

We bought it and fixed it up. I couldn’t do much mechanically, but I could sand back the paint and make sure all the nuts and bolts were cleaned so they could go get chromed.”

So what put the diesel into her veins and steered her towards the heavy stuff? “The main thing that got me into trucks was the fact that I love driving. I used to drive from Matamata to Whangarei to work at McDonald’s for four hours, and then drive back.

I’ve always loved driving; it’s my happy place, where I’m most comfortable. I wanted to do it for myself but also to prove to everyone that I could do it. It’s not a job to me, never has been, and it’s even cooler when you can drive your own truck and make your own money.”

While she started driving at the age of 24, in truth, Jess’s journey into trucking really started at the age of 14. “I was working in a service station and I said, ‘I’m going to drive a petrol tanker one day’. Everyone laughed at me but I said I’d do it, and I did. I didn’t like the tanker job, but…”

That was about 18 months ago, before which Jess had kicked off her trucking career with J Swap driving roading trucks, and later did a stint at Tomoana on curtainsiders. “My favourite gig so far would have to be Tomoana. I always swore there was no way I’d go near curtainsiders because they looked like too much hard work, but I got put on them at Tomoana and I’ve never looked back. That was the best job in every aspect, I loved that job so much and Tomoana was a great company to work for.”

So why did Jess leave? Well, that’s where the Argosy comes in. Jess bought it in September 2019 with a plan in mind – get a truck, find a driver, tap into some extra income … or so she thought.

“I was gutted to leave Tomoana but I wasn’t making any money working for someone and paying someone else to drive my truck. It didn’t make sense. I thought the truck would pay for itself, but it didn’t quite work like that,” she says.

This was how her journey into the world of the owner-driver came to be.

Now 29, Jess hopes that she’s the country’s youngest female owner-driver who operates alone. “Everyone thinks I would be, but I don’t know,” she says.

(If anyone knows of other young female owner-drivers like Jess, let us know – we’d love to find out too! - Ed.) “This works for me, though. I absolutely love driving my truck,” Jess says, adding that the Argosy was the natural choice for her. Having steered one at Tomoana – and liked it very much – she knew what she was in for. Then, once she heard they were going out of production, her mind was made up. “I wasn’t planning on getting a brand new one,” she says, “but I saw this one at Trucks & Trailers and thought ‘oh crap, I’ll give it a go’ … and I got it!”

According to Trucks & Trailers sales consultant Callan Short, this is one of the very last 110” Raised Roof Argosys to hit New Zealand roads. “It’s hard to say whose truck was the last,” he says.

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1) 29-year-old Jess Mead reckons she’s one of the youngest female owner-drivers in New Zealand – if not the youngest; 2) Freightliner’s typical detailing is soon to be enhanced; 3) All-American control centre.

It has the usual DD15 rated at 417kW (560hp), coupled to an 18-speed Roadranger and riding on rear air suspension.

Jess has added a few extra lights, black mud flaps instead of white (with central ones added between the two rears) and a set of Alcoa Dura-Bright wheels.

The interior features a double bed and a bunk, and Jess is slowly adding her touch to the cab. “I’ve had

1 2

3

the dash covered so it’s not just cheap plastic. My old man’s an upholsterer so I’ll be getting him to change the leather stitching to purple and make me a new gearshift surround.” While Jess has added a fridge, she aims to have one properly fitted under the bed and install a gas cooker in the cab. She’d also like separate cooling so she can have some aircon when sleeping

WWW.GOCLEAR.CO.NZ “Making the truck as comfortable as possible helps to make life on the road a little easier, because as Jess says, the industry still lags in facilities for the fairer sex.”

7 4) Jess’s Scarlett Trucking LTD logo sits discreetly either side of the cab; 5) 110” Argosy plushly equipped with creature comforts easily at hand; 6) Rego says it all; 7) Big cab coming round.

in the cab during summer.

“But all of that costs money. I’ll do it as I can.”

It’s worth mentioning here that, while Jess has a couple Mitsubishi Evos in varying states of repair back home, she uses the Argosy as everyday transport too.

“It’s my 10-tonne taxi,” she laughs.

Making the truck as comfortable as possible helps to make life on the road a

little easier, because as Jess says, the industry still lags in facilities for the fairer sex.

“Female drivers are still a tiny percentage of the industry, but we should still celebrate them. Sure, there are more than there were say five years ago. When I started driving I knew one, now I know about eight.

“But, I honestly don’t think part of the industry is completely ready. When

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I started doing roading at Swaps there were no toilets [for ladies]. It’s gotten better but I’m still not convinced that the entire industry is ready,” Jess says.

Jess’s favourite part of the job is the social aspect of it.

“I love getting out there and talking with the guys, the camaraderie of it all, giving each other shit, having a laugh.”

Despite this, she says, it’s still hard being a young female truckie. “You’ve got to run twice as fast just to stand still. You’ve got to

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have a pretty thick skin…

I encourage female truck drivers but they have to have a thick skin. I may be a girl, but I can do everything the guys can do,” she says.

And do anything she does; Jess is happy to cart anything to anywhere as long as she can organise a return load. She may have only just started on her journey as an owner-driver, but she’s wasted no time setting herself up for the next stage of her career.

“In five years’ time I’ll have another truck, because this

May 2020

one will be paid off,” she says. “I’ll get a Scania next; I’ve got my American now and I’ll get my Euro next. But I’m never going to get rid of the Argosy. I don’t know if I’ll run it, because staff is the hardest part of running a business, getting the right person to look after your gear.

It’s my truck so it must be done my way,” she says.

On that point, one area Jess reckons girls definitely have the upper hand over the guys is how they look after their gear. So much so that she’s actually toyed with the

idea of starting an all-female trucking company. “I think that would be so cool,” she grins.

“The general consensus in the industry is that girls look after the gear better than the guys do. A lot of the big companies have told me that they would hire a woman any day over a man. Again, it depends on where I’m sitting in five years’ time.”

Somehow, we don’t think this will be the last time we’ll hear from this free-spirited young truckie.

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An exemplary career of some three decades, now it’s time for some R&R. Don Beattie has retired from his role at Uhlenberg Haulage.

WWW.GOCLEAR.CO.NZ DON BEATTIE

RETIRES FROM

UHLENBERG

HAULAGE Story supplied

With a faultless career spanning close to three decades, Don Beattie has exited the cab of an Uhlenberg gas tanker for the last time.

Photos Uhlenberg Haulage Ltd

D

on Beattie retired during the latter part of 2019, ending a significant driving career at Uhlenberg Haulage Ltd. Don’s employment at Uhlenberg’s spans nearly 30 years of continual service, however his association with the Uhlenberg family is much longer, with Don working alongside company founder Mike Uhlenberg when operating his own agricultural contracting business in the 70s and 80s.

Don sold the contracting business in the late 1980s and soon after, he and wife Bev moved off the dairy farm they had worked for many years near Eltham.

Don felt that he was not ready for retirement at that point in life, so began work making local rural and factory deliveries for Mike and Carol Uhlenberg.

As well as the local driving work, Don was also responsible for reloading LPG tankers prior to their line haul

Taking the wheel of line haul gas trucks as they rolled in at day’s end and reloading them for the following morning has been a mainstay of Don’s work at Uhlenberg’s. His career has been incident free.

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Trucks have certainly come a way since Don started making local rural and factory deliveries for Mike and Carol Uhlenberg in the late 80s. journeys, a task that involved driving the tankers to the gas fields and loading numerous bulk loads each afternoon or evening, often six days

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per week. This job saw Don handle tens of millions of litres of LPG per annum for many years, all without incident.

Don has been a great work

May 2020

colleague of many throughout his years at Uhlenberg Haulage, and was always popular with staff. He has been a fastidious operator

who kept everything that he operated in tip-top condition.

He shared trucks with all of the line haul drivers on a regular basis, and was always popular for his ability to leave the gear as clean as, or cleaner, than he found it.

Don reduced his hours of work over the final year or so, however he was still as punctual and reliable as ever, according to his employer.

“Don was always early, ready for work, and has not let the Uhlenberg family down in the span of two generations,” says Daryl Uhlenberg. “It was interesting to watch the reactions of visitors to the depot when a man who is nearing 80 years old briskly walked to his next tanker, climbed aboard a high productivity LPG unit, and headed off on his next trip with ease.

“Enjoy your well-earned retirement Don, and thanks for the great memories from the team at Uhlenberg’s.”

WWW.GOCLEAR.CO.NZ

097-0219

CERTIFIED

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CLASSICS LOCKER

SE E T H E GA L L E RY I N T H E D I G I TA L E D I TON

WHEN THE INTERNATIONAL

BUG HITS Story and photos by Faye Lougher

Fox Glacier’s Mike Sullivan has ‘the International bug’, having operated a 1963 R190 in the past and currently owning three classic examples, including a 1970 Fleetstar and a 1982 S Line.

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W

hen the first South Island classic truck run stopped in Fox Glacier in 2007, the lineup of beautifully restored trucks caught Mike Sullivan’s eye.

Back then Mike already had a 1963 International R190 that was bought new by E F Deadman in the King Country.

It had been through a few other owners by the time Mike bought it in the early 80s.

“It was down at our farm at Jacobs River and a few of the guys on the run asked if they could have a look at it, and they came down the next day. I had to pull it out of the shed so they could take photos of it.”

The truck was used

May 2020

regularly, as a tip truck as well as a transporter.

“It used to get used for all sorts of stuff – the deck was taken off and it would shift the old digger around. That was our first main truck. The last job it did was putting the big gas tank in at the garage up here, in the early 90s, and then it got put out to pasture.”

Mike says after he saw how well presented the trucks on the run were, it got him thinking about buying a classic truck himself.

“I thought that would be a good thing to do, so the hunt was on! I’d always liked the look of the Fleetstar, and I ended up buying one in Dunedin but it’s still sitting in

the shed at Jacobs, I haven’t done anything with it!”

When a 1970 Fleetstar in great condition came up for sale, Mike decided to buy that as there was very little that needed doing to it.

“We picked it up in May, and it sat here for a while.

Most of the panel work been done on it when I bought it.

I took it up to Greymouth in October that year, and it went straight to the paint shop and they got it ready to get re-vinned. It had to be re-vinned because the rego had lapsed. We had one number plate but we needed two, so we had the original number plate redone as a personalised plate.”

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Long Lap 2018, on SH1 in Levin.

The Fleetstar shown here in its Uhlenberg Haulage colours (the photos are copies of ones from the Uhlenberg collection).

The Fleetstar was first registered on 6 August 1970 and was originally owned by B Cronin & Co in Hamilton.

During the time they had it, Waikato trucking identity Graeme ‘Peewee’ Phillips drove it.

When new, the truck was fitted with a petrol engine, something Mike thinks may have been down to the import duty on diesels at the time.

“Can you imagine how much fuel they would have burnt? Two of them were repowered from new by International Harvester here in New Zealand, either in Hamilton or Auckland. They originally had V8 549 petrol engines with automatic

transmissions in them but it now has a NH250 Cummins and a 13-speed Roadranger in it.”

In 1980 Cronins sold the Fleetstar, which was then a long wheelbase truck, to Mike Uhlenberg in Eltham, who cut it down to a tractor.

The truck has still got Uhlenberg Haulage’s VA up in the window today.

After Uhlenbergs, the Fleetstar was sold to Beck Helicopters in Stratford, which used it for a time in their operation.

“Then it went to another fella down in Wellington and it sort of went off the radar for a few years before it appeared on Trade Me. We bought it

in 2010, and it made its first appearance at the 2012 South Island run.”

Mike has several bits and pieces illustrating the truck’s history, including the ownership papers and a copy of a 1998 Truck Trader sales advertisement.

“There’s something else in here too, the line setting ticket. This is the Motor Trucks Division in International Trucks in Christchurch.

When we were on the 2012 run, Stu Mowat sent this up, it’s photos of the Fleetstar brochure. His father had Mowat Heavy Haulage in Dunedin and they must have looked at buying one.”

Today the Fleetstar looks

stunning in red and white, but Mike says the colour wasn’t quite what he had in mind.

“It’s actually supposed to be Harvester Red, but it’s a lighter colour than Harvester Red. And we put the white mudguards on it and the silver front just to break the red, and the white top on it. When Cronin’s had it, it had black mudguards.”

The freshly restored Fleetstar attracted a lot of attention on the South Island run in 2012, and since then Mike and wife Eunice have taken it a second South Island and two North Island classic truck runs.

“A lot of people hadn’t seen it and it had virtually just come out of the paint shop so it did look pretty good.”

The International bug had hit, and in 2014 the next to join the family was a 1982 S Line. Mike had seen it advertised on Trade Me by Don Jones of New Plymouth.

“I’ve always liked the look of the S Line, I’ve driven them before as well. I rang a few fellas who were looking for one and they said they’d take a look. It was on for $10,000 as it was or $12,000 with a new CoF,” says Mike.

“I rang back later on that day and asked if anybody had called him about the truck and he said no, so I said, “well, I’ll take it”. I bought it sight unseen. Well, there were about three or four photos of it on Trade Me but I didn’t actually physically look at it.”

Mike paid the extra $2000 to get the CoF and Don delivered it from New Plymouth to the port in Wellington for him.

“He drove it down, dropped it at the port there and sent it over on the boat. We went up one weekend and picked it up and drove it home.”

When Mike got home he removed the mudguards and found there was just a little

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Mike had to do remarkably little to get both the Fleetstar and S Line up to standard.

surface rust on the chassis.

“I pulled the turntable off and the mudguards and started on it. I took a photo one day and put it on one of the Facebook truck photo pages, asking ‘what is the history of this?’ Well, it didn’t take too long before I found out what the history was!

It was new to Burnett’s in Ashburton in 1982, and then I think Owen’s Heavy Haul might have got it after that. I don’t really know, that’s just what I’ve been told.

“And then at some stage Durham’s in Christchurch had it, and I think they might have even had it up in Wellington.

And then Keith Bradley Heavy Haulage had it for a few years, then Orbit bought it off him. Don Jones bought it off Valentine Holdings in New Plymouth. He got it for towing a caravan around on the fifth wheel but said it was a little bit big for that and he never really used it.”

Mike has retained the Orbit Heavy Haul green and white livery.

“That’s what it looked like when I got it, so it wasn’t actually too bad, it was just the clear coat had gone off

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a bit and there was a bit of rust, and it just needed a bit of tidying up. The S Line has been repainted but we kept it in the same colour.”

Mike says it was in good running condition. Originally it had an NTC350 Big Cam with a 15-speed Roadranger, but the motor’s since been uprated to 400.

“But it’s a heavy haul spec, because it’s 81-tonne rated.

The S Line works a little bit still, it tows the transporter and the tipulator around, whereas the Fleetstar is just a straight out toy, it gets used for classic truck runs and the odd trip from here to Franz for lunch or something on a Sunday. The S Line has also been on one each of the last South Island and North Island classic truck tours.”

