NZ Trucking Magazine, May 2023

MOUNT SCANIA FLAT-ROOF FLASH MAY 2023

TRUCKING NEW ZEALAND

MAY 2023

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RAISING THE BENCHMARK Official magazine of the

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SOPPET’S HARD WORK BIG HEARTS

THE FUTURE IS SUPER CHANGING THE WORLD OF TRANSPORT

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MADE FOR NEW ZEALAND

Heading for a good time! C&R Developments is always enthusiastic about participating in Wheels at Wanaka. Here, the company’s Kenworth T908, driven by Murray Peake, rolls through Lowburn towards town with one of this year’s exhibits – an International Payhauler in the livery of Baker Construction, one of C&R’s commercial forebears. Photo: Craig McCauley.

CONTENTS EDITORIAL DIRECTOR

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

THE

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

REST

FIELD EDITOR

Carl Kirkbeck Ph: 021 760 766 Email: carl@nztrucking.co.nz

6 Editorial

For all advertising enquiries: Matt Smith Ph: 021 510 701 Email: matt@nztrucking.co.nz Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz

32 Show Special – Tui Truck Stop / Kamo Touch-aTruck

8 Road Noise – Industry news

40 THE FONDEST FAREWELL The Soppet’s Story

54 Just Trucking Around 62 Good on Ya, Mate – Harley Barker

SUB EDITOR

PRODUCTION MANAGER

Tracey Strange

Ricky Harris

64 Where’s that Road?

CONTRIBUTORS

ART DIRECTOR

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

John Berkley

66 New Rigs 72 New Bodies and Trailers

DIGITAL IMAGING

Willie Coyle

74 Million Mile Club

DIGITAL MANAGER

80 International Truck Stop – Shacman hits 800hp

Louise Stowell OFFICE ADMINISTRATION

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

Howard Shanks (Australia)

Will Shiers (UK) VIDEO PRODUCTION

Izaak Kirkbeck Milly McCauley Howard Shanks

Georgi George

82 Craig’s Trucking Snapshot/Cartoon

PUBLISHER

84 Mini Big Rigs – Neville Hazelton

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48 HWR DRIVES HYDROGEN Fuelling the Future

56 RETRO SCANDI

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88 Little Truckers’ Club 92 What’s On

96 Moving Metrics 100 Incoming Cargo – Cellcentric 104 Industry Update – #EYESUPNZ 106 Better Business – Road to success 108 Product Profile – NAPA 110 Carriers’ Corner 112 Truckers’ Health 114 Health & Safety 116 Legal Lines 118 NZ Trucking Association 120 Transporting New Zealand 122 The Last Mile BROUG HT TO Y OU BY

76 THE FIRST WEE DRIVE S-Way – Behind the Wheel

22

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EDITORIAL

WEATHER WAITS FOR NO ONE

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here’s a theme developing this year, a thread tying together Dave’s and my editorials… You guessed it – New Zealand’s roading infrastructure, and its desperate need for increased capacity, resilience, and maintenance. By association, that extends to the Interislander Cook Strait ferries, which, as we know, are a part of SH1.

We’re not alone, either.

The associations have been continually vocal about the need for government to get its ducks in a row, which it suggests it’s doing – and will likely continue to do for the next four or five months... Of course, much of this activity is ongoing infrastructure recovery work in the three crucial regions affected by Cyclone Gabrielle.

The SH1 Brynderwyn Hills has been subject to rolling closures for recovery and upgrade works, that will hopefully leave it better and more resilient than it was precyclone once the latest round of works has concluded – around the time you read this, all being well.

The SH25/SH25A Thames-Coromandel coast

remains a hive of activity with approximately 50 slip sites receiving attention or monitoring. Around now too, an option for the remediation of the slipped section of the SH25A Kopu-Hikuai road should be announced, setting the direction for the work to reconnect the two sides of the road over many coming months.

Finally, the long-term recovery of the transport network on the East Coast, which has been likened by the agency to the Kaikoura rebuild. With current recovery works ongoing, last month an interim agreement to establish the design and construction management team in “a regionally led, centrally supported [recovery] approach”, was signed between NZ Transport Agency, KiwiRail, Downer, Fulton Hogan and Higgins. By next month, the full alliance team is expected to be in place.

All of which has got me thinking…

It’s not news; New Zealand is primed for natural disaster.

According to MetService, the South Pacific averages about nine tropical cyclones a year, with one of these – at

least – affecting New Zealand.

And, says MetService, we can expect them to become more severe and thus more destructive as the planet continues to warm.

That’s a frightening thought considering Gabrielle’s record as the costliest tropical cyclone ever recorded in the South Pacific basin, at an estimated NZ$13.5 billion.

Add to that severe earthquakes – GeoNet puts the average at three magnitude 6.0 to 6.9 events per two years and one magnitude 7.0 to 7.9 per four years – and it’s a safe bet that natural events drastically affecting key national infrastructure will continue to occur. As we know, that means disruptions to citizens’ lives and livelihoods, to a fragile roading network and the supply chain that flows as smoothly as possible along it, and rising costs as a result.

Industry has called for a focus on infrastructure resilience, to “build back better”, for a commitment to long-term investment – all of which can be seen to be a proactive stance moving forward. Surely, though, if there’s a likelihood of increased storm severity,

should there not also be a call for an even more proactive approach to response?

That is to say, on our toes, with regional representatives of government departments, agencies, contractors, iwi and civil defence ready and able to come together at a moment’s notice to put the wheels of recovery in motion.

A permanent ‘recovery alliance’, or task force, if you will.

I don’t for a moment think it’s a simple job, certainly not one I’d like to have, and I know the work required is vast. But Gabrielle hit three months ago, and long-term recovery work on the East Coast is only just beginning due at least in part, said Waka Kotahi group general manager transport services, Brett Gliddon, to the “need to tailor our solution to meet the needs of these regions”.

Socio-political pressures notwithstanding, into the future there might be merit in meeting these needs and having everyone onboard ahead of time.

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Isuzu NZ launches two ready-to-work truck variants

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suzu Trucks New Zealand has expanded its range of N-Series models with two new variants of the NLR250.

The new models are from the Isuzu Trucks ReadyTo-Work range, and come with a fitted flat-deck tray and tow bar. Models offered will be short- and mediumlength wheelbase variants, with manual and AMT transmissions available.

“N-Series tippers have proven to be one of the bestselling models in our portfolio, offering both single and threeway tipping models, crew cab variants and standard features such as two-way tailgates and body lockdown mechanism,” said Dave Ballantyne, general manager of Isuzu Trucks New Zealand.

“With the introduction of the new NLR250 TrayPack model,

we are expanding the ‘ReadyTo-Work’ range, which already features N- and F-Series tipper models that arrive in-country fully built up from Japan,” he said.

The new TrayPack features a locally fitted drop-side lightweight tray that will appeal to the industry in general, especially tradies looking for more carrying capacity, who would typically use a ute for day-to-day work.

The TrayPack has a GVM of 5500kg, meaning it can be driven on a class 1 licence.

“Our customers have expressed a strong desire for new ‘Ready-To-Work’ options in the N-Series truck range, so we’re pleased to be able to offer this enhanced level of functionality with the TrayPack,” said Ballantyne.

News of the new models

builds on the recent expansion of the Isuzu Trucks nationwide service centre network, with total coverage of 30 sites

ROAD NOISE NEWS

New Scania service dealer for Hamilton

S

cania New Zealand has announced a new, authorised Scania service dealer for Hamilton – Pro Mechanical.

Open now, the brand-new Pro Mechanical workshop is located at 30 Earthmover Crescent in Burbush and was purpose-built for heavy diesel

and truck servicing, with the fit-out including two CoF lanes.

“At Pro Mechanical, we put the customer in customer service and we’re excited to team up with Scania and be part of its service network,” said Pro Mechanical director Wayne Crouch.

“We are open in the early hours of the morning and late into the evenings to meet customers’ needs and get them back on the road with no fuss.”

Scania New Zealand service director Raul Rodriguez said Pro Mechanical would help Scania meet the growing

ROAD NOISE NEWS NEW MODELS

around the country, consisting of 12 full sales, parts and service dealer locations, and 18 authorised service centres.

demand for service in the Waikato area alongside the recently opened Scania branch in Cambridge.

“We trust that Pro Mechanical will provide top-notch service to Scania customers, and it’s great to have them onboard as part of our wider Scania whānau,” he said.

“With Waikato being part of the ‘golden triangle’ and a key hub for transport, it requires a solid servicing network to keep trucks moving. Having Pro Mechanical located in the northern part of the region in Te Rapa, and the Scania workshop in the southern area in Cambridge, we are covering all bases.”

Scania Waikato branch manager John Bailey said having Pro Mechanical on board would be a great asset to the region, and customers would be well-supported thanks to the new partnership.

8 New Zealand Trucking May 2023

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Planning for industry-led truck safety accreditation programme

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here is a real gap in terms of a formal compliance programme when it comes to work-related road safety, according to NZ Trucking Association.

Chief executive David Boyce said that while the industry already had very high levels of safety and some good systems to support operators, a more formal structure was needed.

With National Road Carriers, the associations have combined forces with Waka Kotahi to implement the Work-Related Road Safety Programme. “It is a huge step forward in terms of giving the transport industry better certainty and direction,” he said.

“There are six key elements that make up the programme and we are thrilled to be working on the establishment of the heavy vehicle accreditation workstream.

The implementation of the accreditation scheme sees government and industry partner in a way that enables industry to ensure safety best practice that will deliver a high level of assurance to both the freight industry and regulators.”

Justin Tighe-Umbers, chief executive at National Road Carriers, said the programme would aim to ensure transport participants agreed to a code of conduct and got accredited based on a set of industry standards that mitigated risk

and improved compliance and safety.

Progress is underway, with key freight partners already having met with Waka Kotahi to discuss creation of the governance group.

“The New Zealand transport industry is keen to move quickly to establish a robust road transport accreditation programme. Fortunately, the industry has high safety and compliance standards, so existing business risk is well managed,” Tighe-Umbers said.

“But we are very conscious of the duty of care operators have to their drivers, families and other road users and the fact we need to make sure best practice standards are in

place across the board.

“An industry-led vehicle accreditation scheme will allow us to have a worldclass business and risk management system that will give operators recognition and their customers confidence in their work practices,” he said.

“It satisfies an increasing trend for customers who require suppliers to have comprehensive risk management systems in place for tenders, and because members are externally audited by a third party, accreditation provides robust evidence of compliance across all aspects of the business.”

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ROAD NOISE NEWS

NEW COURSE TO HELP IMPROVE TRUCK DRIVER HEALTH

Leggett departs Transporting New Zealand

Heavy vehicle leasing and rental firm TR Group has launched a free online diet and nutrition course for truck drivers.

The course is designed to address the challenge of maintaining a healthy diet while on the road and provide truck drivers with the knowledge and skills to make informed choices about their diet and nutrition.

Registered dietitian, Angela Berrill, presents the course, which also contains interviews with 10 experienced truck drivers.

It covers a range of topics, including the importance of a balanced diet, how to choose healthy snacks on the road, budgeting, and how nutrition and hydration affect a driver’s abilities behind the wheel. It also provides practical tips for meal planning and preparation specifically designed for drivers.

“We understand the unique challenges that truck drivers face when it comes to maintaining a healthy lifestyle,” said Shane O’Grady, TR Group’s national sales manager.

“That’s why we developed this course to provide practical, accessible information to help truck drivers make healthier choices.”

The course is available online via TR Group subsidiary, DT Driver Training, which truck drivers can access and complete on their own schedule.

It is free until 31 July.

“We believe that everyone should have access to quality education and training, regardless of their location or occupation,” says O’Grady. “We are proud to offer this course as part of our commitment to improve outcomes in the transport industry.”

To view, visit drivingtests. co.nz/course/diet-nutritiontraining/

ransporting New Zealand chief executive Nick Leggett has announced his departure from the industry body, taking up a new role with Infrastructure New Zealand.

Leggett has been leading Transporting New Zealand for almost four and a half years.

General manager Dom Kalasih will serve as acting CEO until a new chief executive is chosen.

“I am grateful to have worked for an industry that literally moves New Zealand,” Leggett said. “Road transport is made up of some terrific people who will drop everything to move freight for their customers. Most people don’t know the trials and tribulations of the work because the industry does such a great job.”

Leggett said working in the job was the best way to learn how the economy worked.

“You see first-hand the kinds of initiatives that make sure the supply chains run.”

He said that with Covid19, economic pressures and now extreme weather events, New Zealanders had seen how effective and necessary road transport was to keeping people alive and keeping the economy productive.

Asked what the key challenges for the industry were moving forward, Leggett said: “The industry struggles every day to project a coherent case and advocate effectively to government because it continues to have three industry organisations instead of just one. This makes no sense. Everywhere I go, people who work with the industry tell me that there should be one organisation.

“If you strongly believe that, I challenge you to do

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10 New Zealand Trucking May 2023

something about it,” he said.

“I’ve been proud to work for Transporting New Zealand because it’s the only organisation that actively supports a merger into one organisation.”

Leggett said this was the only way the industry could be truly influential and have its scale and importance recognised.

Leggett said developing the Road to success traineeship was among his key achievements during his time at Transporting New Zealand.

“Seeing the businesses and the men and women who work in the trucking industry increase their profile has been hugely satisfying,” he said, adding however that the industry must face reality.

“When it comes to training, the only people who are going to invest to train and qualify drivers is you. Road to success gives all businesses a nationally recognised training pathway with real qualifications.

The collective mindset of the industry often is that training is someone else’s

job and that people will just leave after employers invest in them. I think it was Bill Richardson who said that he’d rather train someone and see them leave, than not train them and have them stay.”

Transporting New Zealand chair Warwick Wilshier thanked Leggett for his work with the association. “Nick has brought a whole new dynamic to an industry that needs to embrace change.

“We need to empower our young people to lead and he has certainly created the platform for that to happen.

The relationships that Nick has built and the profile that has been created is now in every New Zealander’s mind when they realise that through Covid, earthquakes and cyclones, their everyday necessities are delivered.

“We set a challenge when Nick joined the organisation to raise our public profile and create industry unity.

He can now leave with a great sense of achievement, and we are fortunate to have someone of Dom’s experience and calibre to take over.”

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ROAD NOISE NEWS

Transport infrastructure a major election issue

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ccording to Transporting New Zealand outgoing CEO Nick Leggett, New Zealand’s roading network and the future of transport infrastructure will be a major election issue this year.

This year, the association will launch an election manifesto in time for its annual conference, to be held at the Lower Hutt Events Centre from June 28 to 29. Some issues at the conference will be specific to the needs of road transport operators; however, roading maintenance and conditions will be front and centre, as well as the need to build new roads.

“We will host a political panel of major spokespeople from the political parties, including Transport Minister Michael Wood and National’s Simeon Brown. We’ve also got some great speakers who will

talk about the kind of changes that businesses need to be thinking about in this stressed economy,” said Leggett.

He noted that even before Cyclone Gabrielle and the serious flooding in February, road transport operators and the public were complaining about the parlous state of New Zealand’s roads.