Mike and Eunice enjoy going on the classic truck runs, saying meeting people with the same interests is the main attraction.

“And getting to see things that you wouldn’t normally see, if you were just driving around,” says Mike.

Eunice says while she enjoys the runs, she hopes Mike will get a step for her

May 2020

Mike and Eunice regularly enjoy using the Internationals on classic runs. *Photo by Gerarld Shacklock before the next one.

“I get into trouble because I hang on to the handle to get into the truck and I’m not allowed to do that, in case I pull the handle off,” she says.

Mike doesn’t find it hard to describe why he prefers the older classic trucks.

“I suppose it’s because the new ones don’t make any noise, do they?” he says.

Mike keeps whatever paraphernalia he can, such as this 1998 Truck Trader advert for the Fleetstar.

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WELLINGTON TRUCK AND TRANSPORT SHOW 2020

YOU CAN’T BEAT A WELLINGTON ON A GOOD DAY Story and photos by Faye Lougher

Despite heavy rain overnight and early on the day of the Wellington Truck and Transport Show on 23 February, by mid-morning the sun was out and so were the truck enthusiasts.

bout 7000 people attended this year’s Wellington Truck and Transport Show, along with close to 200 trucks – 175 of which had preregistered. Organiser Greg Fouhy from Silverstream Lions Club said the layout was changed this year so the trucks were parked closer to a central area.

“This seemed to work very well and feedback has been very positive. The day was amazing and was the biggest and the best we have had. At this stage we’ve raised about $13,000 for The Life Flight Trust, which equates to saving five people’s lives.”

The first show was

organised in 2008 by Richie Hoblyn, with the Silverstream Lions later taking over the organising and running of the show. Only one show has been cancelled in the years since then, due to a cyclone forecast – which frustratingly didn’t eventuate. This year was the ninth show, and proceeds from eight of them have gone to The Life Flight Trust.

“The show had been run every year until recently when we changed to every two years due to the time commitment required to organise such a big event,” says Fouhy.

“Despite the very heavy rain overnight the turnout

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Blue sky, zero blues, and the ever faithful support of Wellington’s light blue, Quality Demolition!

was amazing. We had a slow start in the morning due to the weather, but it cleared up nicely and we estimate about 7000 people attended.”

Fouhy says Quality Demolition has been the primary sponsor for the past few years and without their help it would be difficult to put on the show. This year UDC Finance joined the Lions in a partnership and paid for Gooserooter from Geraldine to be at the show.

“UDC supplied us with a lot of giveaways for the day for the truckies and they’re keen to partner with us again for the next show.”

Other sponsors to supply prizes, equipment and

How cool are loaded, complete units at truck shows? Very! A Bryce O’Sullivan T model Kenworth with a Draper 627B scraper.

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SEE THE G ALLERY IN T HE DIG ITAL EDITON

Rod Worsnop’s faultless Kenworth T909 he runs under the Paws Trucking banner to Chem Couriers, took out best owner-operator.

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RESULTS

WELLINGTON TRUCK AND TRANSPORT SHOW 2020 Owner-Operator Paws Trucking Kenworth T909 Custom Graphics Cox Heavy Haulage Kenworth T610SAR Best Fleet KAM Transport Best Show Truck McAuley’s Transport Western Star Best Light Commercial L G Anderson Mitsubishi Fighter Vintage Truck Jayden Russell, Murrays Haulage 1973 Kenworth Highest Mileage P D Henderson Kenworth T904 (a whopping 4.8m kilometres) Best New Hammond’s Crane and Cartage 2019 Scania P450-XT Best Senior JHL Trucking 2016 Freightliner Argosy Best Company Owned John Lockley 2017 Kenworth T409 Best Kenworth Hawke’s Bay Heavy Haulage 2019 Kenworth T909 Best DAF Coastal Digger Services Ltd 2019 DAF CF

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Spot Prizes donated

by Southpac Trucks 1) Wellington Pipelines with a fleet that has the US, Europe, and Japan covered; 2) JB Hughes Scania R620XT, looking staunch and again in full combination; 3) Attending to last minute details; 4) KAM Transport drove out with the best fleet award; 5) Wellington trucking and the name Anderson go together about as tightly as pipi and fritter. Yet again they proudly fly both company and industry flags.

more were TR Group, Flair Flooring Xtra, Hire-Up, Heavy Vehicle Alignment Ltd, Tait Communications, First Commercials, Truck Stops, Upper Hutt City Council, LTNZ, Trucks and Trailers, Multispares, Money for Old Rope (band), Dzine signs, Scania, Spik n Span Toilets, and the Wellington Rifles Military display.

“Many thanks to Todd,

my right-hand man, for his massive input. There was some fantastic work done by the committee and Silverstream Lions Club.

It was an awesome day and many, many thanks to everyone for turning up and making the day a huge success. For the next show in two years’ time we will be making it bigger and better.”

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TOP TRUCKS

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All for one

n this most unusual of months, how on earth do you – can you – allocate the top truck position to a solitary machine, its owner, its driver? If there’s ever been a time in history where the road transport industry has proven beyond shadow of a doubt its lynchpin role in both the country’s prosperity, and society’s ability to function calmly in a crisis, it’s been the past six weeks.

This month there’s not one top truck. New Zealand Trucking Media – and I’m sure every other transport media, industry suppliers, customers, regions, communities, families – all salute every truck on the

road in the country as being a Top Truck.

We’ve made the poster a collage of trucks doing their thing. We are sorry there’s not enough parchment to put all 160,000-odd of you on there, but we hope it’s a reflection of the diversity and camaraderie of our industry.

Below also is a list of messages from people who wanted their thanks to you recorded in print to forever sit on the bookshelf and be remembered. Something only print can guarantee.

So, again, thanks to every single one of the top trucks that make the country’s heart beat.

CAL Isuzu

Crediflex

Fuso New Zealand

“To all of you out there on the roads keeping vital supplies moving across the country, we say thank you, and keep safe.”

Ashok Parbhu – CAL Isuzu managing director

“Thanks truckies for delivering all the bog paper, and essentials. Time to get on with business, we are right behind you.”

The team at Crediflex

“Thanks for leaving your families and loved ones to front-up and ensure the shelves were stocked so we could feed ours, kia kaha.”

Kurtis Andrews – Fuso New Zealand CEO

Cavanagh Truck Spares Limited

Credit One Hino Trucks

“On Behalf of Cavanagh Truck Spares a big thank you to all essential business and their staff.”

Craig Pettigrew – Cavanagh Truck Spares Ltd director

“Thanks for keeping our families’ stomachs full, beer in our fridges and fuel at the tap ready for our next road trip.”

Jason Fox – Bay of Plenty branch manager

Commercial Vehicle Traders

EROAD

Intertruck Distributors Ltd

“Huge thanks from the team at CVT to all the truck drivers and transport industry staff working as essential workers keeping freight moving around New Zealand in trying times.”

Glenn Pascoe – Commercial Vehicle Traders sales manager

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“Huge thanks to all those businesses and drivers who have kept things moving in these unprecedented times. You’ve been awesome!”

Tony Warwood – EROAD general manager ANZ

“From the Hino NZ team, thank you for your hard work during these very challenging times.”

Darren Salt – Hino Trucks general manager

“Truck drivers kept the country rolling and will help rebuild the country.”

Hugh Green – Intertruck Distributors Ltd national sales manager

WWW.GOCLEAR.CO.NZ IVECO Trucks NZ “Thank you to all essential truck drivers and operators who drove trucks and stepped up to help New Zealand get through this crisis. Just remember, if you received an item, it’s more than likely come via a truck. If it wasn’t for our dedicated truck drivers, those shelves wouldn’t have been restocked with food, and emergency supplies wouldn’t have been delivered to combat the spread of the virus.

A hearty ‘thank you’ to all involved, from workshop maintenance personnel to everyone involved in the logistics process to get the items to their final destination.”

The whole team – IVECO Trucks NZ

MAHA Premium Workshop Equipment “Thanks very much to all the men and women who drive our trucks and have helped us get through this challenge as a nation. Throughout history truck drivers have been relied upon to support the country, once again they have answered in a time of need during COVID-19.”

Mick Lauster – MAHA managing director Australia, New Zealand, and Pacific Islands

“A huge thank you to our New Zealand trucking community for keeping businesses moving forward – stronger together.”

Aaron Smith – Keith Andrews Trucks CEO

King Bars “Thanks to all those in the transport industry that kept the wheels turning during this once in a lifetime event.

Without trucks the world stops.”

Craig Macpherson – King Bars national sales and operations manager

“Thank you to the everyone in the transport sector for doing such a great job to keep the country moving.

You are the heroes out there making the industry and country proud.”

Dave Aitken – National Road Carriers CEO

NZT Group Ltd

MaxiTRANS Keith Andrews Trucks

National Road Carriers

“On behalf of MaxiTRANS NZ and myself personally, I would like to thank all the transport and logistics companies, their staff and drivers, for going above and beyond to supply New Zealanders with the essentials of life throughout one of the most challenging and uncertain times in New Zealand’s history. Our teams in Christchurch and Auckland are grateful for the opportunity to support you during this unprecedented time, and while today there is still a great deal of uncertainty regarding the path to recovery, MaxiTRANS will continue to support with a deep sense of responsibility.”

Rhys Attwood – MaxiTRANS NZ country manager

“Cheers to all the essential truckies out there that kept us fed and watered during these tough times, hope you enjoyed the quiet roads.”

James Worsnop – NZT Group Ltd director

NZ Trucking Association “This has been the trucking industry’s time to shine, and shine it has thanks in no uncertain terms to the men and women behind the wheels of the many trucks across the country that have kept New Zealand moving through this crisis. You have made us all proud to be part of such a great industry.”

Dave Boyce – New Zealand Trucking Association CEO

Mack Trucks

Mills-Tui Ltd

Patchell Group

“Mack Trucks is proud to be supportive of the transport industry, which has kept New Zealand going during Covid-19. Thank you to all involved.”

Stu Wynd – Mack Trucks national sales manager

“A big 10/4 to all the truckers out there keeping New Zealand running during lockdown. Thank you from the team at Mills-Tui. We’re here to support you too!”

Dean Purves – Mills-Tui Limited managing director

“To all our valued customers, we hope you have all remained safe throughout the lockdown and huge thanks to all the essential workers out there.”

Patchell Group of companies

PATC CH HE ELLLL PAT GROUP OF COMPANIES

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Power Retreads “Thanks to all the truck drivers who kept the wheels of the economy spinning, from all at the team at Power Retreads and Vipal.”

The Power Retreads team

Roadmaster Ltd

Zealand managing director “During these challenging times I want to say thank you from Scania for keeping your vehicles moving around New Zealand to supply essential services – from groceries, fuel, general freight, livestock, milk, NZ Post, refrigerated goods and all agriculture transport. The list goes on, but to put it simply, without transport, New Zealand stops! And you are transport heroes.”

Deon Stephens – Scania New Zealand sales director

“Roadmaster is proud to acknowledge the transport industry essential workers who worked tirelessly through level 4.”

Colin Patchell – Roadmaster Ltd sales director

Straitline Canvas

Road Transport Forum “We’re a little sad that many New Zealanders won’t realise how the country’s truck drivers kept them safe and well fed during the Covid19 lockdown. We’d certainly like to give heartfelt thanks to the drivers, dispatchers and road transport operators who kept the economy rolling during a time that many others were safely tucked up at home. They delivered food, fuel, essential health and medical supplies, and kept our valuable exports making their air and sea commitments.” #ThankATrucker Nick Leggett – Road Transport Forum CEO

“Thanks to all the truckies for keeping our country moving, from the team at Straitline Canvas. Together we are stronger!”

Patrick Currie – Straitline Canvas general manager

“Together we had a massive obligation to provide an essential national service; and I want to thank you to all truck drivers and their operators for doing everything in your power to ensure that your fleet kept running. Thank you for playing a part to help keep us all safe.”

Mattias Lundholm – Scania New

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“Through your commitment and selfless efforts, you have kept New Zealand’s heart beating. From the Trucks & Trailers family to yours, we thank you.”

Mark Wright – Trucks & Trailers Ltd director

TR Group Ltd “To those of you who have continued to deliver for the people of New Zealand regardless of the circumstances and conditions, we say thank you. Your courage, commitment and determination will be remembered for generations to come. We are proud to work alongside you to enable you to do what you do so well.”

Andrew Carpenter – TR Group Limited managing director

TRT Teletrac Navman “Thanks for your essential work – you’ve shown New Zealand how important the transport industry truly is.”

Megan Duncan – Teletrac Navman director of marketing, ANZ

TMC Trailers Ltd Scania New Zealand

Trucks & Trailers

“Thank you to all the dedicated drivers and people behind the scenes who kept freight moving while the country was locked down.”

Richard Currie – TMC Trailers Ltd general manager

“A big thank you from the team at TRT to all of you who delivered essential services that kept New Zealand moving during level-4 lockdown. Your hard work and sacrifices have helped us all get through to level-3.

“To the TRT Parts and Service teams across New Zealand, thank you all for the extraordinary efforts you have all made to keep essential service customers on the road, day and night, during level-4, and as we continue in level-3.”

TRT Team

Transport and General Transport Trailers “The T&G team would like to say a huge thank you to all of our Transport Trailers customers throughout New Zealand. We’d also like to thank our great industry as a whole, particularly those companies who have been working through the COVID-19 shutdown. The roads we travel on, the food we buy in our

WWW.GOCLEAR.CO.NZ supermarkets, our essential services, and our ability to work together against the virus would not possible without our great industry. As a company, we feel very proud to be a part of what the transport industry has done to keep New Zealand going. We wish all of those companies and their hard working drivers all the very best.”

Mike Stevenson – Transport & General Engineering Co Ltd (Transport Trailers) managing director

maintaining supplies of the many basic life essentials we all take for granted in more normal times.

Well done, guys and gals! New Zealanders are in your debt for your sterling service throughout a very challenging period of our nation’s history.”

Craig Gordon – Total Transport Engineers director

“To all transport industry operatives, owners, drivers, dispatchers, packers and freight handlers, thank you! Many thanks for your incredible efforts during the unprecedented lockdown period our nation has been forced to endure, continuing to supply the food shelves of New Zealand and

“A big thanks from the UD Trucks team to all the drivers and essential businesses out there who have kept New Zealand functioning.”

John Gerbich – UD Trucks general manager

Volvo Truck & Bus Truckstops

Total Transport Engineers

UD Trucks

“Truckstops is proud to have been able to support New Zealand’s transport industry during this challenging time. Thanks to all of the drivers and essential service operators – you have done us all proud.”

Kevin Smith – Truckstops general manager

“Thank you to the entire transport industry, for providing your essential services through this unprecedented time.”