“It’s up to the government – no matter what form it takes after the election on October 14 – to make sure our whole transport network is resilient and fit for purpose into the future,” he said, adding, “we have to build back better.

“When you run down the maintenance of your infrastructure, and then you get unforeseen and extreme weather, the impact will always be worse than if you had maintained things properly.

Last year, the government injected $400 million in

additional funds into roading maintenance. That was a long time coming, but that additional amount – at least – needs to be invested every year. Otherwise, we are not going to get on top of the maintenance mountain that is our state highway network.”

Leggett urged industry to unite and maintain pressure on whichever side wins the election in October, to supply that reassurance.

“We have to support our primary sector, we have to support our export goods market, and we have to support communities getting the food and products they need. Roading is still the key to that. Prime Minister Chris Hipkins appears to understand this. He has said we have got to find the money for better

roading. That’s the truth of it.

“We have to keep investing in good-quality roads. We have to keep investing in a wider infrastructure that supports our lifestyle and economy and fosters the kind of productivity that New Zealand needs to grow our way out of inflation. We can’t afford to go backwards,” Leggett said.

“As a sector, we have to be confident of our agenda, amplifying a unified voice no matter which parties are elected. Coming to the conference and having your say will help us do that.”

Conference registration is available at the Transporting New Zealand website or by emailing Jenny Murray, jenny@transporting.nz or info@transporting.nz

Cummins invests US$1 billion in U.S. manufacturing

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ummins will invest more than US$1 billion (about $1.5 billion) across three of its U.S. engine manufacturing plants.

The investment will upgrade those facilities to support the industry’s first fuel-agnostic engine platforms that will run on low-carbon fuels, including natural gas, diesel and eventually hydrogen.

“The investment is reflective of our dual-path approach of advancing engine-based and zero-emission solutions – an approach that is best for all

of our stakeholders and our impact on the planet,” said Jennifer Rumsey, Cummins president and CEO. More than half of all medium- and heavy-duty trucks in the U.S. use Cummins engines. This investment is intended to retain the thousands of current engineering and manufacturing jobs and support the creation of hundreds of new jobs within Cummins’ facilities.

Cummins U.S. customers, including Walmart, Werner, Matheson and National

12 New Zealand Trucking May 2023

Ready Mix, among others, are beginning to test the first engines of the X15N fuelagnostic platform. Walmart received the first field test

unit in April to take part in the field test of this industryfirst, 15-litre advanced engine platform running on renewable natural gas.

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Shop online with TWL

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ransport parts supply businesses TWL has launched the first phase of a new online shopping option for customers, with more than 7000 general Business-to-Consumer products available at twlnz. co.nz. Phase two will cover the full TWL range.

“We’re excited to offer a

quicker, easier way to view products, specifications, and stock availability, and get deliveries straight to the customer’s door. We’re also offering ‘click and collect’ at all 19 of our branches across the country,” said Mike Brears, national sales manager, Sime Darby Commercial Aftersales.

The new website gives

customers the ability to search by product type, brand, or part number quickly and easily.

Over the coming 12-18 months. TWL plans to expand its online offering from light trailer, general consumables to include body hardware, heavy transport equipment, safety products, vehicle lighting

and more to serve its core Business-to-Business (B2B) heavy transport customers.

“It’s great to be able to provide our customers with a new way to buy from TWL, but our main mode will still be in bricks and mortar branches across the country,” confirmed Brears.

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ROAD NOISE NEWS

New Auckland harbour crossings proposed

T DAF launches New Generation vocational trucks

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AF has unveiled its New Generation XD, XF, XG and XG+ range for offand on-road applications. This includes the new XDC and XFC Construction vehicles and the Extra Robust version of the XD and XF for those who don’t require off-road capability but still need extra ruggedness.

The New Generation XDC and XFC Construction vehicles offer up to 40cm ground clearance and an approach angle of 25°.

They are available in 8x4, 6x4 and – for the first time – 4x2 axle configurations.

There is a choice of doubledrive, low-maintenance tandems: from a 19-tonne lightweight tandem with single reduction, leaf spring suspension and disc or drum brakes to 21- and 26-tonne variants with single reduction, disc brakes and air suspension. For heavy and off-road applications, the 21and 26-tonne tandem is also available with hub reduction.

The tandems are available with a wide range of rear axle ratio options from 3.46:1 to 7.21:1.

For applications that may occasionally require extra traction, DAF offers a hydraulic

16 New Zealand Trucking May 2023

front-wheel drive option for 4x2 tractor versions.

The Construction range is distinguished by the dominant black grille and a robust steel bumper, steel radiator protection plate and two maintenancefree LED fog lights – deeply recessed in the bumper for maximum protection. A flexible lower step is available as an option.

The entirely new XD and XF Extra Robust series combines the robust cabs of the XDC and XFC with an on-road chassis.

The robust front execution with its prominent high-mounted bumper is combined with a neatly integrated front underrun protection beam and is available on all XD and XF rigid and tractor configurations.

Further, the New Generation DAF trucks programme has been extended to include a full series of four-axle variants with single drive for on-road applications. These chassis versions, with steered pusher axle and/or (non-)steered trailing axles, are ideal for applications such as heavy container transport, sewer cleaning and heavy waste collection.

he government has unveiled five proposals for an extra Waitematā Harbour crossing. Construction begins in 2029.

Brett Gliddon, group general manager transport services at Waka Kotahi, said crossing options for Te Waitematā, including bridges, tunnels, and a combination of the two, had been looked at in tandem with how the existing Auckland Harbour Bridge was best utilised.

“Each scenario has different combinations of options, including how the existing harbour bridge is used, how different modes use new bridges or tunnels, and how bridges and tunnels could work together. Every option comes with its own impacts, opportunities and constraints, which is why we are eager to understand which connections matter the most to people,” he said.

Waka Kotahi said public feedback gained would help deliver a recommended way forward for the project in mid-2023.

“This is a complex project with more planning, design and consenting work to do following confirmation of a preferred option.

Elements of the project could be delivered within the decade and construction is likely to begin by 2029.”

A Waka Kotahi survey last year confirmed strong public support for the project with almost every Aucklander having travelled over the Auckland Harbour Bridge in the past 12 months.

National Road Carriers CEO Justin TigheUmbers said it was good to see progress on the Waitematā Harbour crossing project.

“It is pleasing to see the government has acknowledged that any alternative must include greater provision for goods, services and freight that will allow the region to cope with the expected increased freight,” he said.

“National Road Carriers urges all parties to commit to this timeline so construction can start as soon as possible.”

James Smith, chief operating officer at NRC, added: “The vulnerability of the Auckland Harbour Crossing was identified decades ago and to finally see a timeframe for resolution is significant,” he said.

“While some will see this as purely an Auckland issue, I am aware that many members outside of Auckland have trucks or customers impacted by this vulnerable part of our state highway network.”

Servicing Cardan shaft park brakes A new method for testing Cardan shaft park brakes (also known as transmission type park brakes) was introduced on 1 December 2022.

Service providers must be able to correctly diagnose, maintain and adjust these brakes to the manufacturers’ specifications in order for them to pass the new in-service test, especially if they have already failed.

When servicing a Cardan shaft park brake, the following steps should be followed: • Only use lining materials that are recommended by the manufacturer. The linings for Cardan shaft park brakes tend to be a softer compound than normal service brake linings.

• Brake drums and shoes may need to be radiused in the same manner as other drum brakes.

• Some burnishing of the linings will help to bed in the new parts.

• Cables, linkages and actuators must move freely and be correctly adjusted, especially if a bell-crack is used.

• Brake shoe to drum clearance must be minimal but not induce any drag.

• Always refer to the manufacturers’ specifications.

For more information, including a video on servicing Cardan shaft park brakes, visit: nzta.govt.nz/cardanbrakes 23-EX-024

ROAD NOISE NEWS

Scania to introduce digital dashboard

S

cania has unveiled digital dashboards for its trucks and buses based on a modular electronics architecture and accompanied by new safety features.

According to Scania, Smart Dash paves the way for digital services, increased safety and improved user experiences for customers and drivers.

Smart Dash comprises a digital dashboard and a centre information display.

It offers seamless daily digital support for drivers and operators together with solutions such as My Scania and Scania Driver app. Scania says that as an improved human-machine interface (HMI), the Smart Dash solution is essential to Scania’s increased focus on

safety.

“This introduction represents a step change in Scania’s offering within the transport ecosystem,” said Stefan Dorski, senior vice president, head of Scania Trucks.

“What our customers will experience in Smart Dashequipped vehicles is the palpable part of Scania’s next-level offer and ambition

regarding digitalisation, connectivity and safety,” he said.

“The next level of premium experiences in the trucking industry will focus a lot on the kind of connected functionality in and around the trucks we offer. Over-the-air updates and smart services on demand will create new opportunities for Scania customers and make their

operations safer and more profitable with increased uptime and efficiency.”

Scania’s increasing focus on active safety systems includes new-generation cameras, radar and sensors.

The company said the new supportive safety and warning systems would help drivers avoid the incidents that often occur in busy and cramped urban environments.

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ROAD NOISE NEWS

Euro NCAP looks closely at trucks

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he European vehicle safety assessment programme, Euro NCAP, will expand its scope of activities and evaluate heavy trucks.

According to estimates by the International Transport Forum, road freight transport is expected to triple by 2050, and trucks are already disproportionately involved in accidents with injuries and fatalities. While they account for only 1.5% of registered vehicles on Europe’s roads, accidents involving trucks account for nearly 15% of traffic fatalities.

The organisation is planning a new Truck Safe rating system, which, according to an approach developed over the past decades, will include electronic safety measures and driver assistance systems. This rating system will allow all players in the freight industry to identify and assess the safety level of equipment in their truck fleets.

“Advanced driver assistance systems are now standard equipment on most European passenger cars, helping to reduce accidents by more than 40%,” said Matthew Avery of vehicle safety firm Thatcham Research in the Euro NCAP Safer Trucks: on the Road to Vision Zero report.

“Heavy trucks experience the same accidents but are not equipped with this technology, resulting in a disproportionate number of casualties in accidents involving heavy vehicles,” he said.

The ratings will enable cities and authorities to identify the best vehicles for their roads and incentivise their adoption.

Fleet operators will thus be able to determine the vehicle specifications they must meet in highway agency programmes.

However, the relevant safety parameters for trucks differ greatly depending on their type of use. Therefore,

Euro NCAP said the “one size fits all” principle was inappropriate for trucks.

“It doesn’t make sense to promote a city-specific safety solution for a truck that never enters an urban area – that would add cost without providing benefit,” the report said.

“However, if vehicles without safety systems are approved for urban areas, it is only right that cities try to keep them away from areas where these risks are high.”

So the organisation has developed a concept that provides a dual assessment of truck safety for urban and rural roads.

All vehicles are assessed against both sets of criteria. When vehicle operators purchase a vehicle for a specific purpose, they also need only consider the corresponding rating. Only generalpurpose vehicles must score well on both ratings.

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Many readers will be well aware of this particular hobby horse of mine – the survivability of printed content. I’m in no way a ‘Nelly Negative’ when it comes to digital media. Our business has benefited immensely from it and it’s provided hours of entertainment for our readers and viewers – and that’s not even touching on the fun we have making content like retro tests, podcasts and radio.

But print is the media that endures. We will be the generation that both had the most information and lost the most. Print is the only media that doesn’t require an intermediary device for our brain to interpret what’s in front of us.

That’s why, for us, it’s important to preserve what happens in print, and that’s why we’ve decided to record in perpetuity what happened again at Wanaka this year.

Wheels at Wanaka is proving to be something out of the ordinary, and the future generations we will never meet need the ability to look back and see what happened, regardless of the digital protocol in vogue in their time.

– Dave McCoid

COVER FEATURE

MAGNIFICENT IN THE MOUNTAINS Some events appear to have all the right secret herbs and spices to give them that ‘thing’, drawing people as if they are on some form of pilgrimage. In its third time around, Wheels at Wanaka is proving just such an event – and 2023 was so good we’ve decided to devote our lead story to it, something not done for a public show since the days of the Hautapu Expo.

Story by Dave McCoid Photos and video by Craig McCauley, Gavin Myers, Carl Kirkbeck and Dave McCoid

H

ow do you nominate someone for a knighthood,” said one passer-by at the New Zealand Trucking Media tent. They were talking about Allan Dippee, of course, the brains behind what has become New Zealand’s go-to event if you’re into anything with wheels. A discussion then ensued on what Wanaka has that’s sending it ever more stratospheric every two years. Obviously, the variety of entries – everything from an off-roader to a Land Rover, to classic cars, machines, trucks, earthmoving equipment… it’s endless. Then there’s the venue. Who

22 New Zealand Trucking May 2023

doesn’t want to go to Wanaka? Of course, the interaction of like minds across generations is huge, but there’s the other key element: this is not merely a show. Wanaka is play time!

The parade ring is shared by everything and, of course, what many would argue is the true saffron in the Dippee recipe, the earthmoving play-pit – officially known as the Terra Cat Earthmoving Extravaganza.

It’s one thing to restore an old earthmover, but unlike trucks, unless you have 20 spare hectares in need of regular uprooting, earthmovers are harder to enjoy in an operating sense. It’s

even harder to do with your restoration brethren. Big machines are hard to move.

Wanaka solves that on a grand scale, and the extravaganza’s magnetism is unquestionable as old hands and up-andcomers alike let machines from the ages loose to ‘do their thang!’ in the dirt. In 2023, the celebrated machine was the motor scraper.

The active nature of Wanaka also means ‘they’re’ all there; Knowles, McCarthy, Collinson, Francis and Solly; Ross, Porter, Draper, Richardson and Goodman… it barely scratches the surface of who was mingling and happy

to yarn about their fleets, machines, restorations and career escapades.

In 2019, Wheels at Wanaka drew 12,000; in 2021, 24,000, and this year 40,000 headed to the 25-hectare Three Parks site. As Maarten Durent, CEO of Southpac Trucks, said at Saturday evening’s official function, “This event is of an international standard.” As a founding sponsor, he also affirmed his company’s support of future events.

What Allan Dippee, Colleen Nisbet, Annabel Roy and the Wheels committee and volunteers have really created, however, is a mood. They bring all the

above together in an apprehensionfree yet responsible manner. There’s no obvious legion of high-vis-wearing zealots claiming that anything closer than 10m from a machine is recklessly dangerous, and orange cones are as few and far between as they can make them. The Wheels at Wanaka committee manages to effect a cross-industry, cross-community coming together – bringing our greatest mechanical marvels into contact with the people who own and operate them, and more importantly, everyday folk. It’s up close and personal, the way it should be.

Watch it, touch it, sit in it… maybe light the passion that just might result in the ride of your life in amazing industries doing business at the economy’s front end.

“This year’s event felt successful in every way,” said Allan Dippie. “The volunteers and vehicle enthusiast contributors were exceptional.

The sun was shining. We had record numbers through the gate, and everyone had a wonderful time.

“Now, we have the challenge of bettering our efforts in 2025! But that’s a wonderful challenge to have.”

The further you look into Wheels at Wanaka, the more messages there are. I started by saying it’s becoming a pilgrimage of sorts. Why is that? What is it that this show delivers? Something we used to have, which we are now, in some way, denied? I think we all know the answer, really.

Long may it continue.

At the time of writing, promotions and event coordinator Annabel Roy didn’t have the final divvy-up of proceeds to the various beneficiary organisations. So watch this space – more good news is on the way.

We hope you enjoy this pictorial coverage.

ON THE ROAD TOWARDS

Elite Excavation from Blenheim with a two-for-one deal: a 1983 International S-Line 350 – restored in the nick of time – and its load heading to Wheels at Wanaka 2023.

The Kenworth T904 of Skevington Contracting from Palmerston, just south of Oamaru, blasts up SH6 north of Cromwell loaded with the company’s Caterpillar 651B motor scraper.

Bringing the big gear in: BR Satherley Transport carts the huge Caterpillar 789 dump truck to the show.

PART 1

THE TRUCKS 1

2

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5

6

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1) One of the first two Kenworths to arrive on our shores in 1964. Owned by New Zealand Forest Products when new, the Kenworth heralded a new era in log haulage, able to cart 100 tonnes. In its restoration, Porter Group has done New Zealand’s trucking history a huge service. 2) McDonough Contracting in Mataura owns this sharp International 9800i, seen here piggybacking its older but equally sharp friend – the company’s C1200 International. 3) Fiveash Contracting in Christchurch showed off its P113m Scania. 4) Fresh from a recent birthday, Austin Transport from sunny Nelson owns this sharp 1988 Kenworth K100E, which you could say is now semi-retired. For the propeller-heads among you, it was new in the livery of Hamilton-based Tony Gailbraith Ltd. 5) West Coast Ag Contractors’ Dwayne Solly recently completed an extensive refurbishment on this 2011 Kenworth T659. The level of detail in the rebirth is outstanding. 6) When the CH Mack arrived in the early 1990s, its gorgeous lines made it a worthy successor to the R-model. Originally owned by LCL from Hamilton, this sharp 2001 example was in quite the sad state 12 months ago when Christchurch’s Cam Lill got hold of it and worked his restoration magic.

God bless that fellow. 7) Daniel Warnock owns this 2007 Mack Trident, which he’s recently treated to a big birthday. It proudly takes its place in the Mack parade.

New Zealand Trucking

May 2023 25

1

1) Ryal Bush’s 1996 T2700. The company bought the truck new and recently repurchased her for restoration to this magnificent state.

2

2) Bruce Robinson drove this 1996 454 MH Mack day cab from new for Clinton Waipahi Transport. Bruce has enjoyed a distinguished career in rural transport in the South Island and is today a shareholder at RTL. Via a stealth family operation, Bruce was reunited with his pride and joy in 2021.

3) Oxford Transport owned this 1980 R-model Mack new. It has been restored to showroom condition by Frews Transport.

4) Here’s a truck that’s been in Wanaka its whole life and even worked on sealing the last part of the Lindis Pass – Maungatua Contracting’s W-model ‘Kenny’.

3 26 New Zealand Trucking May 2023

4

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5) What a classic. With Dynes Transport its whole life, this magnificently restored 1984 K124 Kenworth day cab was driven new by the legendary Alf Barnett.

6) The miracle child at Wanaka this year. ‘Do your worst, Cyclone Gabrielle; you won’t stop this super-dog getting to Wanaka!’

The crowd was full of admiration for Bevan Satherley, arriving from Napier in his 1984 V8 Mack SuperLiner, The Hulk.

7) Knighton Farms from Kiapoi has an impressive collection of trucks in its colours, including this 1970 International Acco 1820. What a little honey.

8) Mathew Hilhorst, driving the Pokuru Farms Ultra-Liner, waved the Mack V8 and truck industry flag with honour in the pull competition.

He made three clean runs before additional chains under the sled stopped him just short.

TRUCK RESULTS Veteran 1926 Chevrolet 30Cwt Pick-up, Sollys Freight 1978, Ed Solly Pre-war 1924 MT Ford, Brian Cossey Classic 1980 Ford 2418 (Mt Cook livery), ProTranz, Brayden McKenzie-Coleman Small 1936 International C1, Des Gray Motors, Des Gray British 1957 Karrier (BA Turner livery), Peter Turner Contracting, Peter Turner American 2014 Kenworth T409 SAR, Riverview Contracting, Asha Lowes European 1968 Mercedes-Benz L1428 (Mossburn Transport livery), Tom Roberts Kenworth 1989 Kenworth K100E (Lakeview Farms livery), Tahmac Haulage, Robin Wildbore (Southpac sponsored) Mack 1984 Mack Super-Liner, Satherley Logging, Bevan Satherley International 1981 International 1910C Acco (Maxwell Bros livery), Graham Maxwell

New Zealand Trucking

May 2023 27

K220 READY TO

ROCK!

T The Guy Knowles unit. Looking at that, they’re not going to be too hard a sell, really.

A K220 in Release Red. This machine will find a home in the keep of McCarthy Transport Contractors.

The Dynes Transport K220 tanker has been out in the workforce for several months. There was no shortage of interest or questions.

28 New Zealand Trucking May 2023

he last big reveal before it all gets properly real. Following on from the Bombay show, Southpac Trucks had the new K220s on show south of the ditch. Dynes Transport has had its one on the road now for a few months, and hard on the heels of that will be the Guy Knowles machine, with the other truck at the show, painted in the official Release Red, sold to McCarthy Transport Contractors.

Arguably the greatest example of an evolution of design in automotive history, the K220s were crowd magnets the whole weekend.

The 220 retains all the essentials that have made the model line the icon it is – front-axle position, durability, customisable, vendor componentry, overall look, and most importantly, support.

Southpac Trucks Waikato, BOP, and Taranaki sales representative, Adam McIntosh, hosted the parade commentary while the K220s were front and centre, saying more than 100 changes have been made on the K220 over its predecessor, the K200, including a hydraulic clutch and cab suspension.

Guy and Helen Knowles brought their new machine down as cab and chassis.

“The ride, even as a cab and chassis, is amazing,” said Guy.

PART 2

THE MACHINES 1

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3

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1) Think you’ve got what it takes to drive one? Call Oceania Gold, Macraes Flat gold-mining operation. The company demonstrated one of its Caterpillar 789 dump trucks capable of carting a 190-tonne load. 2) A Terex S24 on the left, and on the right, Brutus, a Euclid 16TDT being push-loaded by a Terex 82-80.

3) There were some more modern machines on site this year. Here’s a superb example with Thomson Earthmoving’s Caterpillar D9T push-loading its Caterpillar 637G motor scraper. 4) Paul Clarke’s International Payloader 560 in Baker Construction livery sits loaded, awaiting a candidate for a dump of fill.

5) Another new addition to the paddock this year was Porter Group’s Terex TS14. Seen, here, with the bowl up and powering away from the cut. 6) The Terex TS8 was built to fit inside a C130 Hercules aircraft. This one is owned by HES Earthmoving in Hawke’s Bay. 7) The cable guy! In 2021, dragline virtuoso Alister McDonald was swinging dirt in his gorgeous little RB10 (Ruston Bucyrus). In 2023, he brought a bigger bucket, entertaining an awe-inspired crowd with his RB30.

1

2

3 1) The Detroit Doll: Goodman Contracting is known for naming its gear. This WABCO 222F elevating motor scraper has recently been refurbished. She’s seen here in her element. 2) J Swap Contractors’ Caterpillar 992B was rescued from the ‘bullrushes’ a couple of years back, lovingly restored and let loose at Wanaka in 2023. 3) One of the stars of the show this year was Paul Clarke’s recently restored Caterpillar D10 84W single-stack tractor, with bulldozer blade and singleshank ripper. The D10 was the original Caterpillar elevated sprocket tractor, and the early single-stack machines are now rare, replaced by twin-stack versions early on to alleviate heating issues. This example was retrieved by Paul ex-Japan and is 10 serial numbers from the original New Zealand tractor of the same model owned by Nelson-based FA Willetts, whose livery the restoration sports. Interestingly, at 700hp, the D10 84W was the biggest of the D10s, and even today, you’ll need to buy a D11T to trump it.

NAMES THAT BUILT THE COUNTRY 30 New Zealand Trucking May 2023

4

5

MACHINE RESULTS Vintage Classic Motorscraper Bulldozer Loader Dump truck Horsepower Performance Terra Cat operator

RB30 Dragline, Alistair McDonald Cat DW20 Scraper, Kevin Capell and Vic Draper (sponsored by Paul Clarke) Wabco 222F, Goodman Contractors (sponsored by Central Machine Hire) Caterpillar D9D, Paul Clarke Caterpillar 992, J Swap Contractors Caterpillar 789, Oceania Gold (Sponsored by Oceania Gold Macraes Operation) Wabco 252 motor scraper, Dempsey and Wood Robin Porter (sponsored by Komatsu New Zealand) Ken Tisdall (sponsored by Terra Cat)

4) A sight never seen in New Zealand before Easter 2023 at Wheels at Wanaka – a Caterpillar 84W D10 single stack (itself a rare beast) push-loading a Caterpillar 660B motor scraper. Paul Clarke owns both machines. 5) The smoke tells it all. Vic Draper gets his recently restored Caterpillar DW20 into some work with a little help from a Caterpillar D8. This would have been a common scene half a century ago at the Kopuku coal mine in the north Waikato, where W Stevenson and Sons held the stripping contract for many years.

ACKNOWLEDGEMENTS Thanks to Allan Dippie and his amazing Wheels at Wanaka crew for another memorable Easter weekend. Thanks to everyone who took the time and footed the cost to bring an incredible machine and put our industry’s best foot forward at time in history when we need it most. And don’t worry if you can’t see your truck or favourite machine in the coverage or digital gallery. On page 82, we start our Wanaka Memories monthly half-page all over again.

Scan the QR code or visit nztrucking. co.nz for more cool pictures and scenes from Wheels at Wanaka 2023.

New Zealand Trucking

May 2023 31

Beale Trucking took out the Best Fleet.

TUI TRUCKS ON The forecast may have been for rain, but it didn’t put a dampener on the 2023 Tui Truck Stop Show and Shine on 26 March, with 120 trucks registered and more than 500 spectators.

Story and photos by Faye Lougher

N

ick Rogers of the Experience Collective says the number of trucks attending this year was about 15 down on the 2021 show – the last time the event was held. Covid restrictions meant the show wasn’t held in 2022.

“We weren’t sure how many would turn up because most only registered in the week before the show.” Rogers says everyone is busy and struggling to fill jobs, and for people to take a day out of their busy schedule, especially a Sunday, was a great effort.

“We raised $1400 for the Hawke’s Bay cyclone fund. We have to say a big thank you to all our sponsors and to Trevor Jackson [Jackson Enterprises] and MyTrucking. Also, Sandy Walker [Transporting New Zealand].

He’s been there every year; he’s been a trooper and done a lot for the industry.”

In 2019, a new Star of the Show award was established in memory of Pahiatua truck driver Lincoln Johanson who died in February 2018.

This year, it went to the immaculate 1977 Kenworth W924 owned by Graeme Skou of Marton. Skou also won the award in 2021.

32 New Zealand Trucking May 2023

TUI TRUCK STOP SHOW & SHINE 2023 WINNERS Best DAF Best Freightliner Best Hino Best International Best Kenworth Best Mack Best Tipper Best Sterling Best Scania (joint winners) Best Other – Cat Best Volvo Best Western Star Local Star Best Vintage Best Classic Most Original Best Fleet People’s Choice Furthest Travelled Star of the Show Shine On White Swan Toot Award

Shannon Bulk Haulage Darren McDermott Stephenson’s Transport 2013 Argosy Murdoch’s Transport Campbell Murdoch Stephenson’s Transport Hog Haulage Callum Tews Clive Taylor Ricki Wilson Beale Trucking Paul Jonkman Central House Movers Cameron Kelly Beale Trucking Paul Jonkman Cox Heavy Haulage Greg Cox Brownells Shane Brownell Booths Sky McCausland-Horn Beale Trucking Steve Beale Kenworth K200 Jorja Bourke 1974 Kenworth W924 Justin Mills 1977 Kenworth W924 Graeme Skou International C1300 Brian Lowry Beale Trucking Beale Trucking Scania 620S Paul Jonkman Tony Burling and Sean Hulena, both from Taupo 1977 Kenworth W924 Graeme Skou Dion Kilmister Beale’s Trucking

Bourke’s Haulage took out the Local Star award with this K200 Kenworth.

Best DAF (second from right), Shannon Bulk Haulage.

Hog Haulage’s K200 took out the Best Kenworth.

Ian Cartney from Timaru didn’t have his truck at the show, but he was happy to help polish Clive Taylor Transport’s Rock Waka, which took out the Best Mack award for driver Ricki Wilson.

Joe Holden from Masterton polishing his Kenworth K200.

Justin Mill’s 1974 Kenworth took out the Best Vintage.

The Cox Heavy Haulage Scania (centre) was judged joint Best Scania.

Tony Burling from Taupo was one of the two furthest travelled, along with Sean Hulena.

Beale Transport’s Paul Jonkman took out Best Tipper and People’s Choice award and was joint winner of the Best Scania.

Brian Lowry’s C1300 took out the Most Original.

Campbell Murdoch’s stock truck took out Best Hino.

This Cat owned

by Brownell Earthmoving took out Best Other.

Graeme Skou’s 1977 Kenworth took out Best Classic as well as being judged Star of the Show.

Johnny Burling’s stunning Peterbilt wasn’t entered in the show, but it still attracted a lot of attention.

Central House Movers was awarded the Best Sterling.

Stephenson’s Transport also took out Best Freightliner for this 2013 Argosy.

Dion Kilmister won the Shine On award for his immaculate 2008 Kenworth K108.

Stephenson Transport’s Best International.

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34 New Zealand Trucking May 2023

NZT 23

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SHOW GOES ON Story by Mike Isle

Photos by Mike Isle and Jaymin McGuire

Despite the storm that ravaged Auckland and Northland, and the closure of the main arterial road north, the Kamo Touch-aTruck Show returned to Whangarei in January, attracting a record crowd.

S

how organisers calculated that 4600 people attended the event on Sunday, 29 January, at its favoured venue, Hurupaki School, just outside of Whangarei. That’s almost double the number who attended the show, last held in 2021 at the same venue.

The storm-related closure of SH1 at the Brynderwyns prevented some Aucklandbased entries from getting through. But there were still 48 entries, with plenty of trucks and heavy machinery for kids of all ages to clamber into, climb over, and create a cacophony of air-horn orchestration – a unique

feature of the family-orientated and interactive show.

Also on display with a significant and popular presence, despite enduring a hectic two days leading up to the show, were the emergency services – police, ambulance and fire.

All proceeds from the charity show were split

New Zealand Trucking

May 2023 37

between the Kamo and Ngunguru fire brigades. Organiser Andrew Ivey, a serving police officer and volunteer firefighter, estimates the record attendance raised $10,000 for the brigades.

A feature of the show, and something different for the industry, was the Mainfreightsponsored class 2 heavy traffic accelerated licence qualification provided by Forward Transport Training. The scholarship award seeks to assist with recruitment and training.

This year’s recipient was 22-year-old Rihanna Caie.

Andrew said he was delighted with the show’s success, considering there was an unprecedented weather event leading up to the event and a Covid-related break in 2022.