Paul France – Volvo Truck & Bus national sales manager

William Gill & Sons Ltd “Thank you all for your dedication and commitment.”

Scott Pollard – William Gill & Sons Ltd managing director

P HO T O: R OD S I M M OND S

PIC OF THE MONTH

April 2020 in a nutshell. A Guy Knowles Transport Kenworth rolls along a deserted SH1 Huntly bypass.

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Just Truckin’

Around

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Stan Gaffney Stan Gaffney was stopped on the outskirts of Levin with a couple of workmates when Faye Lougher caught up with him.

Driving a 2019 Mack Trident with a 12-speed mDRIVE, Stan had come from Tangimoana and was on his way to Peka Peka. He’s been working for Clive Taylor for just over a year and his usual cargo is metal and aggregate.

Stan was a mechanic in a former life and says he got into truck driving 20 or 30 years ago because he felt like a lifestyle change.

“A change of job really. What I like most is not being stuck in an office or a workshop.”

“A lack of skilled people being paid decent money” was what Stan – and many others we chat to – felt was the biggest issue in the industry today.

Stan chose the airliner or cruise ship question and said as he’d never been on a cruise liner, he’d go for that.

Tommy Smith Tommy Smith was on a break when Faye Lougher spotted his rig on SH1 in Levin.

Tommy had driven the 2014 Freightliner Argosy from Hamilton the previous day, and was carrying flues destined for Invercargill. When his break was up, he was heading for the ferry in Wellington.

A panelbeater and painter by trade, Tommy’s brother got him into the transport industry about 20 years ago.

“I was getting a bit crook from all the dust in my job, and my brother took me out for a drive. I loved it, all that fresh air and scenery.”

Tommy says he started out at the bottom with a class 2 licence, working his way up to driving a truck and trailer.

Along the way he’s worked for a number of companies, including Booths and Tullochs, and has been with McAuley’s Transport for about a year.

“I just love the freedom, but the best part is the scenery. I’ve driven all over the country, up and down the coasts of both islands.”

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Tommy says the industry is facing many challenges at the moment, but his biggest problem is encountering cyclists around blind corners and having to sit behind them if there is no safe place to pass.

Despite the news they are pulling out of New Zealand and Australia, Tommy didn’t hesitate to pick Holden when given the option of Holden or Ford, saying they’ll be around for a while yet!

WWW.GOCLEAR.CO.NZ Just Truckin’

Around

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Just Truckin’ Around – Overseas Spencer Tracey Like Paul O’Callaghan, Spencer Tracey was taking a break at Lisburn Services on the southern approach to Belfast, allowing the traffic to clear before he proceeded on his way into the city with a delivery of building products.

Originally from England, Spencer has lived in County Monaghan for the past 20 years, with the last few spent driving for BM Transport, on Irish and UK general haulage. BM Transport has grown enormously in recent times and is known for running top spec trucks which are regularly seen on the show circuit.

Spencer’s Scania S730 Highline has a twin wheeled tag axle setup and has the distinction of being the first S730 registered on Irish plates in early 2017 (two years before New Zealand!).

Spencer was waiting to take delivery of a brand new S650, which Paul had coincidentally delivered from the port of Rosslare to Scania dealer McElvaney Motors of Monaghan.

Spencer loves his job and only had to gesture to the crawling traffic on the A1 when queried on the parts he does not enjoy.

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INDUSTRY COMMENT

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SE E T H E G AL L E RY I N T H E D I G I TAL E D I TO N

FOLLOWING THE

PASSION Story and photos by Dean and Benny Middleton

I

have often heard people say that if you’re feeling a bit down and out that you should go to the arrivals lounge at the closest airport to watch the best in human nature interaction. As a truck enthusiast and photographer, my happy place would not be an airport terminal, it would now be the logging access road at the Port of Napier.

This I discovered on a recent trip to Napier with my son Benny (also an avid truck photographer at nine years old). Benny and I travel the length and breadth of the country capturing images of New Zealand’s unique transport industry and, to be fair, we are usually very well received by the men and woman piloting the big gear that keeps our fine land functioning.

Then there is the Napier Port logging access road.

This is next level.

Early one Thursday morning last October, Benny and I roll up to the access road armed with our cameras and the shutters were soon in action. This would be one of the busiest spots I have ever photographed trucks, averaging more than a truck a minute and at times two

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or three rolling in at a time.

This alone was enough to make it a top spot, but what transpired made it even more sensational.

We were photographing the loaded trucks coming into the port and the truckies would slow to a crawl and/or stop for us to take photographs of their trucks.

Not such a big deal you might say, but the awareness of the truckies who weren’t being framed in our lenses at the time was simply brilliant.

Trucks coming in behind the particular truck we were photographing would slow or stop back down the road so as not to get in the picture of the truck being photographed. At the same time, the unloaded trucks leaving the port from behind us would do the same. They too would slow or come to a complete stop so that we could take our photographs in the opposite direction.

There were more horns blowing than the brass section of the NZ Symphony Orchestra and there weren’t just waves from the drivers, there were big old-fashioned truckie waves with door windows down greeting us, and when traffic permitted, May 2020

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“There were more horns blowing than the brass section of the NZ Symphony Orchestra and there weren’t just waves from the drivers...” some would stop for a quick chat out the cab window.

This was all happening at one of the busiest logging export ports in New Zealand.

To me the truckies we

encountered over the couple of days we spent on the access road epitomise the true nature of what it means to be a truckie in New Zealand. They looked proud,

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1) Just when we thought it couldn’t get any better, the last 8x4 Foden in the world to go on the road just happened to drive by; 2) McCarthy Logging’s trucks were a common sight on the port access road; 3) Tankers and tippers both use the same port access road; 4) Even the rain couldn’t put a dampener on proceedings; 5) A near new Scania from Tony Pye Cartage.

passionate about what they doing, and were the consummate professionals to boot.

As well as photographing trucks, I have worked in

most areas of the transport industry for more than 27 years and this experience made me feel bloody good about being involved in it.

But what really gave me

the warm fuzzies was the lasting impression it left on the grinning nine-year-old lad with camera in hand, standing right beside me.

Dean Middleton is the general manager of Charter Transport in Christchurch and a freelance contributor to transport media.

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LIGHT COMMERCIAL TEST

Navara’s lines have stood up well to the passing of time, though black pack and orange accents do sharpen its visual appeal.

Story and photos by Jacqui Madelin

EVERGREEN LOAD HAULER T

With the competitive ute market to get a shakeup as Holden’s Colorado bows out, now’s the time to reconsider an all-rounder with enduring appeal.

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he news that Holden will cease to exist as a brand this year has put a bomb under the local ute market.

Forgetting the effects of coronavirus on the industry, Holden’s Colorado was fourth on the new light commercials sales table in 2019, holding nine percent of that market.

Nine percent equated to 4747 sales last year, and once the last Colorado has sold, those sales will go to other brands.

One of them is Nissan, for though its Navara has been trucking along without major changes since this generation launched internationally in 2014, it remains a steady

May 2020

seller. It was fifth on the new commercial tables in 2019 for seven percent of the market: clearly it’s time to revisit this steady performer.

The example we got our hands on was the 2WD double cab ST-X; the topspec 2WD in a seven-variant line-up that includes four 4WD versions.

Some 14,301 two-wheel drive utes sold here last year, against 24,606 four-wheel drive versions. Clearly enough folk need a ute’s utility – but not the extra abilities of a 4WD. Going rear-drive brings improved fuel economy, less tyre wear and lower purchase cost, but these days you

make few other compromises – even the ground clearance is the same: the 2WD ST-X standing 228mm above the tar, identical to its 4WD equivalent.

This specification now gets a few style mods for an eyecatching look – those black wheels, sidesteps and roof rails for example, and the restrained flashes of orange outside and in, where the orange stitching and seat insets impart something of an upmarket air to what is really ‘just’ an everyday ute.

Not that some of the features feel everyday. The reversing camera, which came to the ST-X as part of

WWW.GOCLEAR.CO.NZ 1 1) Orange cloth and stitching accents to leather seats and trim give cabin a lift; 2) Plenty of storage, uncluttered layout and solid controls that can be operated in gloves make this an easy cabin in which to spend time; 3) This may be a 2WD version, but modern traction and stability control systems mean that unless you’re really heading into the rough, she’ll be right.

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a suite of updates back in 2018, is particularly useful when manoeuvring in town, or on a log-strewn forestry turnaround, as it includes an ‘around view monitor’ (also in King Cab models). Four cameras monitor all four sides of the ute, and the 7” screen not only shows you what’s behind, as it does in the rest of the range, but also what’s going on each side. Effectively you’re looking down from a position a metre or so above the vehicle to spot logs, posts or anything coming near, well in time to avoid it. It’s invaluable when you’re in a ute this big, especially when you frequently move around in unfamiliar or constantly changing environments.

The 2018 changes also updated the rear suspension.

The dual-rate setup is designed both for comfort in unladen conditions or when

carrying a light payload, and drive performance under load or when towing. It also got a dynamic rebound damper, which increases resistance as it compresses to cut lateral body movement, and therefore makes the ute a tad more stable.

I’ve recently spent quite a bit of time in a Toyota Hilux, and immediately noticed the far comfier ride in this Navara.

Sure, you still know you’re in a ute, but there’s very little of the distracting jiggling and jolting the Toyota is subject to, while the 2018 tweak to the steering tune makes that much lighter work, even in tight turning situations, and the suspension feels more controlled.

The rather plain interior has been very much lifted by those orange touches and tweaks, and as always, the relatively plain setup and

the generous size of buttons and dials mean it’s all easy to access and operate, even with mighty mitts or while wearing gloves.

The more we drove this Navara, the more we liked it. It’s not fussy, but it all works. There’s an electric rear window that opens the centre portion – for carrying long, skinny loads or letting the dog poke its head out, or in.

The various cubbies include a shallow dash-top tray with 12V charger and two small change pockets, one either side of the between-seats console. There are front seat heaters for those sharp winter days and dank autumn rains, and flip-up rear seat bases to liberate more luggage space.

There’s Apple CarPlay and Android Auto, satnav with 3D mapping, Bluetooth including

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Surround cameras make manoeuvring a doddle, especially when turns of the wheel show up in the rear-view screen. audio streaming, cruise control and climate-control air, there’s keyless entry and three 12V charger sockets, auto headlights with twilight detection and privacy glass – there are even a couple of air vents in the rear for passengers.

Out back this ute includes cargo rails so you can add, remove or move the tie-down points, and tonneau bars to hold the soft lid in place – sure it limits how much you can pile up, but it’s both safer and more secure.

Our drive concentrated on hilly rural roads rather than highways, with some inner city and suburban running.

That’s thirsty work for a large vehicle, so we weren’t too startled to see it log an 8.4l/100km average thirst rather than the claimed 6.8, and even less surprised when we noted that highway cruising returned a much lower rate of thirst for those

more often travelling at open road cruising speeds.

Utes cost a tad less than they did even 10 years ago.

The entry-level single-cab cab chassis Navara starts the line-up at $37,990, with the entry-level double cab 2WD $40,740. This ST-X is advertised at $52,740, for those seeking a vehicle which can double as a load-hauler during working hours, and a ‘lifestyle’ vehicle for a family of four with a trailer – or big toys – to carry.

Whether you’re after a Nissan Navara, a Colorado – before going into mourning at Holden’s demise – or any other ute, this could be a good time to strike a hot deal.

At least in the short term, Holden dealers will want to be shot of their remaining Colorado stock, so prices are likely to fall, and other companies will also sharpen their pencils.

Rails and adjustable cargo loops plus tonneau with supporting frame are standard, as is lockable tailgate.

Specifications

NISSAN NAVARA 2WD ST-X Engine:

2.3-litre intercooled twin-turbo diesel

Power:

140kW at 3750rpm

Torque:

450Nm at 1500-2500rpm

Claimed fuel economy:

6.8l/100km

Fuel tank capacity:

80 litres

Transmission:

7-speed auto with manual mode

Suspension:

Independent double wishbone with stabiliser bar (front), five-link with shock absorber (rear)

Wheels/tyres:

255/60 R18

Brakes:

Ventilated disc front, drum rear

Stability/traction control:

Yes

Airbags:

7

Min turning radius:

12.4m

Max payload:

1019kg

Kerb weight:

1891kg

Gross vehicle weight:

2910kg

Cargo length:

1503mm (floor), 1465mm (top)

Cargo width:

1560mm (floor), 1490mm (top), 1130mm (between wheel arches)

Cargo height:

474mm

Towing braked/unbraked:

3500/750kg

Length:

5255mm

Wheelbase:

3150mm

Width:

1850mm (excluding mirrors)

Height:

1845mm

Seats:

5

Options fitted:

60

New Zealand Trucking

May 2020

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THAT SHIFTS Story and photos by Howard Shanks

Brilliant A-pillar mirror mounting.

These are good days for Kenworth. The company is logging good sales numbers, and that includes high volumes for its T610SAR in vocational applications. Howard Shanks went off to a sand quarry in Western Victoria to put a T610SAR with Cummins Integrated power, coupled to an Eaton UltraShift PLUS, through its paces...

R

ecently, at the foot of the Grampian Ranges in the Wimmera district of Western Victoria, I pulled a typical tipper specced Kenworth T610SAR next to the waiting wheel loader in the sand quarry. I’d been given the opportunity to put the T610SAR through its paces to see not only why this truck has proved to be such a winner since its launch three years ago, but also why it’s established such dominance in the quarry industry and how the Eaton UltraShift PLUS performs in an application where manual transmissions have been king since the introduction of

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New Zealand Trucking

motorised transport.

To begin with, the T610SAR takes essentially everything Kenworth has learned about trucking over the past 40 years and boiled it down into the company’s take on a quintessential work truck. If you’re a Kenworth fan, it’s all here: the broad-shouldered stance, the flash chrome grille, polished stainless aircleaners topped off with the sloped hood … all set the tone from outside the truck.

Then you climb up into the cab and note the creature comforts gleaned from years of refinement on Kenworth’s family of long-haul prime movers.

Since its launch in late May 2020

2016, Kenworth hasn’t done much to tweak the T610SAR design beyond a few minor, under-the-skin changes.

Most of these deal with air and electric line routings.

What the company has been doing, however, is working closely with suppliers such as Cummins and Eaton to enhance the specs fleets can choose from when ordering their truck.

Manual transmissions still form a considerable portion of Kenworth’s vocational sales. However, that trend is changing; automated transmissions are being optioned more and more, mostly driven by a severe shortage of skilled drivers

who can operate a manual transmission competently.

And it’s fast becoming a real problem for country-based fleets.

Ararat-based Graeme McKay Earthworks and Cartage owner, Graeme McKay, and his operations manager, Byron Day, both agree. They’re the guys who loaned us the trailer.

“Actually, we’re starting to see it now,” Byron said.

“Going forward we need to specify trucks that both our older and new generation of drivers can operate. But importantly we need to know that these new AMT transmissions can reliably perform the same tasks as

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What makes this truck tick and deliver exceptional fuel economy is a result of a joint venture between Cummins and Eaton they like to call the ‘SmartAdvantage’.

Classy, classic gauges – with a touch of modernity. our trucks with the manual transmissions. Unfortunately, we’ve had some bad experiences with earlier AMT transmissions,” he added.

“That’s why we are very keen to see how the UltraShift will operate, what efficiencies we will get, but more importantly, how our drivers will accept the new technology.”

Behind the wheel If you’ve climbed into a Kenworth cab lately, there are a lot of familiar features awaiting you once you settle behind the wheel of the T610SAR. As modern as this truck is, there’s still a hint of nostalgia too, with premium woodgrain dash, chrome

bezel gauges, and diamondpleated vinyl interior.

The performance of a truck’s air-conditioning system is of vital importance for driver safety, comfort and productivity. And on this count, the T610SAR’s air-conditioning delivered in spades.

Quietly, too.

In fact, the entire cab on the T610SAR is amazingly quiet, considering the brutal terrain we were driving in. Our test drive area was typical of a country/quarry environment; undulating rural country roads with lots of climbs, descents and twists. Given all the bumps, jars, ruts, hills

and air-conditioning going on while we twisted and turned our way around the back roads of the Grampians, it was surprisingly easy to have a conversation with my passenger. Outside noises from the suspension, the road, and powertrain are muted to an impressive degree.

Looking forward from the driver’s seat, you’re greeted with Kenworth’s usual sweeping, panoramic views over the sloped front hood.

Views to either side of the truck are excellent as well.

Rear-view mirror placement is excellent, and Kenworth engineers deserve a lot of praise for the design of the

mirror brackets. Our test track certainly featured a seemingly endless series of small hills, ruts, bumps, rocks and inclines, yet as bouncy and bumpy as the ride got, the T610SAR’s mirrors stayed rock-steady the entire time.

That’s probably because they are sturdily mounted on the cabin A-pillar section to eliminate vibration, which means you get clear, steady vision all the time. Secondly, they don’t require constant adjustment like door-mounted mirrors, and furthermore, for added safety, when you open the door to step out of the cabin you can still look in the mirror to see if there are any approaching vehicles before stepping down.

Another feature is the breakaway function that enables the mirrors to be folded back towards the door. This feature is useful to protect the mirrors from damage when using automated truck washes with rotating brooms.

Another point must be made about the steering system on the T610SAR. Steering and handling is always a feature I home in on when test driving a truck.

Nowhere else does a steering system have to step up as it does on a tough, off-road course with hairpin turns and other sudden twists and turns. The steering response was crisp and immediate, with no over- or under-steering required. Likewise, the truck instantly went where you wanted it to without trying to wander off if the steer wheels happened upon a rut they were particularly fond of.

What makes this truck tick and deliver exceptional fuel economy is a result of a joint venture between Cummins and Eaton they like to call the ‘SmartAdvantage’. It’s a combination of the X15 Cummins, set at 410kW (550hp) and delivering 2508Nm (1850lb/ft) of

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A T610SAR yes, but it’s the Eaton UltraShift Plus that’s the talking point. peak torque, coupled to an 18-speed AMT. The SmartAdvantage Powertrain makes use of a small stepoverdrive transmission that allows fleets to choose the best ratio for their application, cruise speed and terrain.

But it’s the new low-speed features that make this UltraShift Plus better suited for vocational applications like truck and dog tipper tasks where low speed is an integral part of the job.

Up until now, most AMTs on the market today, regardless of brand, have been too aggressive at low speeds.

Drivers have often had a hard time meting subtle inputs into the accelerator and found it hard to maintain a consistent, manageable low speed when backing to connect a trailer or in vocational applications spreading gravel.

What’s now called the ‘Blended Pedal’ system uses a new way of controlling the transmission to counter

this problem. Traditionally, when a driver depresses the accelerator pedal, they are boosting the air-fuel mixture into the combustion chamber to increase horsepower.

But now with the new UltraShift PLUS, up to 50% of initial throttle input controls transmission clutch actuation.

This allows drivers the ability to better fine-tune their low speed manoeuvrability.

In low forward gears, I was able to utilise the Urge to Move function. This function integrates with the preexisting Hill Hold feature, where the transmission holds the truck in place. With Urge to Move, the vehicle slowly starts moving forward at creeping pace as engine revs and torque increase.

The combined systems are impressive: The UltraShift Plus effortlessly held the T610SAR and quad dog loaded with 50 tonnes at a dead stop on 8% and 15% grades during my evaluation

drive, and then easily started the truck moving uphill with only gentle throttle input. The system works just as well on declines; however gravity, load and inertia will eventually cause the transmission to shift out of Urge to Move mode and require an application of the brake pedal.

Take note of the ‘C2’ illuminated at the top left of the gear selection display in the dash panel. This indicates the transmission is using a secondary shift pattern called Dual Mode, a feature designed to add a supplementary shift pattern into the transmission ECU to promote additional fuel economy in applications where trucks run one way empty.

When the vehicle is in the C2 mode, it uses a higher start gear, promotes skip shifting, and instigates more economical changes at lower engine speeds. All these enhancements reinforce

Cummins’ and Eaton’s ‘continuous improvement’ strategy for SmartAdvantage drivetrains and UltraShift Plus AMTs. The system is highly intuitive and works well. I was able to test out the full SmartAdvantage features during a full day’s workout.

In all instances, I was able to easily and precisely control the truck’s speed.

And the system is so finely tuned that even minuscule inputs on the accelerator immediately yielded tightly controlled engine and speed adjustments.

All told, it’s easy to see why Kenworth is posting record numbers in gaining vocational market share these days. It has a solid, comfortable and well thought out design on its hands with the T610SAR, which is perfectly happy running in some of the most brutal and diverse terrain imaginable.

T610SAR manoeuvres with confidence and surefootedness.

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CHALK & CHEESE Story by Will Shiers

Will Shiers takes a close look at a haulage family’s first, and most recent trucks. Can he possibly find any similarities?

Above: The original Ford Model TT and the latest MercedesBenz Actros Edition 1 link almost 100 years in transport for the Wring family.

D

Photos by Will Shiers and tomlee.gallery

id trucking Top Trumps ever make it down to New Zealand? I hope so, as in my opinion it’s the best card game ever invented. I spent my childhood playing it, and even today I reckon I’d choose Top Trumps over a game of Texas hold ‘em!

To give you a brief overview, every card had a photo of a truck, and a list of technical specifications. You chose a category your truck was strong in, read out your

score, and hoped to win. To give you an example, if you had a Leyland Terrier in your hand and your opponent had a Scania 141, you were pretty much snookered.

I was instantly reminded of Top Trumps when I turned up at Wrings Transport’s yard, just a stone’s throw from the Severn estuary in Avonmouth, in the west of England. Of the two trucks I’d come to see, I’d only ever want to be dealt one as a Top Trump card!

Background In 1931, Bristol-based haulier Sidney Joseph Wring encountered unexpected transport issues when his sole prime mover gave up the ghost. This was his second horse to end up in the glue factory since setting up the company four years earlier, leaving the 29-year-old entrepreneur with a dilemma.

Should he persevere with another single horsepower vehicle, or invest in a combustion-engined truck

WWW.GOCLEAR.CO.NZ S EE THE G ALLERY I N THE DIG ITAL EDITO N

Will demonstrates that driving in the early days wasn’t the most comfortable of activities.

DRIVING A MODEL TT

Load-carrying capacity has improved somewhat.

Spartan Model TT cab from a different era – literally! instead? He did the right thing!

Like so many haulage contractors of the time, his first motorised vehicle was a Ford Model TT – the commercial version of the popular Model T passenger car. He opted for a used British-built example, of 1927 vintage, the model’s final year of production. Sidney never looked back.

Although the Ford was replaced after a few years, that wasn’t the end of the story.

After Sidney’s death in 1966,

Wheel about the simplest of the Model TT’s controls.

his children tracked down a near identical vehicle still working for a living in Scotland.

They purchased it as a tribute to their late father and painted it in his original livery. As you can see, 50-plus years later, it’s still going strong.

Fast-forward 88 years and Sidney’s grandson, Stuart Wring, was also faced with a truck-buying decision – what flagship tractor to purchase to commemorate the company’s silver anniversary. And no, we haven’t got the maths wrong.

The original Wrings Transport was sold in the late 1960s, and the current incarnation was formed in 1995, which means this year it is 25 years old.

“The original plan was to buy a V8 Scania or a MercedesBenz Actros GigaSpace with alloy wheels and a leather interior,” explains Stuart.

“Something like this would have tied in beautifully with our anniversary.” But then he found out about the Actros Edition 1, a limited run of just 35 top-spec right-hand drive

Neither Stuart, nor his father, can drive the TT, and the only family member who has mastered the art is Matt Ingram, who is married to Helen, the daughter of Sidney’s son, the late Joe Wring. And here’s how it’s done: “You take your foot off the left pedal and you’re in high speed, push it down for low speed, and halfway down is neutral. You need to push the middle pedal down for reverse, while the right pedal is the backwheel brake.

“The handbrake, halfway up, holds it in neutral for you, while all the way up is the proper stopping brake.

The throttle is on the left of the steering wheel. One of the most difficult things to get used to is taking your feet off the pedals to stop.

If you stamp on the middle pedal, you go backwards!”

What driver wouldn’t want to be at this helm?

Left: Edition 1 Actros features the best of the best from the Mercedes-Benz catalogue.

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Actros tractors. “Seeing as the majority of our fleet is now Mercedes, it couldn’t have been more perfect. It is the ideal trophy truck, and we will keep it forever.”

So now for the big question – is it possible to draw any parallels between these two trucks? More to the point, could the Model TT possibly beat the big Merc in a game of Top Trumps?

The ins and outs

Stuart Wring had a tough decision to make when choosing a truck to commemorate the company’s anniversary.

It’s amazing the difference in 100 years.

“The Actros isn’t the easiest truck to get into, especially if you’ve got dodgy knees like me,” says Stuart’s father, Roy, who at the age of 76 has no plans to retire from the family firm. He’s referring to the GigaSpace cab’s four steps, which are rather steep, and don’t appear to be staggered.

But, despite only having one step (a wide running board), he finds the Ford equally as challenging to get in and out of, and so do I. The problem is trying to climb over the handbrake, which is inexplicably positioned to the right of the driver’s seat, and resembles some sort of Victorian weapon.

Not being a contortionist, I give up, and enter via the passenger door instead, sliding along the bench seat to the driver’s side. Once there I’m greeted by one of the most uncomfortable seating positions I have ever encountered in a vehicle.

Despite eventually managing to fold myself into the seat, the steering wheel rubs on my stomach, and I can’t reach the pedals without catching the outside of my right leg on the dreaded handbrake. For his sake, I only hope Sidney wasn’t as tall or as fat as me!

Inside story The new Actros’s interior is a thing of beauty. By fitting a pair of touch screens, MercedesBenz has been able to lose much of the conventional switchgear, resulting in one of

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WWW.GOCLEAR.CO.NZ SE E T H E G AL L E RY I N T H E D I G I TAL E D I TO N

TOP TRUMPS – 2019 ACTROS 2553 EDITION 1 Engine capacity: 12.8 litres Number of cylinders: 6 Power output: 395kW (530hp) Torque: 2600Nm Gearbox: 12-speed Top speed: 90kph Number of mirrors: 0

TOP TRUMPS – 1927 FORD MODEL TT Engine capacity: 2.9 litres Number of cylinders: 4 Power output: 15kW (20hp) Torque: 112Nm Gearbox: 2-speed Top speed: 30kph approx.

Number of mirrors: 1

Actros’s cab is bright, airy, and has more than enough space for a comfortable journey.

the least cluttered dashboards I have ever seen. I say ‘one of’, because incredibly the Ford’s is even more minimalist.

It doesn’t have any switches at all, and the only dial is an ammeter!

As you can imagine, the Model TT is completely devoid of luxury. In fact, it has more in common with a medieval torture chamber than the Actros. By 1927, when this one rolled off the assembly line, the TT was in its 11th and final year of production, and looking old and basic compared with the competition. In fact, the only creature comforts of note are wind-down side windows, and a single mechanical windscreen wiper, operated by a lever above the windscreen.

It’s all a far cry from the interior of the Actros Edition 1, which has more bells than the Vatican, and more whistles than a referees’ convention.

One of the more notable additions is the eight-colour LED ambience lighting, which can be tailored to suit a driver’s taste or mood. Just what every driver wants, right?

Safety first There’s a huge gulf between

the two vehicles in terms of safety too. The Actros is arguably the safest truck on the road, and has an impressive list of three-letter abbreviations on its spec sheet. Its ABA5 (Active Brake Assist 5) will even react to stationary obstacles, which these days increasingly means pedestrians crossing the road while engrossed in their mobile phones, frozen in fear when they finally spot the truck closing in on them. That said, you’d have to be stone deaf not to notice the Ford approaching. It sounds like a World War II fighter plane that’s about to crash. And even if the worst was to happen, its top speed is only about 30kph.

Obviously, the Model TT hails from a very different era in terms of safety, the only obvious features being lights (including oil-powered tail lamps), brakes and a horn.

I can see clearly Despite its height, visibility in the Actros is excellent. It’s a different story in the Model TT, which although it has the benefit of a lower cab, it has a particularly small windscreen.

What’s more, when the driver

looks sideways, their gaze is blocked by the B-pillars.

The driving position is not too dissimilar to the original Land Rover Defender.

Worth a mention is Mercedes’s much-hyped MirrorCam. Instead of conventional mirrors, it has a pair of cameras located high on the cab sides, and screens mounted in the cab on the A-pillars. Although you could describe MirrorCam as being the solution to a problem that didn’t exist, I have to confess to quite liking it.

Behind the wheel In terms of driving, the difference between these two vehicles really is like chalk and cheese. The Actros is the first production truck in the world to have level 2 autonomy – accelerating, braking and steering itself – and making the driver’s life as easy as possible. The Ford on the other hand is very much a hands-on driving experience, requiring 100% attention at all times. It’s actually incredibly complicated to drive (see sidebar page 67), which leads me to one of the few things that these vehicles do have in common – both

require driver training. While I’m confident that anyone can get into the Actros and drive it away, to get the best from it a proper handover is vital. With the Model TT however, unless you’ve driven one before, you stand virtually no chance of even getting it moving. It was designed before driver controls were standardised, so the accelerator, brake and gear-shifter are not where you would expect them to be.

Driving one is comparable to doing acrobatics in a suit of armour while balancing an egg on your head!

As I bid my farewells, and head back down the M4 motorway to London, my mind wanders. I’m thinking about some of the things Sidney saw in his 64 years on this planet.