He thanked those who attended, including the army of volunteers, and suppliers, emergency services and principal sponsors, Mainfreight, Fulton Hogan and TWL.

KAMO TOUCH-A-TRUCK SHOW 2023 WINNERS Truck of the Show, People’s Choice: Produce Connection Hino driven by Cameron Hanley Truck of the Show, Drivers’ Choice, sponsored by TWL: Abbot Holdings Western Star Logger Best Curtain Sider, sponsored by Repco/Air Connect: Mainfreight Scania driven by Matt Hudspith Best Logger, sponsored by TWL: Douglas Logging Kenworth driven by Marsden Best Specialty Rig, sponsored by Northern Rural Haulage: Douglas Logging Kenworth bin crane driven by KJ Best Line Haul, sponsored by Bell Transport: Mangonui Haulage Scania driven by Kurt Grace Best Tipper, sponsored by Get Delivered Nationwide Load Pilots: Northern Rural Haulage Kenworth driven by Jacob Ashby Best Tractor Unit, sponsored by PTS: McFall Fuel Mercedes-Benz driven by Josh Tweedale Best Other Unit, sponsored by MAN Trucks: The Bog Doc Scania driven by Andrew Best Kenworth, sponsored by Commercial Diesel: Douglas Logging Kenworth driven by Marsden Best Mack, sponsored by Motor Truck Distributors: Northland Sandblasting driven by Daniel Tupe Best DAF, sponsored by Commercial Diesel: Northern Rural Haulage driven by Jock Mark Best Fuso, sponsored by Keith Andrews Trucks: Mini Machine Hire Contracting driven by Riley Nicholson Best Scania, sponsored by Scania: Mainfreight driven by Matt Hudspith Best Volvo, sponsored by Motor Truck Distributors: Golden Bay Cement driven by Neville Chapman Best Freightliner, sponsored by Keith Andrews Trucks: Mainfreight driven by Sam Best Isuzu, sponsored by Commercial Diesel: Virgin Concrete Best Western Star: Abbot Haulage Furthest Travelled: Tony Galbraith International driven by Vic Hungerford Best Fleet, sponsored by Training 4 Safety: Mangonui Haulage with five entries Best Fleet 2nd, sponsored by MAN Trucks: Douglas Logging with six entries

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FONDEST FAREWELL

THE

Story by Peter Mitchell

Photos: Soppet family collection and as credited

They travelled from as far away as Piopio, Hokitika and even Western Australia to relive the many miles on the road in truck cabs adorned with the bright green livery of Maramaruabased Soppet’s Transport. There were laughs and ‘BS’ all round, a classic scene of oldfashioned country-style hospitality, typical of a traditional rural trucking get-together.

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wo of the most important things in life – people and history – were celebrated in the truest sense in early January this year. Twin brothers and North Waikato rural cartage identities Lindsay and Rodney Soppet held a social marking the end of 47 years in business together as Soppet’s Transport.

The event took place at the home of Lindsay’s daughter, Moira, located on the rolling

hills of Miranda, overlooking the Firth of Thames. In terms of a venue, it was ideal.

Miranda and its surrounds are key areas in the region the brothers built the rural service transport ‘institution’ they led for nigh on half a century.

With its instantly recognisable bright green livery, and quintessential rural carrier’s depot alongside SH2 in rural Maramarua, Soppet’s Transport spoke volumes about what it means to be a

business operating in its local community.

Organised by former driver Sam Hooper, the function was attended by family and staff, including those who were there when the last Soppert’s Transport key was hung up in early 2022.

From acorn to oak Twins Lindsay and Rodney Soppet learned from a young age about hard work and how to treat people. They

came from a family of 15 (five boys and 10 girls), growing up on the dairy farm parents Arthur and Anne owned on Monument Road, Maramarua, in far North Waikato.

On leaving school, Lindsay worked on his parent’s dairy farm. Rodney went to nearby Te Kauwhata to work on his brother-in-law’s farm before moving back to Maramarua, where he milked cows for local farmer, Glynn Jones..

The early 1970s saw a

1

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3

1) Early days at the Mangatangi depot. The first two trucks. 2) Keen as and raring to go outside the depot. 3) A job well done. Lindsay on the left and Rodney on the right.

prophetic shift in occupations, with Lindsay taking on a truck driving role for Peter Hale at Maramarua. Shortly after, Rodney started driving for Taylor Brothers1 at Mangatangi.

Unfortunately, Taylor Brothers fell on hard times after only four to five years, and the twins decided to have a go on their own. They sold their cars and borrowed as much money as they could get their hands on to purchase one of Taylor Brothers’ D750 Series Ford tip trucks, its trailer, stock crates and the all-important carrier’s licenses.

Soppet’s Transport began operated in March 1975 at Mangatangi, a picturesque rural farming village inland from the Miranda seabird coast and not a stone’s throw from where the boys had grown up.

Lindsay and Rodney set 1

about getting their business up and running. Unafraid of hard work, they undertook the usual rural transport cartage needs, namely stock, metal, fertiliser, wool and hay cartage. It was supplemented by the cartage of fencing materials and a Friday freight run ex-Auckland for local farmers, shops and hotels.

Skillfully managed, the last delivery of the Friday freight run was either at the Red Fox Tavern at Maramarua or the Bay View Hotel in the coastal town of Kaiaua. By all accounts, things could get a bit ‘messy’ after the few drinks that rounded off another long and busy week for the young country carrier.

Funny anecdote time. The twins had a 17-foot two-axle trailer that was left behind in Kaiaua on more than one occasion. Lindsay would get in his Holden Torana SL

No commercial connection to Taylor Brothers from Katikati.

and go and retrieve it. Taking the tow ball off the car, he would insert a large nut and bolt through the towing eye of the trailer and into the car tow bar, then tow it back to Maramarua. Of course, it was brakeless and lightless.

The trusty Torana was also used as a salvage car. It towed a broken-down truck back from Bombay and on another occasion one from Waitakaruru, the neighbouring village about 20km east of home base at Maramarua.

Furniture removal was another line of work undertaken to various places around the North Island. If it could be carted, Soppet’s did it.

As the workload grew, so did the need for more trucks, and a second-hand TS3 Commer was purchased from Pearce’s Transport in Huntly.

A third truck followed after a

young local guy, Jim Glasgow (‘Jim-Bob’), approached the twins for a job.

They bought another TS3 Commer from T.G. (Tom) Smith at Springdale in the central Hauraki Plains on a Friday, rubbed it down on Saturday, painted it on Sunday, and it was ready for work on Monday. After 46 years, Jim-Bob even remembers the rego plate – EE9398. It doesn’t stop there, though. Other registrations Jim remembers include Soppet’s’ first Dodge – IB8004, and the 1983 Renault – LK5313.

Then came a significant expansion, doubling both the number of trucks and depots.

Soppet’s bought the business of local opposition carrier Peter Hale in 1979. His depot is the premises we know today as Soppet’s on the side of SH2, Maramarua.

Stock was always a large part of the Soppet’s Transport workload. In 1985, when the meatworkers’ eight-week strike caused disruption to many operators, Lindsay and Rodney were classed as owner-drivers and, as such, allowed to continue carting into the freezing works.

The green trucks were common in all the local sale yards: Kopu, Coromandel, Colville, Coroglen, Tuakau, and Paeroa, plus they hauled a lot of stock off Waiheke and Motutapu Islands to the Tuakau saleyards, Auckland

New Zealand Trucking

May 2023 41

Quintessential Soppet’s scenes: a Commer TS3 loaded with hay. Generally speaking, the Commers were succeeded by the K Dodge (right) over time.

abattoirs, and further afield to Stevenson’s Lochinvar Station on the Napier-Taupo Road.

With hard work and determination, the workload and fleet size kept expanding.

As the family built their business, the local farming community also rallied around them to provide a loyal customer base, forging long-standing business relationships that became long-standing friendships.

Over time, new companies would pop up in the area, ready to have a go at running the brothers out of town, but loyalty is strong in small rural areas.

That loyalty ran in both directions. The Soppets have always been communityminded, loaning out equipment for various jobs around the district as well as being great sponsors of the Maramarua Rugby Club, Junior Boys Rugby, the Maramarua and Mangatangi schools, among other local community organisations.

In the early 1990s, squash

growing became popular around Mangatawhiri, and the Hauraki Plains to the immediate southeast.

Consequently, three Scanias, part of the local Miles Pope fleet, were taken over, increasing the Soppet’s fleet count to 12, the most it ever got to.

The squash work entailed collecting crops from the paddocks, carting them to the grading sheds in Mangatawhiri, and then on-carting them to the wharves in Auckland, Whangarei, Tauranga and Napier.

Good folk, hard cases, great times, and nicknames Soppet’s Transport was a family business to the core.

Lindsay’s wife Shirley and Rodney’s wife Karen worked equally hard to ensure the rural service enterprise was successful.

Generally, Rodney looked after the day-today organisation. Lindsay

handled the finances, Karen covered the phones and RTs, and Shirley managed the accounts.

Tragically, Shirley died in February 2013 after a farm accident, leaving many broken hearts among the Soppet whanau and staff current and former.

Lindsay’s daughter Moira, who had attended the Tuakau stock sales earlier on, re-joined the business after her mum’s passing to take on the accounts role, a job Shirley still did by hand at the time of her death. A year into Moira’s tenure, a computer was purchased with the monthly invoices now printed on green paper – what other colour could it be?

Lindsay’s son Hamish joined the company in 1998, as soon as he got his heavy traffic licence at 18. With rural transport in his genes, he helped with operations whenever Rodney was away.

Rodney’s son Kelvin also joined later, after his OE and pursuing other interests.

As is so often the case, big businesses can learn so much from small. Defining ‘family’ in the Soppet’s Transport vein is a difficult endeavour as anyone who had given part of their life to help the Soppets in business were treated with respect and always welcome, even if they’d decided to move on. No bridges were ever burnt.

As such, the social side of the company was a big part of life, and on Saturdays, when the trucks were washed and serviced, the twins would take the keys out of the drivers’ cars so they couldn’t take off before refreshments came out and the weekly ‘bullshit and banter’ session started.

After they took over Peter Hale’s fleet, with the encouragement of the thenRed Fox Tavern’s owner, the late Chris Bush, the twins opened a social club in a room on the side of the truck shed. Chris must have regretted his idea because it became a popular local watering hole, the scene of

Left: A scratchy old pic, but pure gold. Right: The FV315 Fuso climbs the Bombay Hills northbound in the 1980s. Photo: Ed Mansell.

many a late night, invariably taking business away from the Red Fox. The tales and recollections that come from 47 years in rural cartage flow like tap water.

Jim Glasgow remembers going to load peat late one afternoon out the back of Ngatea on the Hauraki (Kopuatai) Peat Dome. As was common in the soft peat fields, he got stuck. They tried everything to get him towed out, but all to no avail, even after the twins had arrived to cast their eye over the situation. In the greatest traditions of remaining calm, they all retired to the Ngatea Hotel to establish plan B. Returning to the truck the next morning, it was mission accomplished with ease, and the truck was successfully retrieved from the peat. It’s amazing what a few beers can achieve.

Then there’s the great faulty-steering tale from the Waiheke days. On one of the ferry trips in the 1980s, driver Neil Ryburn (who went on to own his own trucking business at Rangiriri) got tangled up with good-old island hospitality. Having travelled over on a Subritsky’s barge at about 9am to pick up a load of sheep at Pie Melon Bay, he found himself loaded with time to kill before the barge returned. Neil was shown around the farm and hydroponic sheds by the farm’s American owner.

‘Refreshments’ were

generously supplied before the decision was made to head down to the Oneroa pub for lunch and a few more ‘raspberry and lemonades’.

Although Neil was somewhat lubricated by the time the barge arrived back, the truck’s steering did not appear to be, with Neil having a hell of a job trying to back the unit onto the barge. The skipper ended up telling him to drive it on forward so he could keep to his timetable.

Neither was the bracing sea air on the journey home enough, with a major act ensuing at Half Moon Bay in attempting to back it off.

Nicknames and trucking go together like beer and jandals. As a rule, back in the day people didn’t wander too far. It was common when you bought a business for the existing staff to all come across, and oftentimes, past staff might return to help out the new owners.

One such driver was Kevin Sturzaker (‘Sturzy’), who had previously driven for Ray Harvey (see right), and came into the fold after the 1979 purchase of Peter Hale’s operation.

‘Sturzey’ became known as ‘Uncle Buck’, a reference to the 1967–1971 TV show, The High Chaparral, on account of his calming influence on the young guys – but not on himself by all accounts.

Any young blood entering the trucking world is normally oblivious to those watching and waiting for that one

Rural transport – when it’s on, it’s on. Multiple units crated up and loading.

incident – or personal trait – that will earn them a lifelong moniker. According to some of the older drivers, Sam Hooper used to change gear about 10 times between the wash pad, the back of the yard and the fuel pumps out the front.

It earned him the nickname ‘10-speed’. Sam reckons it’s because the Dodge he drove had a 10-speed Roadranger, but who’s going to argue with the older and the wiser?

The late Lloyd Ramanui was a young, keen fellow who was tagged ‘Brown Shoes’.

The pair became ‘10-speed and Brown Shoes’, after the popular crime-fighting duo in the early 1980s TV show, Tenspeed and Brown Shoe.

Sam Hooper is a superb example of just how much truck driving is a passion. If there’s diesel in your veins, nothing else matters. A car painter at the Toyota assembly plant in Thames, in 1980 he earned $12 an hour, but wanted to be a truckie. He started at Soppet’s that same year on $7 an hour. And how history pans out, with Sam today the quality of operator every young up-and-comer should aspire to be.

Then there’s the tale of Ryan Merrett. As a five-yearold, the local lad told Lindsay he was going to drive for Soppet’s when he was old enough, to which Lindsay replied, “We’ll not be around by then!”

Of course, they were, and they helped Ryan get his heavy traffic license, after

THE DYNAMIC DUO

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ay and Margaret Harvey started out on their own with one truck in 1950 from the premises that would become the home of Soppet’s Transport years down the track. Ray had turned down a ballot farm for returned soldiers after World War II, using his rehabilitation loan money to start a trucking business.

In the early years, stock was carted to and from the Pokeno and Mercer railway stations. When a big stock shift was on, Ray would work for as long as his eyes would stay open, then he would call in at home with the truck loaded, and while he caught some shut-eye, Margaret would take the load to the Railway Station, unload, and return for Ray to continue on.

On one occasion, Ray and Margaret had 15 loads of sheep and cattle to shift to the various freezing works in Auckland. The loads had to be done in succession – about three and half days of continuous work.

To achieve this assignment, they did as married couples did in those days and worked as a team.

Both would load up, then Ray would do as many loads as possible before needing some sleep, in which case, Margaret would drive the truck back while Ray jumped in the passenger seat for a sleep. Luckily, they would have had the luxury of calling in at home for meals and showers to freshen up, and then keep on going.

They built their business up to a tidy four-truck operation before selling out to Peter Hale in 1967.

Soppet’s was your classic vibrant and busy rural carrier operation with something always on the go. which he stayed on for 10 years, only finishing up late in 2022.