He started with a horse and cart, and lived to see a man on the moon. But I bet he never thought anyone would invent a mirrorless truck that could accelerate, brake and steer itself.

That’s it! I’ve finally found something the Ford could beat the Mercedes on – the number of rear view mirrors. The Model TT only has one, but that’s one more than the Actros!

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Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui International 9870 R8 day cab 8x4 rigid Driver Frank Richards Driver Frank Richards Engine 0Xi11, 460hp Operator: Green Gorilla – Onehunga Engine 0Xi11, 460hp Transmission Optidriver Engine: Cummins X15 448kW (600hp) Transmission Optidriver Rear axles Renault P2191 hub reduction Rear axles Renault P2191 with hub reduction Transmission: Eatonwith 18-speed UltraShift PLUS AMT Truck body deck with frontRT mounted PK12000 Truck body Rear axles: FlatFlat deck with front mounted PK12000 Meritor 46-160GP Palfinger crane Body/trailer: Palfinger crane Transfleet Trailers Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, Features: Aero kit alloy wheels Operation: Dura-Bright Dura-Bright alloy wheels Bulk material waste Auckland to Hamilton Operation Carting roofing around Operation Carting roofing material around Driver: Tawia Putere the Bay of Plenty area

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FuelHauling HaulingFH FH Fuel Renault Lander 460.32 8x4 Renault Lander 460.32 8x4 Clone wars Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex Ltd,sleeper Mount Maunganui Mack Trident 36”logistics mid-roof 8x4 tractor Driver Frank Richards Driver Frank Richards Operator: 0Xi11, Dibble Bulk Transport Ltd Engine 0Xi11, 460hp Engine 460hp Engine: Optidriver Transmission OptidriverMack MP8 13-litre 399kW (535hp) Transmission Rear axles Renault P2191 with hub reduction Transmission: Mack mDRIVE Rear axles Renault P2191 with hub reduction Truck body Rear axles:FlatFlat deck with front mounted PK12000 Meritor Truck body deck with front 46-160 mounted PK12000 Trailer: Palfinger crane Feldbinder 4-axle pneumatic tanker Palfinger crane Features Disc brakes, Bluetooth, Features brakes,36” Bluetooth, Features: Disc sleeper (second in fleet) Extras: Dura-Bright alloy wheels Dura-Bright alloy wheels Fridge Operation Carting roofing material around Operation Carting roofing Paint: Fleetmaterial Image around Te Awamutu Signage: thethe Bay of Plenty area Bay of Plenty areaAuto Signs Tauranga Wrapped

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Renault Lander Scania G450 460.32 XT 8x48x4 rigid Renault Lander 460.32 8x4 Operator logistics Mount Ltd Maunganui Operator: Roadex ReisimaLtd, Haulage – Masterton Operator Roadex logistics Ltd, Mount Maunganui Driver Frank Richards Engine: Scania DC13 336kW (450hp) Driver Frank Richards Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Scania 14-speed Opticruise AMT Transmission Optidriver Transmission Optidriver Rear axles: Scania RB662 Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: Scania progressive spring with anti-roll bar Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Body: Astrolite lift-out side Palfinger crane Features: Palfinger crane CG17N rest cab, AEB/ACC, retarder, EBS, Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth, disc brakes, hill hold Dura-Bright alloy wheels

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Operator: Roadex logistics Ltd, Mount Maunganui M&R Transport Operator Operator Roadex logistics Ltd, Mount Maunganui Engine: D16G 522kW (700hp) Driver Frank Richards Driver Frank Richards Transmission: Volvo I-Shift ATO3112F 12-speed Engine 0Xi11, 460hp Engine 0Xi11, 460hp Rear axles: Optidriver Transmission OptidriverVolvo RTS2370B Transmission Rear suspension: Volvo with RADD-GR 8-bag air suspension Rear axles Renault P2191 with hub reduction Rear axles Renault P2191 hub reduction Features: cab, EBS, disc brakes Truck body Flat deck with front mounted PK12000 Truck body Flat deck Globetrotter with front mounted PK12000 MaxiCUBE Classic Van 2 super quad Trailer: Palfinger crane Palfinger crane Features Disc brakes, Bluetooth, Operation: Disc LineBluetooth, haul controlled temperature Features brakes,

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Scania S730 460.32 Highline 8x4 rigid Renault Lander 8x4

Kenworth K200 sleeper 8x4 Operator Roadex logistics Ltd,rigid Mount Maunganui Driver Frank Richards Operator: Alan Forbes Transport Ltd Engine 0Xi11, 460hp Engine: Transmission OptidriverCummins X15 433kW (580hp) Transmission: Roadranger RTLO 20918B manual Rear axles Renault P2191 with hub reduction Rearbody axles: Flat deck Meritor 46-160 full cross locks Truck with front mounted PK12000 Rear suspension: Palfinger AG-460 crane Features: Disc brakes, DiscBluetooth, brakes Features Extras: Roof-mounted Dura-Bright alloy wheels AC condenser Operation: Carting roofing Logs central Island Operation materialNorth around Driver: Taylor-Richardson the Bay ofTevin Plenty area

Operator: Roadex logistics Blair Boyd Ltd Operator Ltd, Road MountTranz Maunganui Engine: Scania 16-litre V8 545kW (730hp) Driver Frank Richards Transmission: Scania 14-speed Opticruise AMT Engine 0Xi11, 460hp Rear axles: Optidriver Scania RB662 Transmission Rear suspension: Scania air hub suspension Rear axles Renault P2191 with reduction Body/trailer: Fruehauf Truck body Flat deck with front NZ mounted PK12000 Features: Palfinger crane Highline sleeper, V8 leather upholstery, Features Disc brakes, Bluetooth, retarder, Alcoa Dura-Bright alloy wheels Dura-Bright alloy wheels Extras: Microwave, coffee machine Operation material around Operation: Carting roofing Line haul nationwide the Bay ofBlair Plenty area Driver: Boyd

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Superb Super Liner Professional reflection

Dew’s Jewelof time In the nick

Renault Lander 460.32 8x4

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Scania R620 6x4 sleeper tractor Operator Roadex logistics Ltd, Mount Maunganui Operator: Paul Tait, Southern Lakes Logistics – Driver Frank Richards Cromwell Engine 0Xi11, 460hp Engine: Transmission Optidriver Scania 16-litre V8 463kW (620hp) Scania 14-speed Opticruise AMT RearTransmission: axles Renault P2191 with hub reduction Rear axles:Flat deck with Scania Truck body frontRB662 mounted PK12000 Rear suspension: Scania air suspension Palfinger crane Features: Disc brakes, Aero kit, stone guard Features Bluetooth, Operation: Dura-BrightGrocery deliveries Central Otago alloy wheels Operation Carting roofing material around the Bay of Plenty area

Kenworth K200 2.3m aerodyne 8x4 rigid

Operator Roadex logistics Ltd, Mount Maunganui Operator: Kim Young and Sons – Ohakune Driver Frank Richards Engine: Cummins X15 459kW (615hp) Engine 0Xi11, 460hp Transmission: Roadranger RTLO 22918B manual Transmission Optidriver Rear axles axles: RenaultMeritor cross locks Rear P2191 46-160 with hubfull reduction Rear suspension: Hendrickson PRIMAAX Truck body Flat deck with front mounted PK12000 Body/trailer: Palfinger Fruehauf crane NZ Features: Disc brakes Features Disc brakes, Bluetooth, Operation: Produce Dura-Bright alloycartage wheels Sales: (extends a huge thanks to Operation CartingAdam roofingMcIntosh material around guys atarea Emmetts in Palmerston North the Baythe of Plenty

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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

Talk about stand out!

Flying under the radar is not an option for TKO Holdings Ltd with its latest unit, recently emerged from the workshops of Mills-Tui. The flush alloy sides and graphics on both body and low-rider trailer complement the contemporary lines of the Scania beautifully. The Power Tarp full electric all-weather tarping system and Quicksilver liners make operation easy and safe. The bodies have secondary automatic trips, top hinged tailgates, and Edbro hydraulics and live PTO.

Features: Trailer – low-rider chassis, Hendrickson disc brake axles and air suspension, Alcoa Dura-Bright alloy wheels.

Mills-Tui

Three timeless brands If you’re rattling off log cartage firms in Nelson, then Borlase Transport will pop up early on the list. The latest addition painted in the trademark Borlase blue is this lovely Volvo truck and 5-axle trailer combination with Patchell Industries billet-wood log gear.

Features: Trailer – low-height EV04 I-Beam, Hendrickson INTRAAX drum brake axles and air suspension, Hendrickson TIREMAAX inflation management, Knorr EBS for drum-braked axles, Alcoa alloy wheels.

Patchell Industries

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The truck sports a galvanised cab guard, lay-over bolsters, and operating safely any time of the day is made all the more easy with Hella and Trailmaxx lighting. A 4-channel weight system, TRT TractionAir CTI, and Hendrickson TIREMAAX inflation management on the trailer complete the ‘make life easy’ features.

WWW.GOCLEAR.CO.NZ A look that can only be theirs You either follow the leaders or lead the followers, and both Transport and General Transport Trailers and the King Country’s one and only PGF would both reside firmly in the latter. The latest piece of rolling art ex Te Rapa bound for Benneydale is this magnificent 5-axle aluminium bodied trailer. The 7.7m TT5HT7.7 has looks that point in one direction only, and sports Hella combination taillights, Peterson sidelights, an Edbro hoist, and Alcoa level-1 wheels with Alcoa Dura-Bright alloys on the outside.

Features: ROR SL9 axles, WABCO EBS brakes with SmartBoard.

Transport and General Transport Trailers

Getting a lift out of life Campbell Contracting 2013 Ltd has commisioned this Volvo rigid truck and 3-axle trailer sporting Patchell Industries billet-wood log gear for duties in the Mid-Canterbury/ Ashburton area. With green below and white on top, as well as a colour coordinated crane, it’ll blend into the region’s western backdrop nicely.

Features: Trailer – Hendrickson INTRAAX axles, Alcoa DuraBright wheels.

Patchell Industries

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KIWI 17

KIWI 175

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Multi use tread pattern

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Urban/highway/off road

Excellent mileage performance

Puncture resistant

Puncture resistant

17mm extra deep tread

17mm extra deep tread

17.5mm extra deep tread

New Zealand Trucking

May 2020

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MINI BIG RIGS

LEGO BUILDERS

TO THE FORE!

Luke Dodd (8), Napier

Max Dennison (12), Te Awamutu

Cooper McDowall (8), Winton

Austin Sanford (7), Invercargill

Jayden Bradshaw and Brodie Joachim (8), Taupo

Levi Blakeley (10), Tauranga

Wade McAuliffe (5), Auckland

Augustino Petersen (10), Auckland

Hamish Mattingly (6), Temuka

James Mansfield (14), Oamaru

Leroy Hoskin (6), Te Awamutu

TJ Reeves (9), Levin

Beauden Barry (4), Pukenui

Liam Gulbransen (9), Matamata

Story by Gavin Myers

W

hen level 4 lockdown was enforced on 26 March, we knew there were going to be more than a few households with restless kids (and adults) who now had a lot of time on their hands but still needed a way to engage with their favourite subject matter – trucks! – from the confines of their homes.

And so the New Zealand Trucking April 2020 Lego Lockdown competition was born!

The rules were simple: entrants had to be younger than 14 (a little help from parents or older siblings was allowed), the models needed to be built during the lockdown period, and creativity, imagination and enthusiasm were to reign supreme.

We received more than 30 entries (some multiple) over the three weeks we ran the competition.

We were blown away by the entries received and picking winners wasn’t easy.

Luke Dodd (8) from Napier, Max Dennison (12) from Te Awamutu, and Cooper McDowall (8) from Winton were our top three.

Well done and thank you to all the kids who took part!

Cooper McDowall (8), Winton

WWW.GOCLEAR.CO.NZ Oli Richmond Deacon (12), Hunterville

Jack Peachey (8), Temuka

Miller Hocquard (8), Blenheim

Jayden Adams (10), Okaihau

Corey Subritzky (6), Ruakaka

Connor Millett (3), Otorohanga

Cruze Godley (9), Masterton

Nathan Adams (10), Okaihau

Roko (4), Nada (7) and Luka (12) Urlich, Tokerau Beach

Josh Richmond Deacon (14), Hunterville

Harrison Stamper (12), Christchurch

Riley Hayes (11), Taupo

Junior Jonkman (6), Pahiatua

Jayden Pedley (7), Marton

Quinn Wright (6), Franklin

Devon Murray (8), Rotorua

Regan Walshaw (11), Taranaki.

Nikau Roach (4), Waihi Beach

Jai Ogle (12), Matamata

Jack Tahere (12), Napier

Mitchell Cosgrove (11), Morrinsville

New Zealand Trucking

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LITTLE TRUCKERS’ CLUB Hi Little Truckers! I trust you are all safe and happy as we head out of lockdown and into winter. It’s been an unusual few weeks for us all, that’s for sure. I drew a couple of trucks for you to colour in – if you missed them you can find them on the New Zealand Trucking magazine Facebook page, where you can print them out and enjoy!

Some of you will now be enjoying schoolwork from home – in front of the fire, nice! You may even be lucky enough during this homeschool time to get some time out on the road with Mum or Dad; how awesome will that be!

This month I attempted to draw up my first dotto-dot, I hope you all can follow it. I would love to see them all completed and even coloured in. You can email them and any other photos or artwork you would like to share with other little truckers to me at rochelle@nztrucking.co.nz.

Joke of the month

What did one tyre say to the other?

Wheel get through this!

Fun Fact The first Mack truck in New Zealand was built at the Palmerston North factory. It was a FR700 model with a 237hp engine and was owned and operated by Graham Manson out of Rotorua.

bled m Y u J S O G R Argosygrid, the A 6 In the 6x Y G at spell letters th G Argosy weilrl –baecinross, any ord O ch nd in ea down, a t of six. I S segmen it for

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A

r ted have sta ave fun you, so h kids!

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AR IS HERE! Augmented reality takes you, the reader, into the world of video and 3D tours. In this issue the New Zealand Trucking AR logo shown on the left will appear on content with embedded video. To view, simply download the NZ Trucking AR app for iPhone or Android.

Download the app

Using the app

Search for the app through Google

• In the latest issue look out for the AR logo

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• When you see it, open the app and select Scan AR Content

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In a second the video will play.

Made for NEW ZEALAND

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scania.co.nz

Or, if you have a reader, scan the QR code to go directly to the App store.

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We look forward to bringing you lots more new content every month!