Do unto others Working with, and having trust in other carriers, proved invaluable for the Soppets.

A good example was when heading north to the AFFCO meat works at Morewa, they would stop and fuel up at Somners Transport in Waipu.

The drivers knew the diesel pump key was kept on the shelf in the smoko room and would leave a note with how much fuel they put in. This system was repaid when Somners headed south, with their trucks fueling up at Soppet’s’ Maramarua yard.

Other operators they had close working relationships

with included Kenny McDonald and Te Akau Transport when carting stock, and Jacksons Road Haul in Auckland, with lime and fertiliser cartage.

They also had great relationships with their suppliers. Norm Fredrickson, who had an engineering workshop in Mangatangi, was always available 24/7 to keep the green trucks’ wheels rolling, while William Gill & Sons in Huntly was the main supplier of trucks, evidenced by the Commers, Dodges, and Mitsubishi marques that formed the backbone of the fleet during its 47 years of operation.

One day, the twins went to pick up one of the trucks from Gills, there for a service and

Servicing the islands of the Hauraki Gulf was also part of the Soppet’s ‘To Do’ list

Former drivers, Neil Ryburn (left) and organiser of the January 2023 reunion Sam Hooper.

COF. On arrival, they were told there was some good news and some bad news.

Thinking the worst, that the truck had failed its COF and a large repair bill awaited, they were surprised when told it had passed. The other news was a new cab and chassis was being prepared for them. There hadn’t been any previous discussion about a new truck being needed, but there it was. “Take it home

and put it to work. Financial details will be talked about later,” said Brian Gill, son of founder William. The trust and respect between Soppet’s and Gills lasted until the end.

Stock crates were another necessity in the Soppet’s operation, and its supply relationship here started with Barry Gordon at Nationwide Stock Crates at Te Kauwhata telling them one day that their crate wasn’t worth repairing.

A gathering of past and present staff on the last day of operations in January 2022.

“But don’t worry,” he said.

“We have already started building a new one and will ring you when it’s ready to pick up.” Once again, finance details would be sorted out later.

When Barry’s brother, the late Michael Gordon (‘Marmite’), who also happened to be Rodney and Lindsay’s brother-in-law, started Delta Stock Crates, he did much the same. When he was still operating out of Te Kauwhata, he rang the twins and suggested they buy a welder. He would then come over on the weekends and strip the old wooden boards off the crates and weld steel sides on them to comply with the new stock crate regulations – everyone going the extra mile to help make things happen and build relationships based on trust and service.

Rural to the core The hay-making season was a busy time of year with thousands of classic two-string bales moved, all hand-loaded. It was a great opportunity for the young men of each area to earn money and gain work experience.

Lindsay and Rodney speak highly of the hay-making gangs they had working for them over the years and always liked their workers to be well looked after. In that vein, they greatly appreciated the farming families who put on a meal and refreshments at the end of each job. There was one notable occasion where their own natural leadership meant they lucked out. At the end of a big hay job, the farmer’s wife put on a beautiful roast meal. The twins hung back, ensuring the workers were fed first, only to find the bones were bare when they turned up, plate in hand. In typical Soppet style, they both said, “They deserved it more.”

A family business through and through, Karen and Shirley also provided meals for the gangs when they got back to their respective depots; Karen at Maramarua and Shirley at Mangatangi.

The purchase of the Peter Hale business brought bulk spreading into the fold.

Lindsay became the main spreader driver, with the late Les Jamieson also sharing the duties.

Lindsay earned himself

a reputation as a fearless operator who pushed the boundaries on more than one occasion. Melvyn Davies, a diesel fitter born and raised in Britain and a true character of the local transport scene, was once heard to say of Lindsay’s escapades, “That Lindsay Soppet, he’s bloody mad he is in that spreader…mad as a hatter.” A comment followed

by Melvyn’s signature raucous laugh and cheery whistle.

Various makes were deployed in the spreader role over the years, including Commer, Bedford, Isuzu, and Mitsubishi. Although Lindsay always succeeded unscathed, the same couldn’t be said of his charges, with a TK Bedford, an Isuzu, and a Mitsubishi all coming off slightly the worse for wear at different times from the boss’ hillside shenanigans.

“T81 and T82 to Soppet base – over and out!”

(Lindsay and Rodney’s RT call signs) The stories and tales would last for days, but at the end of the journey, it’s not what you did that people necessarily remember, it’s how you went

about it. And that’s what this story is about.

At the January gathering this year, there were two strong themes associated with the Soppet family, spoken to with passion by all present. Firstly was the work ethic instilled by the twins on everyone who worked there. Second, and most appreciated by all, was being part of the Soppet ‘family’, whether a current employee or past. That you stayed part of that family no matter how many years earlier you had left the company was hugely valued, and evidenced not only by the number of people present but by the emotion in many speeches.

Lindsay and Rodney turn 70 this year. After 47 years of service and commitment to the trucking industry and their local communities, it is clear that anyone who knew, worked for, or did business with them, only wishes the best for two great blokes and their families as they all enjoy a well-earned retirement.

Soppet’s Transport was sold to Don Wilson of On Road Transport (ORT) on 28 January 2022.

New Zealand Trucking

May 2023 45

A S H

Mangatangi is a good-luck village for road transport operators. The two depots, one at the bottom of the hill leaving town (top), and the other in the town proper (right), would have some truly remarkable tales to tell in the event the walls could one day talk.

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THE LITTLE VILLAGE THAT COULD

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re you a young fella or lass, looking for the perfect place to start a successful transport company? Then it might pay to investigate picturesque Mangatangi, sitting amid rolling hill country about 40km to the southeast of Auckland, for it could well be one of the places where transport gods reside.

There are two innocuous buildings in the village – sheds you wouldn’t really give a second glance today. One is in the village proper, on Kaiaua Road, the last building on the right as you head out of town toward the seaside village from which the road gets its name. The other, an even more inauspicious structure, sits on the junction of Miranda and Monument Roads at the foot of the hill, leaving Mangatangi to the east. Let’s start with the latter.

Roy Pipen started a trucking company there back in 1935. Then in 1940, Wattie and Meryle Bath bought out Roy and built their business into a strong seven-truck fleet. Interestingly, a recent

discovery exercise revealed Wattie Bath carted the first load of manure out of the Challenge Fertiliser Company at Onehunga in 1940.

Wattie passed away in November 1968. Meryle continued to operate the business until it was sold to a couple of local farmers – the Taylor brothers – in 1970. Of course, we know how history panned out from here. It was Taylor Brothers that Rodney drove for, and that he and Lindsay would eventually take over to form Soppet’s Transport.

Back now to the shed and house at the top of the hill, in Mangatangi itself.

Jos de Jong started up a transport business there before World War II. A lovelier bloke you would not meet.

Interestingly, Jos only passed on in late 2022 at the great age of 103. Readers might remember the article I wrote on the celebration of the late Eric Wilson’s 100th birthday in 2019 (‘100 Not out’ – New Zealand Trucking, August 2019). Jos drove himself to that event at the age of 99.

46 New Zealand Trucking May 2023

The depot was later owned

by R.W. Troughear, which had its coal trucks domiciled there. L.W. Bonney & Sons then took over in the mid1950s, sending one Neil Otway from their Papatoetoe depot down to run it. Neil eventually bought the trucks and licenses off Bonney, renaming it Coal Lines. Of course, Neil went on to form Trans Otway, a company that ran 120 trucks at its peak and operated throughout New Zealand.

Ian and Bruce Hall then took over the premises from Neil in the early 1960s to form A.B. & I.B. Hall, amassing a seven-truck fleet in its distinctive orange-andkhaki colour scheme. The fleet included spectacular examples of International’s 4300 bonneted Transtar.

Ian sold out to his brother Bruce in 1969, and in the early 1970s, Bruce moved to Papatoetoe to start Hall’s Refrigerated Transport. The brothers’ penchant for unique liveries certainly played a role in Bruce’s company achieving an iconic status – it’s

ochre base colour instantly recognisable the nation over.

The Halls brand itself has long endured on our trucking landscape, still prominent in the ownership of Talley’s Group today.

Bruce sold the coal trucks to Murray Goodall in the neighbouring district of Managatawhiri. Murray owned Pokeno Machinery, importing heavy US trucks and converting them to right-hand-drive for the local market.

After roughly 18 months in business, Murray sold to Barry Cronin from Tamahere.

Cronins ran trucks from Mangatangi for a short period before selling the truck depot and houses to Willie Wanoa in August 1986, where it became home to his Wanoa Buses business until 2013.

They may be humble premises, but they are also home to some of the country’s great road transport names. If their walls could recall the tales of those who have passed through, would we not be hanging on their every word?

T t d r t e s

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BRIDGESTONE M729II ECO BRIDGESTONE BRIDGESTONE BRIDGESTONE M729II M729II M729II ECO ECO ECO BRIDGESTONE M729II ECO

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OD OW OTD SLR Rim Width Max Load (kg) RPK Article (mm) (mm) (mm) (inch) (Single / Dual) OD(mm) ODODOW OW OW OTD OTD OTD SLR SLR SLR Rim Rim Width Rim Width Width Max Max Load Max Load Load (kg) (kg)(kg) Size Size Size LI/SS LI/SS LI/SS RPK RPKRPK Article Article Article (mm) (mm) (mm) (mm) (mm) (mm)(mm) (mm) (mm) (mm) (mm) (mm) (inch) (inch) (inch) (Single (Single (Single / Dual) / Dual) / Dual) OD OW OTD SLR Rim Width Max Load (kg) 3,150/2,900 Size LI/SS RPK Article 275/70R22.5 148/145M (mm) 977 (mm) 264 (mm) 20.5 338 (mm) 453 7.50, 8.25 (Single / Dual) 11006447 (inch) (@900 KPa) 3,150/2,900 3,150/2,900 3,150/2,900 7.50, 8.25 11006447 275/70R22.5 275/70R22.5 275/70R22.5148/145M 148/145M 148/145M977 977977264 264264 20.5 20.5 20.5 338 338338 453 453453 7.50, 8.25 7.50, 8.25 11006447 11006447 (@900 KPa) (@900 (@900 KPa) KPa) 3,150/2,900 275/70R22.5 148/145M 977 264 20.5 338 453 7.50, 8.25 11006447 (@900 KPa)

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HWR DRIVES

HYDROGEN Over the past couple of years, HWR has outlined its hydrogen plan, its intention to introduce dual-fuel technology in its truck fleets and a hydrogen refuelling network for the group – and others – to utilise. Now, the first of 10 dual-fuel hydrogen trucks has arrived in HWR’s South Island fleet wearing the iconic blue livery of Dynes Transport.

A

s transport companies chase climate targets and grapple with the best ways to meet looming emissions regulations, the quest for reduced tailpipe emissions is centre stage in the global transport ecosystem. But as we well know, no silver bullet solution covers all transport tasks, vehicles and regions.

More so, the leading solutions are still being developed to reach commercial viability – with complete supporting infrastructure years behind still. And while the latest Euro-6e engines are the cleanest diesel burners in history, plenty more can be done in the interim to achieve further immediate emissions reductions.

1 2

3

1) The system adds less than a tonne to the truck’s tare. 2) Ring and rail injection plate the only mechanical modification made to the engine. 3) Carbon-fibre tanks designed for the purpose.

Over the past two years, HWR has identified hydrogen as the fuel to power its fleet into the future and has set out to create an internal hydrogen ecosystem of supply and demand. A dedicated business unit – HWR Hydrogen – is driving its development, and the first step is employing hydrogen injection to displace diesel and thus reduce fuel consumption and emissions.

Now, the first of 10 of these dual-fuel vehicles to enter trial operation this year – Blue Hydro – has hit the road and the company’s first hydrogen-gas production and refuelling facility will go online in the coming months, with a second following.

The company has put $15 million behind the project, partnered with leading local and international entities, and is willing to learn on the go.

“There were a lot of people without any skin in the industry talking on behalf of industry, not industry talking for itself. It was about putting the voice of industry into the conversation,” says Anthony Jones, HWR CEO. Why hydrogen? “We’ve looked at EV, but the payload loss of batteries is too big. We couldn’t get past a 20-30% payload degradation. Battery just doesn’t work for the

majority of the HWR fleet, most of which is heavy mass/ long distance or rural-based,” Anthony says.

“We’re not non-EV. We know EV has a place, but it’s not in our business.

The recharging network is too spread out, and the infrastructure in rural towns can’t cope with rapid charging. For us, hydrogen ticks many boxes. Everything we’ve seen points to

New Zealand Trucking

May 2023 49

The Euro-6 emissions system remains in place. hydrogen and we’re going to test that. We’re learning as we shape the future.”

Immediate gains Beyond its suitability to HWR’s requirements, by starting off with dualfuel hydrogen injection, the company can prove hydrogen’s suitability to its operation while achieving real-world results – up to a 40% reduction in diesel consumption and emissions is expected.

“It’s a transitionary step,” Anthony continues. “New Zealand’s average heavy fleet age is 16 years, so it’ll take a long time to turn that fleet over. Huge numbers are needed to incentivise change [compared with light vehicles]. Alternatively, we can pragmatically look at transitionary fuels.

“If the driver runs out of hydrogen, he flips to diesel and carries on. There’s no operational penalty with this approach. But there’s a huge amount of change required with other tech.”

Liquid hydrogen would be eaiser to carry; just a matter of replacing fuel tanks.

And when Anthony says there’s no penalty, he means it – you’ll notice the HPMV sticker proudly in place on Blue Hydro’s nose, 58-tonne permit in hand.

Anthony comments that the maintenance of payload was important. The system only adds 940kg without hydrogen, 965kg fully fuelled, so the tare-weight penalty isn’t as significant as one would assume.

The ability to ‘just carry on’ points to another key consideration at this stage of the technology’s development and implementation: driver buy-in. “The overwhelming response within the group has been ‘that makes sense’.

If we can avoid changing the type of truck drivers are driving, not change the driver experience, but make a 40% reduction in consumption and emissions, that’s amazing.

[Dynes Transport managing director] Pete Dynes is a passionate driver himself and he absolutely sees this as a step forward for our industry, so he piled in behind it,” says

Anthony.

As we inspect the truck, Kerryn Hamill, project manager HWR Hydrogen, adds: “The key is we’ve taken something the drivers are already used to and that we can support with service and operations.

“A lot of the team has been expecting something sci-fi and different, but it’s so relatable. That’s key for the drivers – to have something they’re comfortable with and familiar with and used to every day. And we can service it… Fuel cells and EVs need an entire industry to support them. Our diesel mechanics can understand the modifications we’ve made.”

High standards The modifications in the dualfuel conversion are indeed not complicated or otherworldly.

It’s simply a case of storing the hydrogen onboard and injecting it into the engine’s intake when required.

Five hydrogen storage tanks stacked behind the cab take care of the former. Each

holds 5kg of hydrogen (so 25kg in total) at 350 bar. The tanks are rated to 420 bar, so they run well below capacity.

On that, the subject of safety… Kim Hill, commercial manager HWR Hydrogen, explains that the system features a range of safety precautions. The tanks are made (in the UK) from carbon fibre specifically for hydrogen storage and tested to EC79 – the European standard for hydrogen. They are a couple of inches thick, and subject to the likes of ballistic and fire testing.

They are mounted on a frame made of 10mm galvanised steel and FEA (Finite Element Analysis) force-modelled to withstand up to 6G. “We wanted it to be overengineered and account for different scenarios,” says Kim. “In the event of an incident, the tanks won’t fail first. When the system detects a loss of pressure, it shuts everything off and vents the gas in the affected tanks. Hydrogen is an incredibly small molecule,

In-dash control panel shows hydrogen mix, pressures and a list of other relevant information. Also allows driver to choose between dual fuel or just diesel.

given the chance to escape, it goes up into the air.”

Back to the system…

Injection of the hydrogen gas is by a ‘ring and rail’, which is exactly that: a ring of eight injection points above which is a rail of four injectors.

About 30mm is machined out of the engine’s intake manifold for the ring and rail to slot into. This is the only mechanical modification to the drivetrain – nothing else is touched and the standard Euro-6 emissions gubbins remain in situ.

On safety once more…

The ring and rail incorporates pressure sensors and a thermal fuse temperature sensor to cut injection when thresholds are exceeded, as well as a manual purge valve. A regulator drops the hydrogen pressure down to eight bar before it’s fed to the injectors.

Controlling it all is a supervisory ECU, which reads the engine’s revs and torque output off the truck’s CANbus.

It utilises that information to inject the hydrogen optimally – the mix ratio depends on the truck’s operation. Again, plugging into the truck’s CANbus is the only electrical modification – the truck has no idea the hydrogen injection is displacing some of the diesel.

“What we want is a homogenous, even mix of air and hydrogen into the cylinders,” says Kim. “A mix up to 40% of hydrogen is about what we’re expecting to see. Ultimately, it’s the same

energy mix as what’s going into the engine on 100% diesel.”

Kim says a consumption ratio of 1kg hydrogen per 3.5L of diesel is expected.

In effect, 25kg of hydrogen equates to an additional 80L of diesel in the tank, or 20% extra range.

In operation “This isn’t new tech,” says Kim. “We’ve purchased it from CMB.Tech in the UK, which has been developing dualfuel systems for more than 17 years, and we can see they’re getting those results. But New Zealand trucks and roads are different, so it all needs to be confirmed in our trials. We’ve worked with our local partners Fabrum [gas and cryogenic specialists] and Transport Repairs [South Island heavy vehicle specialists] to adapt the tech to New Zealand and undertake the installations and training.

“We’ll continue to tune it accordingly,” she continues.

“Typically, what you see in the UK and Europe is a full payload each way. We often don’t have that. That’ll change how we use the hydrogen.

We need to understand those nuances and adjust the tuning for it.”

Kim adds that the secret really is in the tuning and ECU programming. Each of the 10 trucks entering the trial will run with different payloads in different operations within the various HWR companies.

They’ll be new, like Blue Hydro, or less than a year old.

They’ll also deliberately be different brands of trucks with different engines, which will all require different tuning.

“The beauty of it is we can install hydrogen injection on a five-year-old truck or a new truck. The challenge is having space for the tanks and payloads. Liquid hydrogen is the way forward for those trucks that can’t accommodate hydrogen gas – but there are thousands that can.”

Blue Hydro will be based in Dunedin and will alternate between running as a milk tanker and curtainsider.

It’s also configurable as a logging truck; it was designed to be diverse and suit the

needs of the job within Dynes Transport. For those wondering, the curtain body comes within 100mm of the tanks, and the log frame is “slightly shorter” and features a curved headache bar.

The way forward Impressively, Blue Hydro has hit the road after only a ninemonth turnaround – especially so, considering there were no set standards HWR Hydrogen could follow for hydrogen in New Zealand.

“There was a lot of work to do for the New Zealand configuration. It’s quite different to the rest of the world,” comments Kerryn.

“NZTA has no legislation we

New Zealand Trucking

May 2023 51

could go through, so we’ve relied on the LT400 process [for heavy vehicle repair or modification work] to sign off this truck.”

Kim adds: “It hasn’t been super challenging, but there is a process involved. The challenge is that it’s new.

Someone has to deliver it first and show that the systems meet different standards – but there’s no local standard for hydrogen, so we have to use European standards and show what our partners have done. There’s a lot of learning for everyone – every step

of the way we’re educating people on what we need and what we can do.

“The government’s hydrogen roadmap won’t be available before the end of 2024, and that’s too late for us. To move forward, we need to do what we’re doing.

Government has put a lot of focus on EVs and yes, they have their place, but we don’t believe they’re the answer for full-size trucks in the next 20 years.”

Ultimately, HWR would like to move to liquid hydrogen.

“We can absolutely see that

liquid hydrogen is the way forward. We need to prove it with this tech first,” says Kim. Kerryn adds hydrogen fuel cells are also in the picture, and the HWR Hydrogen team is following the work being done by Cummins on hydrogen combustion.

“We absolutely see the ability to adopt these technologies when it becomes economically viable for us,” she says. “A big focus is making this all commercially viable.”

Commercial viability also applies to the Gore hydrogen

production and refuelling facility. Kerryn says that, once more, there is little to go on by way of legislation or certification.

“We’ve done a lot of work to educate WorkSafe NZ and the communities that hydrogen is a safe fuel, more so than LPG.” For now, though, all eyes are on Blue Hydro as it leads the way in the group’s dualfuel hydrogen injection trials.

As Kerryn says, the dual-fuel approach isn’t common or obvious, but it deserves to be championed.

From left: Anthony Jones, HWR CEO; Brent Soper, Transport Repairs operations manager, south; Craig McKenzie, HWR Hydrogen key account manager; Yoyo Wu, HWR Hydrogen project graduate; Kim Hill, HWR Hydrogen commercial manager; Kerryn Hamill, HWR Hydrogen project manager; Mike Webster, Transport Repairs Canterbury/Marlborough operations manager and director; Gareth Wishart, HWR Group general manager innovation.

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Blair Duncan HEB Construction’s new Western Star 4700 with a 417kW (560hp) Detroit DD15 was looking extremely sharp for its first day on the road for the company, complete with yellow and navy paintwork and The Muppet, Animal, to match the driver’s arm tattoo.

Alison and Mike Verran spotted driver Blair Duncan pulling into the Hull Road Caltex Truck Stop in Mt Maunganui with a pretty big smile on his face. Blair carts mainly concrete and steel for HEB, with many loads oversize.

Blair has always been around trucks. “I had a passion for trucks when I was a kid. I was brought up on a kiwifruit orchard, and I would catch rides in Dad’s mate’s truck to the packhouse. My uncle was a firefighter, so I used to run amok in the fire station around the fire trucks. I’ve also been a volunteer firefighter but chose not to drive the fire trucks.”

Like many truckies, Blair started young, sitting his truck licence at 18. He has been driving for 25 years.

Blair was heading to Hamilton to load an oversize (6m-wide) load of ducting to take back to the Mt Maunganui port. His return journey would start at 2am and be accompanied by three pilot vehicles.

Blair’s trucking takes him all over New Zealand, with most trips within the North Island. “I like being on the road – it beats being stuck in an office. I couldn’t stand that.

“We have a serious issue in the industry, with a lack of drivers. Truck driving needs to be promoted

more in high schools. We need to encourage the young ones into the industry.”

The vexing question for Blair was, ‘If you could choose a superpower, what would it be?’

After slight consideration, he answered: “X-ray vision!”

James Taylor The ongoing saga with New Zealand’s interisland ferries can have its upside – if they’d been on time, James Taylor might not have had time to stop and chat to Faye Lougher in Shannon recently.

Originally from Pukekohe, the Foxtonbased driver was behind the wheel of a 2018 Kenworth K200 with an 18-speed Roadranger gearbox. He was heading to Christchurch with an impressive load of agricultural machinery on board, but his ferry crossing had been delayed.

James says he has loved trucks ever since he was a child.

“I got a red Matchbox toy truck for my fifth birthday from an auntie; I still have it today. A couple of my uncles drove trucks, and I’d go for a ride with them.”

James has been driving trucks for about 22 years in total, starting on a fertiliser spreader and spending the following 19 years on linehaul, including a stint moving general freight in Australia’s

54 New Zealand Trucking May 2023

Far North and Queensland. He now moves agricultural machinery around the country for Palmerston North-based Maskill Contracting.

He loves the scenery he sees driving throughout the country but says things have changed since he started driving.

“I’m not sure where to start – the job has changed a lot over the 19 years

I’ve been doing it. It’s still a pretty good industry, but in the past, if you were stopped on the side of the road, people would stop to help, but now they don’t.”

The vexing question James chose was, ‘Licorice Allsorts or Mackintosh’s Toffees?’ He said he’d have to say the Allsorts because he had a bag of them in the truck.

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Story and photos by Alison Verran

RETRO SCANDI Traditional stripes and scrolls contrast with striking artwork – combining red, gold, black and silver to create a stunning sight. A Tauranga father and son have combined Swedish design with a touch of US. The result will have you stopping to stare.

I

ntergenerational duo Robin and Todd Hodges own Tauranga-based trucking partnership H&H. With Todd behind the wheel, farmer Robin keeps an eye on things from home. Todd’s career started in farming, with tractors being his passion.

“I was driving tractors on the farm and did a bit of contracting. During my farming years, I spent two seasons of approximately eight weeks each, driving tractors during the grain harvest in Western Australia.

I loved it. I enjoyed driving tractors, so when it was time for a career change, it was a natural progression to move onto trucks.”

Todd and Robin started their trucking partnership with their Hino 700 truck and trailer unit five years

ago. Robin comments: “That truck served us well and has never given us any problems.” They subcontract to five different companies, carting mainly stock foods from ships at the Mt Maunganui port to bulk storage and customer mills.

When it came time to upgrade the Hino, Todd wanted a “bigger unit with a better payload”, saying the Scania was chosen for practicality, driver comfort and price. “What you get for the price was definitely a reason to choose Scania.” That decision saw the arrival of a flat-roof sleeper-cab Scania R650.

With its 16.4-litre DC16 V8 paired to the 14-speed Opticruise gearbox, the unit is permitted for 53 tonne and has a 34.5 tonne payload.

Todd loves everything the Scania has to offer. “It’s a truck I look forward to driving. The vision is brilliant; you can see everything going on around you. It has the big horsepower, but it’s still quiet in the cab. I can do 12 hours and get out still feeling good. Scania’s front airbag suspension certainly adds to my comfort. My choice of truck was influenced by a good work mate with a same spec Scania. It was definitely a good decision.”

The sleeper cab provides space to spread out, with a comfy 800mm bed and pull-out fridge with enough capacity to hold food and drink for a few days on the road.

Todd is enjoying the Scania’s five-stage retarder.

“It pulls the truck up so

New Zealand Trucking

May 2023 57

S N

1 1) The usual high standard by Transfleet Trailers complemented by Todd’s choice of clear taillight lenses. 2) Flat-roof sleeper cab the perfect canvas for custom artwork. 3) Todd (left) with his dad Robin. 4) Fabulous work again

by Truck Signs Mt Maunganui.

2

3

4 58 New Zealand Trucking May 2023

smooth I hardly ever have to touch my brakes. Even driving around the wharf and driving onto the weighbridge, I use the retarder all the time, which saves a lot of brake wear.”

Another great feature, according to Todd, is the load-transfer switch, designed to improve the turning circle in tight spaces and enhance traction. He reckons it’s handy when unloading in the bulk stores. “It shares the weight more evenly over the drive axles when turning and reduces tyre wear and puts less pressure on everything – a real bonus.”

Wiri-based Transfleet Trailers fitted a 5.3m alloy bin on the truck chassis and built the five-axle, 7.6m trailer to Todd’s specifications, with automatic Razor tarps and auto grain locks.

“I’ve downloaded the Razor app on my phone so I can control my tarps straight from my phone, or I can use the remote control. Having it all automatic is great for the wharf work, unloading over the intakes at the mills and into the bulk stores. No more jumping in and out of the truck!” says Todd.

The trailer rides on Hendrickson airbag axles, complete with disc brakes.

Add to that a set of Wabco built-in scales and this unit has everything Todd needs.

“Not having to outlay more money for load-sensing

scales was a bonus,” he says.

Todd chose to bling up his bins with some custom taillights. The clear round lenses add a touch of American influence to the rear of both truck and trailer, a handsome sight complemented by extra marker lights along the side.

Todd’s great buffing skills keep the sparkle on the Alcoa aluminium polished wheels.

Keen to make their new Scania as eye-catching as possible, Todd engaged Cliff Mannington from Truck Signs in Mt Maunganui to work his magic.

“I wanted to make this truck a little bit different.

I decided to have some pictures painted on from somewhere I’ve been. I visited Las Vegas about seven years ago, and it was such a cool place I decided on that, with neighbouring Route 66 as part of the theme. I’ve always liked classic cars, so I had them incorporated into the artwork as well,” Todd explains.

“Cliff’s work is awesome.

I’m really happy with the job he has done. The way he blended the silver, black and gold, along with the red, has worked out well. I’ve always liked the ‘old school’ scrolls and stripes, and they just finish off the whole look.”

With Todd’s choice of added running lights, this unit is a remarkable sight, both day and night.

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orking in the transport sector requires a lot of knowledge about driver safety, vehicle dynamics, vehicle mass, dimensions and HPMV permits for drivers.

Whether you’re starting out in your driving career or are already an experienced driver, or you’re an operator who is looking to upskill your staff, gaining foundation knowledge of the industry provides truck drivers with extra skills and know-how to really boost their careers.

MITO’s micro-credentials provide foundation knowledge for employees and owner-operators in the commercial road transport industry. Smaller than a qualification, micro-credentials certify achievement of a specific set of skills and knowledge and are approved by NZQA. The Driver Safety, Loading Fundamentals and Mass and Dimensions micro-credentials help put you and your employees on the route to success.

Participants will complete unit standards online via eLearning, and will have access to videos, learning activities and course assessments, which can be easily accessed at any time from any device – mobile phone, tablet or PC.

Driver Safety Microcredential Fatigue and other health factors can have a major effect on commercial vehicle drivers. MITO’s Driver Safety Micro-credential provides the foundation

60 New Zealand Trucking April 2023

knowledge required to understand fatigue and health factors affecting the performance of drivers and safe night driving.

Heavy Combination Vehicle Loading Fundamentals Microcredential Loading and unloading vehicles is a major component of a transport operator’s responsibilities. MITO’s Heavy Combination Vehicle Loading Fundamentals Micro-credential provides the foundation knowledge required to understand heavy combination vehicle dynamics, safe driving, loading principles and procedures.

Mass and Dimensions Micro-credential Understanding how a vehicle operates

and what is required of the driver is essential for safe transportation practices. MITO’s Mass and Dimensions Micro-credential provides the foundation knowledge required to understand vehicle mass, dimensions and High Productivity Motor Vehicle permits for drivers.

Road To Success – Driver Boost These three micro-credentials are components of the Road To Success – Driver Boost programme, which has been designed in consultation with industry for experienced drivers wanting to gain formal tertiary recognition of their skills.

Upskill today. Visit mito.nz.

Three Routes to Success Designed for both employees and owner-operators in the Commercial Road Transport industry, MITO’s micro-credentials provide foundational knowledge that will boost your career.