The team at New Zealand Trucking Media

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Contents 80

Moving Metrics

84

IRTENZ 2019 – John Woodrooffe

86

Talking Fuel

90

Truckers’ Health

91

Health and Safety

92

Legal Lines

94

NZ Trucking Association

96

Road Transport Forum

98

The Last Mile

B R OUG HT T O Y OU B Y

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MOVING METRICS

THE SALES NUMBERS New Zealand Trucking shows you how the economy is travelling via key metrics from the road transport industry. From time to time we’ll be asking experts their opinion on what the numbers mean.

Summary of heavy trucks and trailers first registered in March

Note: vehicle classes are not the same as RUC vehicle types or driver licence classes.

This information is put together from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

Vehicle class

Number of units registered

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

87

100 50 0

NB

87 A trailer that has a gross vehicle mass exceeding 10 tonnes

50 0

NB

NC

NC

TD

NB

YTD 2019

65719 11 9

12

30

28 9

YTD 2019

YTD 2020

vo

299 Vo l

Tr uc ks

Sc an ia

NC

NC

Heavy vehicle class

vo Vo l

Tr uc ks

UD

TD

46 2

TES

UD

M M AN er ce de sB en z

zu

w or th

Isu

o

o Fu s

Hi n

Ke n

NB

299

YTD 2020

Others

363

NB

363

First registration of TD class heavy trailers for March 2020 by major suppliers

TD

Supplier

25

524 9

4

Fr ei

gh t

25

9

NC NC

Mar-20

846

34 23 591

lin er

900 800 700 11 600 500 400 300 200 100 0

M M AN er ce de sB en z

zu

o

NB

657

30

Heavy vehicle class

First registration of NB and NC classes for March 2020 by major manufacturers First registration of NB, NC and TD classes 63 year to date DA units registered.

Number of F

Number of units

70 60 50 40 30 20 10 0

w or th

524

Hi n

o Fu s

lin er

591

11

9

846

Sc an ia

9

4

Isu

11

Heavy vehicle class Mar-19

TD

34 First registration of NB, NC and TD classes 28 25 25 23 19 year to date 12

DA F

60 50 40 30 20 10 900 0 800 700 600 500 400 300 200 100 0

Ke n

149

150

150

gh t

200

A goods vehicle207 that has a gross vehicle mass exceeding 12 tonnes 149

185

Fr ei

207

185

Number of units registered.Number of units

Number of units registered

238

238

200

Heavy classA of the Land A table of all vehicle classes can be found invehicle Table Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 Mar-19 First registration of NBMar-20 and NC classes for https://www.nzta.govt.nz/assets/resources/rules/docs/vehicleMarch 2020 by major manufacturers dimensions-and-mass-2016-as-at-1-june-2019.pdf 63 70

316

250

300

TD (heavy trailer)100

First registration of NB, NC and TD classes for March year on year 300

mass exceeding 3.5 tonnes but not 316 exceeding 12 tonnes

350

NC (heavy goods250vehicle)

A goods vehicle is a motor vehicle that: (a) is constructed primarily for the carriage of goods; and (b) either: (i) has at least four wheels; or (ii) has three wheels and a gross vehicle mass exceeding one tonne.

350

Description

First registration of NB, NC and TD classes for NB (medium goods vehicle) AMarch goodsyear vehicle that has a gross vehicle on year

85

4 8 9

Roadmaster

7

Patchell

6

MTE

20

8

Fruehauf

9

Domett

9 8 0

15

20

40

Mar-20

60

Mar-19

80

100

WWW.GOCLEAR.CO.NZ This information is put together from information provided by the NZ Transport Agency. New Zealand Trucking acknowledges the assistance of the media team at NZTA for providing this information to us.

ROAD USER CHARGES

RUC purchase for March 2020, all RUC types

Total value and distance of all road user charges purchased between 01 January 2018 and 31 March 2020

A description of RUC vehicle types is available at https://www.nzta.govt.nz/vehicles/licensing-rego/ road-user-charges/ruc-rates-and-transaction-fees/ Please note data may differ from that reported for the same period previously due to adjustments made to the base data supplied to us.

RUC distance purchased for RUC Type 1 vehicles RUC Type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles.

Type 299 are mobile cranes). Cars, vans, and light trucks that use fuel not taxed at source, i.e. diesel fuel, are generally in this RUC type.

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Mar 2020

3,828,354,378

$505,383,277

Purchase period

Distance purchased (km)

1 Jan 2019 – 31 Mar 2019

2,776,073,945

1 Jan 2020 – 31 Mar 2020

2,704,929,489

Rolling trend month-on-month purchase of RUC during 2019 – 2020 Rolling trend month-on-month purchase of RUC during 2019 – 2020

$190,000,000 $185,000,000 $180,000,000 $175,000,000 $170,000,000 $165,000,000 $160,000,000 $155,000,000 $150,000,000 $145,000,000

Distance purchased (Km)

1,600,000,000 1,400,000,000 1,200,000,000 1,000,000,000 800,000,000 600,000,000 400,000,000 200,000,000

RUC Distance Purchased (km)

RUC purchases for the top eight RUC types

Mar-20

Feb-20

Jan-20

Dec-19

Nov-19

Oct-19

Sep-19

Aug-19

Jul-19

Jun-19

May-19

Apr-19

Mar-19

-

Purchase value ($)

RUC purchases all RUC types

RUC Value ($)

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The top eight RUC type purchases, other than type 1 in descending order RUC Type Description 2

Powered vehicles with one single-tyred spaced axle and one twin-tyred spaced axle

6

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

43

Unpowered vehicles with four axles

14

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

951

Unpowered vehicles with five or more axles

H94

Towing vehicle that is part of an overweight combination vehicle consisting of a type 14 RUC vehicle towing a type 951 RUC vehicle with a permit weight of not more than 50,000kg

33

Unpowered vehicles with three twin-tyred, or single large-tyred, close axles (except vehicle type 939)

408

Towing vehicles with four axles that are part of a combination vehicle with a total of at least eight axles

RUC purchases year to date (end of March 2020) for selected RUC types

RUC class

RUC Value ($)

4082

6 to Total Year 43 Date 14

RUC distance (km)

Cents/km

$43,733,715 33,936,656 $12,869,857 $66,536,585

293,053,759 $0.38

$0.15

160,717,830

$0.41

$29,491,786 948,283,675 $251,692,452 $48,762,749

130,168,509

$0.23

118,573,050

$0.41

951

$17,437,577

102,280,236

$0.17

H94

$23,174,434

54,672,582

$0.42

54,881,053 $0.38

$0.18

RUC purchases March 2020 for selected types $9,685,749 33,936,656 $12,869,857

Distance purchased (Km) Distance purchased (Km)

$25,000,000 33,936,656

$0.38

948,283,675

$20,000,000 $15,000,000 $10,000,000 types

Purchase value ($)

33 408

100,000,000 408 to $12,869,857 Total Year 90,000,000 Total80,000,000 Year to Date $251,692,452 948,283,675 $251,692,452 Date 70,000,000 60,000,000 50,000,000 40,000,000 RUC purchases March 2020 for selected 30,000,000 20,000,000 100,000,000 10,000,000 90,000,000 0 80,000,000 2 6 43 14 951 H94 33 408 70,000,000

The red dots represent the cost of RUC purchased for that RUC $0 $20,000,000 type for the year to date March 2020 only, thus RUC type $15,000,000 60,000,000 for RUC type 6 vehicles, Total RUC distance (Km) Total RUC Value ($) 50,000,000 powered vehicles with $10,000,000 40,000,000 three axles, (except type 30,000,000 The red20,000,000 dots represent the cost of RUC purchased for that RUC type for the year date March $5,000,000 308,to309, 311, 399 or 413 10,000,000 2020 only, thus for RUC type 6 vehicles, powered vehicles with three axles, (except type 308, 309, vehicles), the higher value $0 0 311, 399 or 413 vehicles), the higher value results from the high cost of RUC for these type results from the high cost 2 6 43 14 951 H94 33 408 of RUC for these type vehicles above 12 tonne.

RUC type vehicles above 12 tonne.

Total RUC distance (Km) Total RUC Value ($)

Purchase value ($)

$5,000,000 $25,000,000

RUC distance purchased year to date for selected RUC types The red dots represent the cost of RUC purchased for that RUC type for the year to date March RUC distance purchased year to date for selected RUC types 2020 only, thus for RUC type 6 vehicles, powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles), the higherYear valuetoresults the high cost of RUC for these type RUC purchases Date from (YTD) vehicles above 12 tonne.

Year to date: January to March Distance purchased (km) istance purchased (km)

350,000,000

By comparing distance purchased year to date with the same period for the previous year, any trends in changes to activity will become clear.

300,000,000

RUC distance purchased year to date for selected RUC types 250,000,000 200,000,000 150,000,000

RUC purchases Year to Date (YTD) Year to date: January to March

100,000,000 350,000,000 50,000,000 300,000,000 250,000,000 200,000,000 150,000,000 100,000,000

2

6

43 YTD 2019

14

951

RUC Type

H94

33

408

YTD 2020

By comparing distance purchased year to date with the same period for the previous year, any 50,000,000

WWW.GOCLEAR.CO.NZ

MAKE HYGIENE A PRIORITY

Have you considered electronic checklists to ensure drivers are managing new hygiene protocols?

All you need are the right tools. Get connected!

0800 447 735 0520-23

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CONFERENCE 2019

Changing transport to change the world Reporting by New Zealand Trucking Media

John Woodrooffe, principal of Woodrooffe Dynamics, discusses optimising transport networks with PBS.

W

oodrooffe opened with an inconvenient truth: “We’re in a changing world, there’s more rapid change now than in previous generations and our changes are really fundamental to society.

“Today, we’re dealing with the consequences of increased CO2 … it is a very serious moment in our history and it’s gratifying to see how industry is reacting without political pressure. It’s reacting to what it perceives is a threat.”

So, how does this tie into the future of PBS? Woodrooffe says that going forward, we need to establish comprehensive PBS metrics with which to communicate the societal costs and benefits of transport.

“Current standards really speak to the engineering aspect of vehicle design and the compatibility of the vehicle with infrastructure, either through geometry and vehicle design or through the vehicle dynamic reaction, where a vehicle behaves in a predictable and safe way.”

Doing so, says Woodrooffe, enables the rational adjustment of transport policies to optimise benefit. “We want to develop metrics that measure goods movement efficiently, the societal value, and making sure that we’re using our transport system in terms of a network – not just trucks, ships or rail, but optimising the entire flow of the system.”

Woodrooffe says that a more efficient and sustainable transport system uses intelligent, science-based policy, where decisions are not made on a particular opinion but on what the data says.

“The policymaking challenge is to encourage successful high-capacity vehicle law. They can do it through some forward-thinking policy instruments, perhaps on the basis of a special permit programme to create the condition that running a high-capacity vehicle is a privilege rather than a right. If permits can be withdrawn, that fosters a heightened sense of priority in the safe and legal operation of these vehicles.”

However, high-capacity transport systems are an easy target for criticism and Woodrooffe says the transport industry isn’t getting the message across well enough. He says we need to expand past talking about the truck in isolation and the freight movement as truck centric.

“When implementing these programmes it is very important to get the support and collaboration of all stakeholders and use all resources necessary to come up with a solution. The industry needs to translate the objective benefit of these vehicles into language the general population and politicians can appreciate.”

What are those benefits? Woodrooffe cites numerous studies, but the main outcome is that more efficient transport leads to improved transport efficiency, which leads to reduced carbon.

“It is important to consider the overall societal value of a well-crafted, high-capacity transport system,” he says, this including a reduction in crashes and casualty from reduced exposure, fuel savings from improved efficiency, and lower emissions output across the board.

In an Alberta study conducted about 20 years ago, highcapacity vehicles not only showed improved efficiency, but a five-times improvement in safety as well.

“In that case they had very progressive policies that governed the use of those vehicles in such a way that reduced risk.

They really focused on that and doing so can achieve some remarkable results,” he says. These included a reduction in fuel consumption and emissions of about 32%, reduced infrastructure consumption (road work per unit) of about 40%, and a reduction in vehicle distance travelled of more than 40%. There is also a proportionate benefit in the reduction of crashes which, Woodrooffe says, would be in addition to the five times reduction shown in the study.

In creating a more recent study in the United States, Woodrooffe explored what the consequences to society would be if, through optimising the transport network, transport efficiency could be improved by just 10%. “I had data on truck-related crashes, injuries, fatalities, damage-only crashes, fuel use, and by knowing the prices of all those and the price of a fatality, it rolls out to about $16 billion a year savings in the US.” He adds that realistic savings from a vehicle component side would be around 13% on tyres, about 10% on aerodynamics, and about 16% regarding the engine.

Woodrooffe says that in the future, the focus should move to getting things to work together in the broader transportation system. “The task of transporting goods transcends from a single-mode focus to broader transport system optimisation.

“There are concerns about significant modal shift from rail to high-capacity that have not materialised. The idea is you do not want to have a lot of modal transfer when you’re implementing more efficiency. What you’re really trying to do is maximise the capacity of both units and make sure each mode is transporting the best possible way it can.

You do not want to have a lot of modal transfer when you’re implementing more efficiency.

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capacity vehicles are not limited to the transport

“In the studies that I’ve seen where high-capacity vehicles have been introduced in intensive railway present countries, we see that the freight is really moving from smaller to larger trucks as opposed from rail to the larger trucks. That sort of proves the merits of this and gets to why we’re working to try and improve the acceptance of these vehicles.”

Woodrooffe says this is all very specific to the transportation signature of a country, and that New Zealand is a unique example. “One reason is your single level government when it comes to transport, so you have the ability to do things with less bureaucracy, a better chance of success, and you’re very innovative as an industry.”

Woodrooffe also says that the use of high-capacity vehicles needn’t be countrywide but could be specific to geographical areas. “There are different geographies and commercial activities and all of those enterprises require vehicle specialisation to allow some of these industries to succeed,” he comments.

“New Zealand is uniquely positioned. It’s going to require a more pragmatic, thoughtful decision-making process based on data. The balance is the local, regional, and global parameters, and some form of sustainable index applicable to all modes of transport,” he says. 

industry, but extend to broader society as well.

GM

John Woodrooffe says that the benefits of high-

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TALKING FUEL

Easy as ABC

Atmosphere, Biodiesel and Carbon Story and images by Lindsay Wood

A geeky peek at issues around biodiesel for vehicles.

W

hy bother with biodiesel?

The most we could produce would hardly dent our current consumption of mineral diesel, and big questions hang over biodiesel, like emissions associated with some manufacturing, and the ‘net energy return’ on its production.

But the answer is simple: we must bother to help achieve ‘peak carbon’ in 2020 – the point at which we (as in the world as well as New Zealand) must reverse the trend of rising emissions and begin in earnest the downward trend – to avert the most catastrophic outcomes of the climate crisis. That means pulling out all the stops to reduce emissions, and one such stop is biodiesel, making it worthwhile even for just a few

Comparing CO2 emissions for different feedstocks.

Source: Wikipedia and UK Department for Transport, annotation author.

percentage points (plus there are other gains, like reducing cancer-forming PM2.5 particulates).

Ministry for the Environment figures report road transport at 18% of total emissions, second only to dairy cattle (22%), but rising much faster. Factoring

in biodiesel makes great sense, especially short term, allowing quick emissions reductions while momentum builds on the big transitions to hydrogen and battery powered transport.

But not all biodiesels are equal (see chart above). Litre for litre, emissions from biodiesels range from 15% to 65% of those from mineral diesel, with New Zealand biofuels at the ‘good’ end of the range. Our B100 approaches 80% emissions reductions, and B10 almost 8%. So, switching a truck to B10 covers one year’s 7% emissions reduction (see diagram at left).

While recognising the important benefits of biofuel, we need some reality checks before getting too enthusiastic. US business magazine Forbes summarised it well: “To be a Left: New Zealand’s ‘Zero Carbon Act’ echoes this IPCC graph. To reach zero net carbon by 2050 (when emissions are completely offset by absorption by trees, etc.) we must cut emissions about 50% by 2030, or 7% p.a. This is a most important point in our approach to successfully averting the worst of climate change – every delay makes subsequent emissions cuts ever more drastic (and the 7% per annum we are already facing is drastic enough).

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WWW.GOCLEAR.CO.NZ viable alternative for petroleum, a biofuel should provide a net energy gain, offer clear environmental and economic benefits, and not reduce food supplies and/or increase their costs.”

Although all biodiesel comes from animal fat or vegetable oil (Green Fuels mianly use used canola oil, Z Bio D tallow, and Gull’s Diesel Max both), there are critical differences within feedstock categories.

This is especially so between used cooking oil and crops grown specifically for feedstock (the latter has multiple downsides, ranging from poor net energy gain and negative social impacts to fertiliser emissions, sometimes overwhelming all gains from biodiesel).

Palm oil is grown globally as a major biodiesel feedstock, but palm plantations entail massive clearing of rainforests (which are major carbon sinks), and/or disruption to local food production.

Additionally, biodiesel will only ever be a small player as a road fuel, and while our by-product-sourced biodiesel is near-optimal, only a fraction of current demand can be met by it (although reportedly some 90% of our used cooking oil is currently exported).

However, deliberately grown feedstock has appalling energy return. There isn’t enough land to grow sufficient crops, and the World Resources Institute reports photovoltaics producing up to 300 times the energy per hectare of biofuel crops. The ‘EROEI’ (energy return on energy invested, or net energy gain) for biodiesel from crops puts it at the bottom of the ‘energy cliff ’, making it unable to sustain society as we know it (see graph above right).

Accepting biodiesel as a niche market that can still contribute to reducing our transport emissions, how does the economics of carbon pricing stack up in that sense? Broad-brush calculations (see Illustrative carbon pricing) at current carbon pricing shows B5 and B10 must be less than 1c/litre dearer than mineral diesel for price parity (and B100 6c/litre more). Present biodiesel pricing varies, from current near-parity between B5 and mineral diesel in Auckland, up to 50c/litre or more premium for B100 in the Nelson area. If B100 cost, say, 25c/ litre more to get to the pump, it would likely require a carbon price over $100/ tCO2e (CO2e is the global warming potential of other gases compared to that of CO2) to create price parity with meineral diesel.

Palm oil (trees) competing with rainforests (green). Source: Transport and Environment.

The ‘energy cliff’ and falling net energy gain. PV is barely viable, biofuels are shown as worst (but are variable). Source: Tullett Prebon, annotation author.

Illustrative carbon pricing Note: This is simplified to illustrate carbon costing. Other major variables, like fuel taxes, RUC, or international exchange rates, are omitted here, but are needed for a full picture.

Mineral diesel emissions = 2.68 kgCO2e/l (MfE) NZ biodiesel emissions = 0.43 kgCO2e/l (MfE plus UK) Milage drops say 7.5% for B100.

•

Compared to mineral diesel, New Zealand biodiesel saves GHG emissions of about 2.1 kgCO2e/litre.

•

At an indicative current carbon price (CO2e) of $25/tonne, B100 saves about 5.3c worth of CO2e per litre, but reportedly costs up to 50c/litre more to get to the pump.

For price-parity, to cover say a 25c/litre production premium for B100, the carbon price must rise to over $100/tCO2e (yielding 21c/litre or more @ 2.1 kgCO2e/litre).

It’s myopic to evaluate the future of the planet simply in terms of immediate price parity, but it gives insights into the potential impact of emissions pricing. To an extent it also validates recurring comments that a carbon price over $100/tCO2e is needed to seriously drive climate-friendly behavioural change.

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Of course, there are many other benefits of by-product-based biofuel, including helping our balance of payments, reducing waste streams, and better conserving precious resources and natural ecosystems.

But the really big cost of tackling the climate crisis will come if we fail to do enough to cut emissions, and in the big picture such failure would make pennypinching over price look ridiculous.

Summary

• Fossil-fuelled transport is a major and escalating source of GHG emissions.

• Discontinuing fossil fuels ASAP is critical to tackling the climate crisis.

• Our Zero Carbon Act requires yearon-year decarbonising of 7% until 2030.

• B5 and B10 can be widely used, reducing GHG emissions some 4% and 8% respectively.

• New Zealand biodiesel feedstocks are near-optimal for making lowemission biodiesel.

• Available biodiesel feedstock can only supply a fraction of the total diesel demand.

• Cropping specifically for biofuels makes poor sense energy-wise, socially or environmentally.

• Carbon prices should jump to incentivise change, but there are also other big issues.

• Longer-term, decarbonising must encompass electrification via batteries or hydrogen.

Lindsay Wood is a director at Resilienz Ltd and author of Climate Matters newsletter.

Perspective on decarbonisation This article was written before Covid-19 escalated globally.

Putting the 7% annual decarbonisation in that context, tentative analysis suggests Coronavirus will cause emissions drops over 6% in 2020, barely one year’s worth of decarbonisation.

Given climate change is a greater existential threat than Covid-19, if anything should propel us to max out our own decarbonisation efforts, it’s the thought we need that rate of emissions reduction every year for a decade.

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To B100 or not to B100? That is the question The experiences of a campervan owner who wanted to get off fossil fuels.

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eciding to sell my campervan in 2015 was driven by a stark choice.

Like so many people, I had long-dreamed of owning a mobile home, a dream that came true four years earlier when I bought a 2004 ex-Maui VW LT35 3-berth.

I’d already had wonderful trips in it with family and friends, my grandkids adored our expeditions away, and to my surprise I grew to like it even more during the year it was my home while my ‘real’ house was being built.

But with that functional phase over, I couldn’t escape a reality that had been gnawing at me: I work on climate change initiatives and know fossil fuels are the arch-villain of global overheating, yet I was driving my diesel van around just for fun.

It’s one thing to run diesel trucks, currently almost as crucial to society as blood in our veins, but burning diesel for recreation was something I couldn’t live with. So, in spring 2015, with a heavy heart, I prepared my second home for sale.

I’d even drafted the Trade Me ad when a fluke meeting with Duncan Abrey of The Natural House Company dealt me a get-out-of-jailfree card, and brought a grin to my face and a reprieve for my camper.

“We run our van on 100% biodiesel,” Duncan announced. “It’s refined right here in Motueka.”

I could hardly believe my ears: for months I’d agonised over a problem, while a solution was just a short drive from my home in Nelson. A call to Matthew Lady at Ethical Fuels reassured me – his product was made from re-refined cooking oil and didn’t need special storage; and a call to VW reassured me my LT35 was okay to run on 100% biodiesel.

I bought a suitable 12V pump and ordered a drum from Matthew.

The first sign biodiesel was more biofriendly came as Matthew dropped it off, and bumble bees started cruising around, drawn by the smell. Four years later, this ecofriendliness was confirmed when I moved the drum: instead of the sterile bare patch normally associated

The site of the drum in the yard.

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It doesn’t get much better than this.

with diesel tanks, plants were thriving all around.

And the transition couldn’t have been easier – no modifications, no new equipment. “Just run a tankful at 50/50, then a tankful of straight biodiesel, then change your fuel filter,” were Matthew’s simple instructions. The filter replacement is required because mineral diesel leaves deposits in the fuel system that biodiesel strips off. On my model the filter change needed a snake that could use a wrench but, once done, the switch to biodiesel was complete.

Naturally, I was curious about the van’s performance, especially as biodiesel supposedly brings a slight loss of power, but I couldn’t pick up the difference: the power held up fine and fuel consumption seemed the same.

But of course campervans invite longer trips, and that raised the challenge of filling up away from home.

I first struck that problem on a trip to Christchurch, knowing I wouldn’t make it back to Nelson on a single fill.

Happily, Fulton Hogan’s Green Fuels depot came to the rescue, and I made it home without resorting to mineral diesel.

Then came a bigger challenge, in the form of a trip to Northland. Z Energy was just introducing biodiesel and a phone call was promising, I could fill with B100 (100% biodiesel) at every Truck Stop. That was soon revised down to B10 or B5 and then, on the

The grandkids love our adventures in the campervan.

ferry to Wellington, I got a phone call…

“Sorry, we made a mistake. There isn’t yet any biodiesel on your route.” Clearly, I’d tapped right into their teething problems!

Naturally I was miffed, but I’d done my best, and was committed to the trip.

However, the problem quickly morphed into an opportunity, because the return trip let me compare the performance of biodiesel and mineral diesel on exactly the same route (albeit in opposite directions).

Heading north, I made Tokoroa on a

single tank of B100, filled with 64 litres of mineral diesel, then southbound, two weeks later, filled again at the same pump. Naturally, a truckie’s instincts might pick a difference, but even though I was alert for changes in performance, I couldn’t detect any. And on the last leg to Nelson, I watched, intrigued, as the fuel gauge descended towards zero. I made it home okay.

The dipstick on my 200-litre drum is calibrated at 10-litre intervals, so isn’t that precise, but I reckoned almost 65 litres to top right up again.

Amazing! No perceptible difference in performance or in fuel economy.

But a neighbour had picked a difference. “There’s that fish and chip shop again!” he often quipped. Which is true: a slight whiff of cooking oil is the only tangible difference, apart from filling being less convenient. But those downsides are minute compared with the massive benefit of avoiding almost all the awful emissions that come from mineral diesel – and that was the real game changer that breathed new life into my enjoyment of my wonderful campervan.

Disclaimer: This personal account of using B100 biodiesel in a campervan should not be taken as confirmation that such use is always okay. The chemistry of biodiesel is complex, as are its potential effects on engines, and people interested in trying this should make their own enquiries before doing so.  New Zealand Trucking

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TRUCKERS’ HEALTH

Keeping healthy and active during lockdown

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s a personal trainer, it is one of my biggest passions to help others to improve their health and fitness.

I’m not one to brag, but one thing I pride myself on is being realistic in terms of the advice I give my

clients.

I believe that it is unrealistic to expect people to eat ‘clean’ and healthily 100% of the time, exercise every day, or enjoy the abovementioned, every single day.

On that note, I have put together a list of simple, realistic and doable steps you can take to improve your health and overall wellbeing while trying to navigate through this lockdown period:

Step 1 – Acknowledge one unhealthy food that you feel you may be overeating.

Once you have recognised that food, try to reduce the amount of it you are consuming. For example, I have a chocolate bar every day. From now on, I will have a chocolate bar every second day. It’s about reducing, not going cold turkey. What I find quite often with clients is that when they try and go cold turkey, they end up caving in and eating more than they ordinarily would. You do not want to feel deprived, because deprivation often leads to a big binge session.

Step 2 – Drink more water.

Quite often we mistake thirst for hunger and end up snacking more than we need to. If you make the effort to always carry a drink bottle in your vehicle or with you as you go about your day, you are more likely to drink more water, feel more hydrated, and have less of a need to constantly snack. You will also feel more alert, which is extremely important when you’re pulling massive hours behind the wheel.

Step 3 – Eat more fruit and veges.

Make an effort to include more nutritious fruits and vegetables throughout your diet. If you’re not that fond of some of them, there are many ways you can sneak fruits and vegetables into your day, such as smoothies, omelettes/frittatas or grated/ chopped finely into a stir-fry or salad. There are plenty of different fruits and vegetables, so you are bound to like some of them and loathe others.

Obviously, don’t force down foods that you dislike because you are never going to stick to it. For example, I absolutely hate olives and celery, which is why I do not include them in my diet. But I make up for it by eating plenty of other greens and good stuff.

least four times a week. This can be anything from walking, biking, or dancing, to home workouts. Aiming for four days a week means you will have a rest day in between each of your sessions, which will give your body a chance to rest and recover.

Mentally, it also gives you a break from that ‘daily grind’ mentality. Sometimes, writing a rough plan or guide as to what exercise sessions you would like to get done through the week makes you more likely to achieve what you have set out to do – rather than just winging it. For example, Monday – 30-minute walk, Wednesday – 30-minute bike ride, Friday – home workout, Sunday – 30-minute walk.

Step 5 – Treat yourself.

Quite often we associate treats with food. But this doesn’t always have to be the case. If we have been doing really well with our health and fitness or have achieved something amazing in our day-to-day lives, we don’t always have to reach straight for food-based treats. It can be even more special and rewarding to treat yourself in a different and unique way, such as buying yourself a nice new tool or toy.

For example, I ate really well and hit all my exercise goals for a month, so I treated myself to some new activewear. Quite often we build up how good something will taste, then when we finally have it – it isn’t actually as good as we had imagined.

Whereas, if you are gifting yourself with something small that you know you enjoy and appreciate, you can’t go wrong.

Whether you are an essential services worker or are at home during lockdown, I think it is important not to put too much pressure on yourself to eat perfectly, exercise like a beast, and achieve 3000 things every day. Everybody struggles and copes in different ways during lockdown and I think what is going to get us through this difficult and unsettling time is each other.

Reach out to family and friends and let them know if you’re not coping and talk things through. No one will judge you if you’re struggling through this crazy time in history.

Take care and keep on trucking! 

C

M

Y

CM

MY

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CMY

Step 4 – Move your body.