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Vehicle mass, dimensions and High Productivity Motor Vehicle permits for drivers.

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LOADING FUNDAMENTALS Heavy combination vehicle dynamics, safe driving, loading principles and procedures. mito.nz/vehicleloading

Completed online, these micro-credentials are NZQA-approved.

GOOD ON YA MATE

Climbing for

BONNIE

STORY BY SHANNON WILLIAMS PHOTOS: BARKER FAMILY AND AS CREDITED

A cause close to home. Transport sector stalwart Harley Baker is stepping up, taking on the Firefighter Sky Tower Stair Challenge to raise funds for Leukemia & Blood Cancer New Zealand.

E

ight Kiwis a day are diagnosed with a blood cancer or a related blood condition. It can affect anyone at any age and at any time in life. The cancer journey is overwhelmingly difficult for patients and their whanau, and it’s a journey Harley knows well.

Harley’s transport career kicked off back in the 1990s when he started with Mainland Products, joining its transport division Fridge Tranz under John Bryant, driving a six-wheeler Isuzu. He then headed for the United States for an eightmonth stint driving 18-wheelers from coast to coast, which Harley describes as a childhood dream.

“The lingo used on the CB, the landscapes, the highways, all that kind of stuff was exactly like it was in those movies I watched as a kid. It was everything that I ever dreamed of,” he says.

After the tragic events of 9/11 cut Harley’s American dream short, he returned to New Zealand, where he met his now wife Bonnie. After numerous stints back behind the wheel, some sales repping and starting a cafe with Bonnie, Harley found himself delivering to Pak’nSave Kaitaia from Auckland in a Scania called Northern Lights, which he

62 New Zealand Trucking May 2023

says was a dream truck and an awesome way to end his driving career. He then went on to be the national logistics manager for DGL and has since started a new role with GJ Weck in Patumahoe.

The curveball Harley married Bonnie in 2005, and they later welcomed boys Brandon and Matthew. In April 2014, Bonnie was diagnosed with non-Hodgkin’s lymphoma cancer, which starts in the body’s lymphatic system.

Over the next seven months, Bonnie underwent chemotherapy every three weeks, with many weeks in hospital, emergency call-outs, and some very hard times for her and the family. Doctors had grave fears for Bonnie’s survival due to the severity of her cancer.

“I’ve seen some pretty horrific things during my time on the road,” Harley says.

“But nothing prepares you for when they say ‘cancer’.

“The determination from Bonnie, and everyone else to get her through this, played a big part in her recovery.

“Those little pep talks in the middle of the night – to say you can do this, to not come all this way to just give up… she pushed through. It really does test your ability to dig deep inside yourself and

do what you can to help your loved one through the toughest part of their life.”

Bonnie came out the other side, her cancer treatment finished and everything headed in the right direction.

Unfortunately, 18 months after her final treatment, the family was dealt another blow. Bonnie ended up back in hospital, diagnosed with chronic severe heart failure, and at best her heart was operating at 10%. She was given just seven days to live.

“As you can imagine, the journey that we had been on, to be told you’ve got a week to live... I still to this day don’t know how to describe that feeling,” Harley says.

Operating was not an option for Bonnie, but the doctors managed to repair some of the damage, and thankfully Bonnie is still here today, her heart still recovering.

“Once again, her determination kicked in. And once again, she defied the odds,” Harley says.

“She is one super-strong woman. She’s been to hell and back. She’s my hero.”

The calling During Bonnie’s cancer treatment, Harley had to call an ambulance twice, but because of where they live in Patumahoe,

To donate to Harley’s climb, head to firefighterschallenge. org.nz/harley-baker it was the fire brigade that turned up first, and as first responders, they worked on Bonnie until an ambulance arrived.

“Without our fire brigade, one, I would have been on my own during that time, and secondly, Bonnie might not be here,” Harley says.

“And that was my calling to join the fire brigade. It was a way I could give back to someone else who may be in the darkest part of their lives like we were when they turned up for Bonnie.”

As part of a group of nine from the Patumahoe Volunteer Fire Brigade, Harley will be taking on the Firefighter Sky Tower Stair Challenge to raise funds for Leukemia & Blood Cancer New Zealand.

It’s no small feat. The Sky Tower has 51 flights of stairs, 1103 steps in total – a total climb of 328m.

Harley will be wearing full firefighting level 2 gear, including a breathing apparatus, the same gear used when entering a structural fire.

“There are nine of us from our brigade taking part this year. We’ve been running up the Hakarimata Summit Track in Ngaruawahia, as well as the DGL head office stairwell in Auckland City, which is 12 storeys high. If you do that five times, it’s 1200 steps,” he says.

“My goal is to make it to the top with air still in my cylinder and a good placing for my age group.”

Harley hopes the money he raises as part of the challenge will help those going through the same experience his family went through.

“Leukemia & Blood Cancer New Zealand need these funds to be able to continue the work they do. There are so many things that they do for cancer patients, and by raising as much money as I can, if it means someone will hopefully be able to receive the benefits of that money to be able to get through a pretty hard period of their lives, it’s just our way of giving back.

“I’ll give it 110%. If Bonnie can go through what she’s gone through, I can walk up some steps. You get to around the 900-stair mark, your body is hurting, your lungs are screaming, your heart feels like it wants to jump out of your chest, and I just tell myself, this is 20-30 minutes of pain versus the journey that cancer patients go through.

“It’s not a nice journey people go through, and if you can help someone, you just do it,” he says.

Above: Harley in full firefighting gear. Below: Fire and rescue teams in a previous Sky Tower climb (Photo: Leukaemia & Blood Cancer New Zealand..

(L EU K A EM I A & B L OOD C A NC ER NEW ZEA L A ND. )

New Zealand Trucking

May 2023 63

WHERE’S THAT ROAD? Look here, eagle-eyed truckers, and see if you know where this stretch of bitumen is. This month, we’re still in the North Island – that’s as much as you’re getting from us!

We thought this one might have got the grey matter working, but apparently not. The entries arrived steadily throughout the month, with the bulk of them on the money.

It was, of course, Golf Road in Te Awamutu, a wellused track for those heading south from Cambridge and wanting to bypass the Rose Town.

Our lucky winner is Neil from Otumoetai in Tauranga.

Great job, mate.

TO ENTER

Golf Road in Te Awamutu. You knew it!

Flick us an email at editor@nztrucking.co.nz Subject line: Where’s that road? May 2023.

Tell us your answer, and let us know your postal address.

Note: You must include the subject line, otherwise it might get lost in the pile. We’ll pick a winner at random from the correct entries, and see what’s in the prize basket. The competition closes at midnight on 31 May.

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NEW RI GS ON THE R OAD

VALLEY VIKING

Volvo FH700 8x4 rigid – sleeper

OPERATOR: Lauder Transport, Thames – contracted to Farmers Transport ENGINE: Volvo D16G 522kW (700hp) 3150Nm (2323lb/ft) TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B

REAR SUSPENSION: Volvo 8-bag air BRAKES: Disc, ABS, EBS BODY/TRAILER: New Fruehauf deck and 5-axle livestock trailer, Nationwide crates FEATURES/EXTRAS: I-Park Cool air conditioning, fridge, microwave, full driver safety package, factory load indicator

SCANDINAVIAN IMMIGRANT Volvo FH700 8x4 rigid – sleeper OPERATOR: Dannevirke Carriers, Dannevirke ENGINE: Volvo D16G 522kW (700hp) 3150Nm (2323lb/ft) TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B REAR SUSPENSION: Volvo RADD-GR air BRAKES: Disc, ABS, EBS SAFETY: ESP, DAS, ACC, AEB, LCS, LKA, AB BODY/TRAILER: Jackson Enterprises deck and 5-axle stock trailer, Total crates FEATURES/EXTRAS: Coffee machine, TV, stone guard OPERATION: Livestock transport throughout the North Island DRIVER: Aaron Badman SALES: Simon Wilson

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

May 2023

PAINT: NTR, Mt Maunganui SIGNAGE: Marty’s High Performance Signs, Mt Maunganui OPERATION: Livestock transport throughout New Zealand DRIVER: A.J. Lauder SALES: Todd Martin

GRASS IS GREENER OPERATOR: GA Bleeker Cartage, Makikihi ENGINE: Scania DC16 16-litre Euro-6 566kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R

Scania S770 B8x4NA rigid – sleeper

12-speed AMT with 4700D retarder REAR AXLES: Scania RPB735 hub reduction with cross locks REAR SUSPENSION: Scania full air BRAKES: Disc, ABS, EBS

SAFETY: Scania eco-drive adaptive cruise BODY/TRAILER: TES – Transport Engineering Southland FEATURES/EXTRAS: Scania scales, Alcoa alloy rims, drop

visor, stone guard PAINT: Timaru Paint Refinishers OPERATION: Rural transport throughout the South Island SALES: Kere Menzies

MADE FOR METRO Iveco Stralis ATI 6x2 rigid – sleeper OPERATOR: Grewal Enterprises, Auckland – contracted to Mainfreight ENGINE: Iveco Cursor 8 Euro-5 268kW (360hp) TRANSMISSION: Eurotronic 12-speed AMT REAR AXLES: Meritor MS13-175 diff lock REAR SUSPENSION: Iveco 8 bag ECAS air BRAKES: Disc, ABS SAFETY: LDW, ESP, ABS, ASR BODY/TRAILER: Elite FEATURES/EXTRAS: Coolbox, stainless steel toolboxes, stone guard OPERATION: Metro general freight duties SALES: Pieter Theron

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

67

NEW RI GS ON THE R OAD

Scania R770 B8x4HA rigid – sleeper

LINE HAULIN’ OPERATOR: Northern Linehaul, Taupo ENGINE: Scania DC16 16-litre Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder

REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania springsuspension front and Scania air rear BRAKES: Disc, ABS, EBS BODY/TRAILER: Kraft logging

BUSH KING Volvo FMX500 8x4 rigid OPERATOR: DT King Transport, Invercargill ENGINE: Volvo D13C 373kW (500hp) TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B REAR SUSPENSION: Volvo spring suspension front and Volvo air rear BRAKES: Disc, ABS, EBS SAFETY: DAS, ACC, AEB, LCS, LKA, AB BODY/TRAILER: Logging gear and crane by Modern Transport Trailers, Invercargill FEATURES/EXTRAS: Palfinger Epsilon M120L wood crane PAINT: Ex-factory OPERATION: Logging operations throughout Southland and Otago SALES: Ben Gray

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

May 2023

equipment, shorts set-up and Kraft 5-axle multi-bay FEATURES/EXTRAS: V8 trim, fridge, CTI, Alcoa Dura-Bright alloy wheels all round, leather interior, drop visor, lower light bar, scales

International 9870 T6 6x4 tractor – sky-roof sleeper

TAKIN’ IT EASY OPERATOR: Tranzstar Freighting, Rolleston ENGINE: Cummins X-15 15-litre Euro-5 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton UltraShift MXP 18-speed AMT REAR AXLES: Meritor RT46-160GP

REAR SUSPENSION: IROS (International Ride Optimised Suspension) BRAKES: Drum, ABS FEATURES/EXTRAS: Ali Arc bumper, ox-blood interior finish, standalone air conditioning

THIRD TIME A CHARM OPERATOR: Midlands Rural Transport, Reporoa ENGINE: Scania DC16 16-litre Euro-6 544kW (730hp) 3500Nm (2881lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D

PAINT: Ex-factory OPERATION: General and oversized freight, New Zealand-wide DRIVER: Reece Etwell SALES: Shaun Jury

Scania S730 B8x4NA rigid – sleeper

retarder REAR AXLES: Scania RB662 Hypoid REAR SUSPENSION: Scania spring suspension front and Scania air rear BRAKES: Disc, ABS, EBS SAFETY: AEB, ACC, ABS, EBS

BODY/TRAILER: New Kraft deck and 5-axle livestock trailer, Nationwide crates FEATURES/EXTRAS: Sleeper cab, Scania scales, V8 leather trim, fridge, CTI, drop visor, coffee machine, microwave, overnight AC, Alcoa Dura-

Bright alloy rims PAINT: Fleet Image SIGNAGE: Caulfield Signs & Graphics, Rotorua OPERATION: Livestock transport throughout New Zealand SALES: Callan Short

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

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

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

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

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

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

DG in Dunedin Southern Bulk Transport from Green Island, Dunedin, needed a DG spec’d quad-axle, step-frame skeletal to pair with its T909 Kenworth.

Southern Bulk called TMC Trailers of Hornby to discuss requirements and commission the new build, and the result – the outstanding combination seen here – has now been delivered.

Set up to handle multiple combinations of boxes, this skelly has been built to meet DG requirements with ease, and its 6020kg tare weight will ensure solid payloads of all manner of volatile ingredients.

Features: SAF 22.5in super-single disc-brake axles and air-suspension sets, Alcoa offset polished alloy wheels, stainless-steel trim details.

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Features: High-intensity LED work lights throughout. Mills-Tui

Thanks to its venerable history of building custom firefighting appliances, it is no surprise that Fire and Emergency New Zealand knocked on the door of Mills-Tui in Rotorua, which specified, built and supplied this medium-sized water tanker.

Based on a new Hino 500 Series 4x2 chassis, the rig is outfitted with a 5800L baffled water tank, ample side lockers, internal hose locker and rear-mounted locker for portable pump and dam equipment.

Attention to detail is critical in the build of any emergency vehicle, and the level of fit and finish found here is what Mills-Tui has built its reputation on.

KIWI 16/17

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

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

KIWI 175

Winning combination Looking to spec-build a logging rig onto a factory-fresh Western-Star, Penske New Zealand commissioned the Rotorua-based Mills-Tui team to outfit the 4884FXC on its behalf.

At the heart of the Mills-Tui log truck set-up and matching five-axle multi-bolster trailer are Mills-Tui’s own hightensile bolsters with auto bolster locks, with the trailer also featuring a high-tensile chassis and sliding bolster sets.

To complete the package, you will find a custom cabguard as well as tank guards, SI Lodec scales and Bigfoot CTI.

Features: Hendrickson disc-brake axles, Knorr-Bremse EBS, Peterson LED lighting and Mills-Tui alloy wheels.

Mills-Tui

Cool solution KPH Transport’s requirement for a 15.1m quad semi, multi-temperature refrigerated trailer for an Auckland-Palmerston North run was solved by the team at Fairfax.

The fully moulded one-piece structural fibreglass shell Fairfax is renowned for has been fitted to Faifax’s own structural chassis, finished with a solid coat of KPH teal blue to match the tractor units.

Taking care of the sensitive produce on board are SAF air-suspended 22.5in super single disc-brake axle sets with SAF Tyre-Pilot inflation system.

Taking care of safety while reversing, you will find Wabco’s TailGUARD system, as well as Fairfax’s structurally integrated bumper and Hella LED lighting completing the package.

Features: Alcoa Dura-Bright polished alloy wheels, custom rear stainlesssteel infill panel with KPH logo, pallet jack box, alloy toolbox with stainlessFairfax steel doors.

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New Zealand Trucking

May 2023 73

Suspect – Nothing suspicious, just a solid truck with solid owners making a solid living.