This doesn’t mean doing strenuous, high intensity workouts every day, it just means moving your body in some way at

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Laura Peacock Personal trainer TCA Fitness Club

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WWW.GOCLEAR.CO.NZ HEALTH AND SAFETY

Health for off-site workers

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away. They paid for accommodation and a meal allowance. ew Zealand, along with the rest of the world, has The accommodation offered the kind of facilities that would been through a unique experience, one we hope be expected. However, in conversation with a driver, they never to repeat. The craziness of panic buying hand identified that the place was not cleaned to an acceptable sanitiser, toilet paper and PPE looms large in our standard and that drivers were uncomfortable staying there. memories. Covid-19 highlighted many positive aspects of We also launched a discussion about the humanity and identified other areas type and quantity of food that should be where we did not stand for the greater How can Safewise consumed. These conversations enabled good. help? my client to improve the quality of the Like many others, I tried to buy, accommodation and provide a better with limited success, hand sanitiser for We work with organisations system of transporting food so that my on-the-road workers to keep in that need more health drivers didn’t have to rely on takeaways their vehicles. If I were honest, I would and safety knowledge, or steak, egg and chips from the local say that this was not something I had or more time, than they pub. previously thought of. My workers are have in-house. For more Talk to your off-site staff to always based in our office with regular information, check the understand what they experience and visits to our clients. The visits usually website what they need. It’s an opportunity to occur in an office-type environment. My www.safewise.co.nz give them some guidance about healthy workers have easy access to clean and habits and to ensure that they are well-maintained facilities. experiencing the standard of care you However, many workers have different believe you are providing.  experiences when working away from the administration base.

They may not have easy or regular access to clean toilets, they may be required to sleep in their trucks (often in very good Tracey Murphy is the owner and conditions) and use shared facilities, they may stay in budget director of Safewise Limited, a health motels. Meals may be irregular and limited in range. and safety consultancy. She has more Part of the health and safety responsibility of the than 10 years’ experience working organisation is to manage the health and safety of their workers with organisations from many different wherever and whenever they are at work. The definition of industries. Tracey holds a Diploma in a workplace includes a vehicle, vessel, aircraft, ship or other Health and Safety Management and mobile structure. Therefore, the organisation must ensure that a Graduate Diploma in Occupational workers have easy access to appropriate facilities to manage Safety and Health. She is a graduate their health and safety. member of New Zealand Institute of Safety One of my clients was confident that they were providing Management and is the Waikato branch appropriate accommodation for their drivers when they stayed manager.

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Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

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LEGAL LINES

The impact of coronavirus on employment

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March 2020 will be a day of historical significance for New Zealand because it was the first day of lockdown after the nation’s alert level was raised to 4. It has been a time of great disruption that has brought grief, financial difficulties and enormous changes to our lives on a daily basis. For most of New Zealand there is no such thing as ‘business as usual’, and while the measures we are taking will undoubtedly save lives, they will also result in a period of economic downturn.

Some businesses have been forced to close and employees are being encouraged to work from home. For those in essential services they will continue to operate but under tight restrictions for the foreseeable future. The relationship between employers and employees is recognised in law as a special relationship, with more obligations than apply to an ordinary contractual relationship. Employers have few unilateral options in this context, so there will need to be genuine consultation and robust discussions between the parties to overcome the challenges that lie ahead.

employment agreements, whether on an individual or a collective basis.

It will be important for employers to convey their decisions to affected staff sensitively while stress levels are high, especially when using remote communications. Where an employee’s position is surplus to the commercial needs of the business, their employment may be terminated on the grounds of redundancy. The process for making employees redundant is relatively prescriptive and any employees made redundant must be paid out in accordance with statutory minima and their contracts. Whilst some contracts may include force majeure or business interruption clauses and the common law doctrine of frustration of contract may also apply, they should not be considered easy escape clauses for employers. The thresholds for these legal options are set high, so seek specific legal advice on whether and how they might apply in different circumstances.

Does employment law continue to apply?

Employers continue to have a legal duty to eliminate or minimise hazards to provide a safe workplace for employees and other people present on worksites. Employees of essential businesses have extra health and safety needs arising from Covid-19, such as provision of additional cleaning, protective equipment, and measures to ensure there is adequate social distancing. For employees who are working remotely, thought needs to be given by employers to how best to help them adapt to working from home, such as rearranging their workspace to make it more fit for purpose.

An employee’s mental health and wellbeing must also be considered, so regular contact to monitor this may enable employers to provide support when necessary. Many workers will have dependents in their bubble, which will be an additional responsibility they must juggle, so their employment arrangement must be flexible enough to accommodate this.

Hopefully the decisions made by our government will keep bringing us closer to a return to a more normal time, and there have been heart-warming stories of people coming together to help others. While we continue to live through a time of great upheaval and uncertainty, may this sentiment of kindness continue and give us the opportunity to slow down, pause, and take pride in how we have responded to this challenge. 

Employers and employees have the same duties toward one another that they had prior to the lockdown, including the obligation to deal with each other in good faith. Most employers will be under significant financial pressure, given that there was very little time in which to adjust to operating in lockdown. To assist, the government is offering a wage subsidy scheme that provides a fixed payment per worker for 12 weeks. This is paid to an employer as a lump sum and it is to be passed on to employees as wages. Employers are required to make their best efforts to keep the subsidised workers employed for the period of the subsidy and to pay them 80% of their pre-Covid-19 income.

Beyond this, employers should be having open discussions with employees, in good faith, about the financial situation looking forward over the next 12 months. While the lockdown itself is only for a finite period, the expected recession will have at least medium-term effects for the New Zealand economy.

Employers facing serious difficulties need to talk to their employees about what measures are going to be required to keep the business afloat and avoid job losses.

What kinds of alternatives are available?

Tailoring ongoing employment relationships

The options which employers may need to discuss with their employees could include reduced hours, reduced pay, taking annual leave, taking unpaid leave, taking special leave, or a combination of these. Both parties will need to be realistic about the alternatives and creative about finding solutions to the challenges presented. Any changes to employment terms must be agreed and recorded as variations to existing

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) 377 1080 or 021 326 642.

Danielle Beston

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NZ TRUCKING ASSOCIATION

Coming out the other side of Covid-19

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ew Zealand has always depended on the trucking industry to deliver its essential supplies, food, medical supplies, hand sanitiser, beverages, household goods (including toilet paper), and a whole range of consumer goods. It is just that most people did not realise how important the trucking industry was to their daily lives until the Covid-19 pandemic came along.

This has been the trucking industry’s time to shine, and shine it has thanks in no uncertain terms to the men and women behind the wheel of many trucks across the country who have kept New Zealand moving through this crisis.

The effect of the Covid-19 pandemic on trucking operators has varied across the sectors. Those that have been carrying freight for supermarkets and essential services businesses have never been busier, putting extra trucks, trailers and drivers on the road, and they are well placed to come out the other side of this crisis. Then there has been the other extreme, the trucking operators servicing the hospitality, tourism, retail and logging sectors to name a few, who have been basically parked up during the level 4 lockdown. They have been struggling to keep staff employed, put food on the table, meet their financial commitments, and have fast used up what little cash reserves they had in this traditionally low-margin industry.

Even now that the country has moved to level 3 these trucking operators are going to struggle for a long time yet.

If they are one of the lucky ones whose customers are back up and fully trading, they will still have to carry themselves financially, covering the cost of wages, fuel, RUCs, and other expenses until they get paid – which could still be another 60 days or more away.

Then there are the trucking operators whose customers are casualties of the Covid-19 pandemic, who will never reopen again. These trucking operators may have stranded assets that were set up for specific customer requirements. They will have some stark choices to make. Can they find alternative work for this capital equipment? Can they reinvent their business in a different sector? Do they try and sell this capital equipment at a substantial loss? Or will they also become a casualty of the pandemic?

One thing is for certain, things will never be the same again, well, certainly not for a very long time. So how long before things settle down and we see the ‘new normal’, whatever that may be? That is certainly the million-dollar question that everyone in the trucking industry is asking.

We are heading into a recession, that is for certain; we just do not know how long it is going to be and how hard it is

going to hit us. Predictions are that unemployment is going to double at a minimum and that many businesses will never reopen. People who do not have a job are not going to spend money, so that means less freight will be moved. This will have a flow-on effect on the trucking industry.

So now more than ever is the time to protect your cash for the long road ahead, so that you can come out the other side of this recession. The old saying ‘cash is king’ has never been truer than it is now.

This is the time to look at your business models and see if they are structurally sound. It is time to rewrite your business plan and reinvent your business to suit the ‘new normal’. This is the time to readjust your rates to a more sustainable level; the trucking industry’s low-margin model is no longer sustainable. The days of cutting a competitor’s rate just to get the work are long gone and are a fast race to the bottom.

But first, you need to truly understand all your business costs. If you need help with this, the New Zealand Trucking Association can help. Association members enjoy free access to the association’s industry respected business cost modelling service, which will accurately detail your actual costs so that you fully understand the rates you need to be charging to be financially viable.

Now more than ever is the time to belong to the New Zealand Trucking Association, as we are well placed to help you navigate your way through these challenging times, with sound industry-based advice, cost modelling, significant industry experience, compliance, advocacy, tools and resources, networking opportunities, and substantial cost savings.

If you would like to find out more about what the New Zealand Trucking Association can offer your business, then please give me a call on 021 754 137 or email me at dave.boyce@nztruckingassn.co.nz. 

This is the time to readjust your rates to a more sustainable level; the trucking industry’s low-margin model is no longer sustainable.

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

by Dave Boyce, NZTA chief executive officer

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ROAD TRANSPORT FORUM

Do what you can to hold on to your staff

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The issue of non-essential versus essential freight remains a write this with New Zealand deep into the initial fourmajor problem. week lockdown period. Nobody knows how long this will The essential/non-essential distinctions are presenting last or how successful it will be. It is encouraging to see the significant economic viability issues for many freight government approach changing from one of containment to companies. Trucking is only viable when running at or near one where they are openly talking about eliminating Covid-19 capacity, and that requires a fully functional supply chain. here in New Zealand.

A fully functional supply chain is only possible with the By the time you read this we may know a lot more about movement of both essential and non-essential goods. how long elimination will take and what alert level we will We have been working with government officials to get them need to maintain to achieve it. What, I think, is even less to understand the fundamental premise that all freight needs to certain is just what the economy will look like when we come move, whether it is essential or non-essential, and limitations out the other side of this. on this will have dire consequences, both for our industry and Even in the best-case scenario, the reality is that we will the country’s economic recovery. not be going from alert level 4 immediately back to zero. In We also highlighted with government the significant issue all likelihood it will be a staged process where freedom of that drivers have had accessing roadside services such as rest movement and association will still be heavily restricted for areas, food services, and toilets. I am pleased that guidelines many more weeks and months. This will continue to have a have since been issued to have massive impact on New Zealand public toilets remain open on key businesses, especially those that rely freight routes. We are told that on people coming through their Unfortunately, RTF has had to cancel our those running service stations have doors.

2020 Election Summit planned for June. We also been informed that they are Restaurants, bars and cafes are are disappointed to have to do this, but like permitted to open their facility unlikely to be operating for some so many other events, we have really had no and sell food to essential workers. time, while other parts of the choice. We remain committed to providing However, this will be a choice for service and retail industries will the industry with plenty of information on each service station to make. New also be heavily restricted. Tourism political party policies as we near the Zealand Trucking magazine has on businesses, especially those that election. its website an updated nationwide cater to international tourists, are list of these places. likely to face an even longer period It goes without saying, but it is absolutely vital that operators of inactivity, as border restrictions are likely to last some time. do all they can to keep themselves and their staff as safe as It is inevitable that there will be significant economic pain, possible while working under lockdown conditions. This means but how we come out of this will largely depend on just how heeding all the necessary health advice, maintaining social successful we are at keeping people employed and as many distancing as much as you can, washing hands thoroughly, and businesses afloat as possible. looking after each other’s mental health by staying in regular While freight transport has been an essential service through contact. the lockdown, once restrictions are lifted and non-essential For the men and women of our industry who are working so businesses can start trading again, there will be significant hard to keep food on the supermarket shelves, fuel at the gas pressure on trucking companies to also increase their capacity. stations and export produce going to our ports, we are hugely I therefore encourage operators to use all the tools that are appreciative of your efforts. The RTF and its associations will available to them through the Wage Subsidy Scheme and other continue to support you as much as we can, government support programmes to help retain their staff and so look after one another, stay safe, and keep be in a position to increase operations when the time comes. up the good work.  To qualify for the Wage Subsidy Scheme, you just need to prove a 30% loss in revenue or predicted revenue over a month when compared with the same month last year, and that that decrease is due to Covid-19.

The government has also set up the Business Finance Guarantee Scheme to provide short-term credit to cushion the financial distress of small and medium-sized businesses. There are extensive tax and ACC levy relief packages available as well.

Nick Leggett The government’s Covid-19 and business.govt.nz websites are Chief executive the place to go to access all of these. officer

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THE LAST MILE

Take a bow

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April 2020 and a lovely fine, sunny day, but something is missing – the background noise of traffic on SH2 is not there, there are no visible signs of people, even the wildlife, sparrows and ducks seem to have all but disappeared. Welcome to our world. One cannot be anything but amazed that one small creature, that could likely sit comfortably in the palm of my hand, could cause so much chaos and financial ruin across the entire world. It shows where the real balance of power lies.

We have to admire those New Zealanders who are prepared to put themselves in harm’s way to look after the health and wellbeing of us all; this includes the people who work in the supermarkets, and you, the truck drivers of our nation.

Over the past week or so there have been many welldeserved accolades given to our doctors, nurses and other health professionals for a job well done, but, for some reason, I have yet to hear similar accolades expressed for the truck drivers. Perhaps this is because our industry just gets on with the job, as it has done on many other occasions over the years, without fuss and with few thanks.

One thing for sure is that when we eventually emerge from the world we are in now, whenever that happens, it will be vastly different from the one we were in just three months ago.

Many businesses that were around back then will no longer be around; unfortunately some transport operators will be among these. I did read one overseas commenter who suggested that the current worldwide situation is a lot worse than it needed to be simply because for so long we have been living in a virtual fool’s paradise, happy to ignore the obvious – that many businesses were really untenable. Time will tell if he was on the right track or not.

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One of the better things that has emerged from the crisis so far is that the ideologs, those who think trucking is a two-horned monster that must be eradicated for the sake of mankind, have been a lot less vocal. But then they may also be using this time for planning their next attacks.

It is to be hoped that when the Government cranks up its new infrastructure initiatives it will remember that it was the trucks on the roads of this nation that delivered the goods that kept the supermarkets stocked up; not cycle lanes or people walking or trains or buses – but trucks. Let’s hope too that it’s realised that trucks are driven by people, people who need to have suitably equipped areas to pull over in safety to have a rest and a comfort break.

Just as trucks have played a vital part in keeping the country fed, so too they will play an equally vital part in the rebuild.

Wouldn’t it be nice then if the Government recognised this in some tangible way, such as deferring the next RUC increase? I doubt this will happen though, because the Government will be looking to get in as much money as it can. After all, there is still an election due in September.

It’s been most gratifying to see how the industry associations, along with the RTF, have stepped up to keep their members informed on what is happening and what they need to be aware of – well done.

To all those involved in moving freight by road in New Zealand, take a well-deserved bow and give yourselves a big pat on the back; you deserve it. After all, if you don’t do it yourself, you can be sure nobody will do it for you.

To paraphrase one of Winston Churchill’s speeches, never has so much been owed by so many to so few. 

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