Mickey, Tessa, Kasey and Jarvis Ali stand proudly with Suspect.

WOOD TURNER

O

ur first inductee for the Bridgestone Million Mile Club this month follows on from last month’s duo of International 9800i rigs.

We find ourselves in Taupo with Mickey and Tessa Ali, and sons, Jarvis (21) and Kasey (16), standing alongside their 2009 International 9800i Eagle, affectionately known as Suspect. “The truck got that name because the driver looks like one,” Mickey says with a laugh.

Looking at the colour scheme, it is easy to see the 9800i started life new in Bryan and Rhonda Smith’s Taupo-based Self Loader Logging fleet, and it is here at Self Loader Logging where Mickey started his career in the logging game a bit over 10 years ago.

“I was looking for change, so I started green-as at Self Loader Logging,” says Mickey. “Bryan was awesome taking me on and making me a part of the team,

learning the ropes. I gradually worked my way up through the ranks, even did two years on stems, but it was about six years ago now that Bryan came to me with an offer to go owner-driver within the group. That was the big turning point for us – I was able to purchase Suspect from Bryan and, with his guidance, set myself up.

“Yeah, Bryan has been fantastic to us.

I have learnt so much from him, and its nearly five years now since we took that step. It’s hard work but great work; I’ve never looked back.”

Suspect has the right pedigree: Cummins, Roadranger, Rockwell and Patchell logging gear, a blend that proves its worth in the bush every day of the week. Mickey took over ownership of Suspect at a touch over 700,000km and is having a great run out of the truck. At 1,200,000km, a re-manned Cummins

ISX was slotted in between the rails, which is not unusual, and a new clutch was installed. “The gearbox and diffs are all original, with only regular service and maintenance needed, and the team at Intertruck at the Mount have been awesome. They are always helpful and parts are off-the-shelf – you can’t ask for more than that” says Mickey.

Mickey and Suspect’s work chores see the pair travelling the Central North Island on all manner of tasks, including a fair share of interesting and challenging wood lots. “They are a heap of fun,” Mickey reckons. And running at 46 tonne, there is room for a tasty 30-tonne payload, not too shabby at all for an ol’ girl.

It is fair to say that nothing suspicious is going on here – just a solid truck, with solid owners, making a solid living.

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

74 New Zealand Trucking May 2023

NO SECRET

F

or this month’s second Bridgestone Million Mile Club member, we head to Ruakaka and the yard of Ian and Shelley Newey. Their company, IK & SM Newey Transport, is home to a wide array of Mack product, with fleet No.40 being Ian’s personal ride.

The Neweys’ area of expertise is the handling and transportation of logs throughout the Far North, an area of the country renowned for gnarly access roads and challenging skid sites, testing the mettle of man and machine.

Ian is quick to bestow praise upon his trusty steed – a 2005 Mack Qantum.

It was part of a cancelled order for Thames’ Provincial

Freightlines, and the Neweys grabbed the opportunity to secure one of the homeless pups. “Essentially, what you are looking at is a cabover version of the 8x4 CH Mack,” explains Ian. “Under the rebadged Renault cab, it is all typical CH spec from the 470 EA7-CCRS engine and 18-918 Roadranger gearbox through to the 46-160 Meritor diffs and rubber block suspension.

It’s straightforward and bulletproof, but you have to take care of it. It truly is all about the maintenance, especially on the roads we deal with. It’ll tell you when something is wearing out, and you have to act on that – don’t leave to the point of destruction.

“It’s coming up near

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

2,000,000km on the clock now. In that time, it has had three sets of heads. This is a known issue with electrolysis.

It is countered by using quality coolant – once again, preventative maintenance prolongs the life expectancy of individual components.

“We have also done a couple of bearing rolls in its lifetime. But we can honestly say it is still running the original camshaft, and it does

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

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

not burn any oil.

“With this in mind, we keep our service intervals low as well. Typically, we drop the engine oil every 20,000km and between 80,000km and 100,000km for the gearbox and diffs. It’s not rocket science or a secret. The bottom line is, don’t be lazy with maintenance – look after it, and it will look after you.”

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

New Zealand Trucking May 2023

75

AUSSIE ANGLES

I can see it now… rounding the swinging left-hander under the Makohine Viaduct. An exciting new look for the brand.

S-WAY’S ON TRACK Aussie drive’s a tantalising teaser Story by Dave McCoid

Photos by Dave McCoid

A quick jaunt over the Tasman to attend Iveco’s S-Way journo drive day in Victoria was well worth it. A test-track drive it might have been, but it was finally a chance to get behind the wheel of a truck we’ve been eagerly awaiting.

T

ravelling through Europe, you see trucks you wish we had, just because it would help even the playing field for Europe’s big seven down under (six, in our case).

S-Way gives Iveco the presence that Stralis never could, that X-Way helped immeasurably to achieve. X-Way was a big, tall, great-looking truck, but one you always knew wasn’t the end game – there

76 New Zealand Trucking May 2023

was a big, tall, great-looking, even better truck, far, far away. Now it’s here.

If nothing else, S-Way will make the truck-buying decision that much harder if you’re looking for a 9L, 11L, or 13L Euro, which is great. Variation, choice, and competition mean better and better products.

It’s also good news for brand loyalists.

Attracting staff to reliable yet humble

wagons is a tougher gig than reliable, handsome wagons. The same goes for sales folk. In fact, a great-looking product with a presence will influence the mood all the way down the chain.

In the words of Michael May, managing director for Iveco in the region: “Now we’re aligned with the latest product.”

Blast off At the Australian Automotive Research Centre test track in Anglesea, Victoria, journos from the Anzac nations were given a sneaky old pre-launch play of Iveco’s new baby. The official official Australian release will, of course, be at the Brisbane Truck Show in May. There’s no doubt that S-Way’s a good-looking jigger. Ancient towns

Nothing wrong with spending a few laps – or even day – in here.

Michael May: “We’re aligned with the latest product.” Photo: Iveco.

and villages, narrow laneways, and the population contribute to strict VDAM rules in Europe, curtailing the ability for OEM cab designers to go feral on the external look. This tends to result in a similar design flavour throughout the big seven offerings. Open the door, however, and that all changes. It’s where they can really do their thing, and do it Iveco certainly does. S-Way retains that pleasant surprise that even Stralis gave us.

I had two S-Way drives at AARC. Sadly, I couldn’t get stuck into the downhill winding grade as there had been some new gravel spread on it and a couple of the guests – and even one of the chaperone drivers – enjoyed ‘interesting’ moments on it. Suffice it to say, the ‘ufficiale’ powers that be pulled the pin on

The regional distribution tractor sporting the 11L motor was fun-as to drive. It’s a happy truck, that’s for sure.

that section, leaving the big road loop as our playground.

Running gear-wise, S-Way takes the existing 9L, 11L, and 13L Cursor units with Hi-Tronix (ZF TraXon) AMT transmissions, Meritor rear axles, and four-bag ECAS rear suspensions (plus a mechanical option on the 6x4 rigid).

“The 9L, 11L, and 13L segments are where we intend to focus our efforts moving forward,” said May. Anyone who still wakes screaming at night over early EGR motors will no doubt look favourably on Iveco achieving Euro6 Step-e without a single recirculated exhaust gas molecule in sight. Its HI-eSCR technology is the key: a single treatment system featuring passive DPF, in which regeneration occurs at lower

temperatures and doesn’t require driver intervention.

I had a play in a high-roof sleeper (AT - Active Time cab) regional distribution tractor and semi, sporting the 11L Cursor 11 at 338kW (460hp) and 2150Nm (1590lb/ft), with the Hi-Tronix 12-speed 12TX2420 TD AMT aft. That, I have to say, was a crisp, glorious truck to drive.

You know the sort of trucks? The ones you walk away from happier than you did walking towards them. That’s no slight on the truck, rather their perceived role being one out of the limelight, yet they fulfil their role like a mechanical cheerleader.

I was a quarter the way around the track and said to Guy, my chaperone, “This is neat. I could happily spend a morning delivering groceries to supermarkets in

New Zealand Trucking

May 2023 77

78 New Zealand Trucking May 2023

in the lane. Controls were all readily to hand, although I’ll be keen to get back to one at home for a more detailed look, as the stalks appeared a little lightweight.

I love a good wrap, and Iveco does a good big wrap. It’s a real cockpit. Room in the cab is plentiful. There are all the mod cons – a bigger fridge… and freezer, nice bunks, plenty of storage. I can’t be absolutely sure – I’ll find out when we get our teeth into one properly here – but I think the fold-out, Italian cafe-style table is gone. I’ll be gutted if it has.

Even with the extra displacement, the auxiliary brakes worked harder to slow progress at the end of the undulating back straightaway compared with the regional tractor but were more than acceptable nonetheless. No surprises there, really.

S-Way has all the modern 2023 productivity and safety accoutrements – adaptive cruise, advanced emergency braking, brake assistance, lane departure, electronic stability programmes, anti-slip regulation, hill hold… And in keeping with the 2023 vein, there are also driver evaluation and attention monitoring.

Then there are other nice-to-haves – like snazzy A-pillar aero enhancers that help keep glass clean. Head of

aftersales in Australia, Margaret Baker, told those gathered that a new telematics monitoring unit had been established to keep an eye on trucks in both countries.

Impressions? S-Way is going to liven the 13L market here no end. As is often the case in modern trucks, a sublime marriage between engine and transmission allows a level of performance beyond what you would expect from looking at the pure numbers on paper. In our first snapshot, brief as it was, S-Way was most certainly ‘SmoothWay’.

In Aussie, big distances and heavier B-Double train weights make life harder for the 13L outside regional/intrastate tasks, but not so here. There’s so much about this truck to like; it’s a truck able to get in the 13L ring and duke it out.

Of course, the key is going to be aftersales and support. It’s the thing on which every truck that’s ever been made, and every truck that ever will be made, lives and dies. Iveco has a truck here it can love. One it can love to sell and one it can love to support.

The mothership has given it the tool, it’s up to Iveco NZ to do it proud.

0523T2

this.” It was peppy, steered on point, and the six-stage exhaust brake/retarder ‘woooed’ up the show superbly.

Onto the big boy: The S-Way 410kW (550hp), 2500Nm (1850lb/ft) with Cursor 13L motivation and 16-speed Hi-Tronix 16TX2640TD AMT. Yes, folks, you read it right, we’ve done it again. Sometimes being cold has its advantages, and S-Way’s peak output in the big, dry, red thing to our West is 550hp, while we get the 425kW 570. Booo-yah!

Sporting the big AS (Active Space) cab, I had an Aussie B-double on the pin at 26m and 55-tonne GCM. Press D on the dash and Hi-Tronix picks third to get going. Off with the anchors, ease onto the throttle, and S-Way marched off down the road, accelerating with little effort up to 70km/h before the track swung left about 400m or 500m from the start. The gear changes were silky smooth, and the truck beautifully serene inside.

With the big trolleys and short tractors, Aussie B-doubles are more fidgety than ours by a margin. In many ways, we’re a more refined and well-balanced lot.

The driving ‘posse’ was great, and the S-Way was easy to see out of.

The mirrors were on point, and I was immediately at ease placing the big Italian

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0523T2

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INTERNATIONAL TRUCK STOP

800 THE

FROM

EAST Story by Niels Jansen

The battle to launch the highway truck with the most powerful diesel engine has been going on for many years, especially in Europe, where Scania and Volvo trump each other every so often. When the Volvo FH16 was released with 700hp, and then in 2011 with an even stronger 750hp, Scania could not lag behind. In 2020, it introduced a big V8 pumping out 770hp. But the Chinese truck industry has also made great strides in the past 10 years, with or without Western technology.

80 New Zealand Trucking May 2023

S

Photos by V. Chekhuta

hacman is part of the vehicle manufacturer Shaanxi Automobile Holding Group, founded in 1968 and quite successful in the export market.

Three years ago, it introduced the modern-styled Shaanxi Delong X6000, which soon became a new benchmark for Chinese heavy trucks. The heavy cabover, available with Weichai diesel power, is marketed under Shacman. The 600hp version has been the manufacturer’s

top truck offering since 2020.

Most models in the heavier X-range have Weichai Euro-6 diesel engines, coupled to a ZF AMT transmission. But for some export markets, Cummins engines and Eaton gearboxes can also be specified.

However, for 2023, the 600hp is surpassed by the latest X6000 heavy tractor, equipped with a V8 diesel engine pumping out a massive 800hp. The Weichai WP17 V8 diesel engine has been boosted to a torque of 3750Nm.

Euro influence evident in the interior.

That is 50Nm more than Scania’s 770 V8 delivers. The Chinese power unit is paired with a Fast Gear S16AD automatic transmission with 16 gears.

The WP17H800E68 Weichai V8 diesel is based on a modified engine block also used for machines in the agricultural sector. The 6x4 drive tandem bogie is of the Chinese brand Hande and manufactured under license from MAN. The good-looking sleeper cab is clearly modelled after the latest European trucks.

The Mercedes-Benz Actros, for example. But, contrary to Foton/Auman, which has close ties with DaimlerBenz, the X6000’s structure is produced by one of the Chinese cab manufacturers.

The cab has a flat floor.

Internal height is 2130mm and there are 1000 litres of storage space. The interior looks neat, and the

dashboard is completely up to date with fewer gauges and buttons in favour of LCD screens. The new top model is also equipped with all the modern systems found in an upmarket European truck, such as adaptive cruise control, electronic collision warning, lane departure warning and tyre pressure monitoring system.

Of course, air conditioning and air suspension are also part of the package. Two fuel tanks with heating function and a total volume of 1000 litres are fitted to keep the King of Chinese Trucks moving. Optional are a night heater and rear-view cameras instead of mirrors.

Shaanxi/Shacman’s new top-of-the-range truck is also intended to strengthen its market share in export markets, particularly in Russia and South American countries.

Sneak peek at the brawny Weichai V8.

The 6x4 Hande tandem bogie manufactured under license from MAN.

CRAIG’S TRUCKIN’ SNAPSHOT

Craig McCauley showcases a mixture of classic and contemporary images of Kiwi trucking.

WHEELS AT WANAKA MEMORIES

A Barwoods Iveco Trakker 360 ES loads fertiliser near Fairlie.

It got bigger and better, so off we go again. For the next 23 months, we’ll relive Wheels at Wanaka 2023 through a monthly image from an unmissable event.

The Tanner family had their immaculate Mack Super-Liner on display at Wanaka (left), only to find two more of their previous charges among the other attendees.

The 1978 Kenworth W-model, today owned by the Eaves family from Gore, was bought new by the Tanners – the second W-model owned by them, fleet No.4. The red 1975 LW, today in the keep of Ray and Fiona Reid from Rangiotu, was also owned by the Tanner Group (fleet No.33). It was not purchased new by them.

82 New Zealand Trucking May 2023

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MINI BIG RIGS

LAYER ON LAYER

The rigs Neville observed through the windscreen of Warwick Denton’s W-model Kenworth inspired his love of model-truck building.

Story and photos by Carl Kirkbeck

We visit prolific model-truck builder and transport industry enthusiast Neville Hazelton – who will have a crack at building anything from sheet plastic.

N

eville Hazelton’s passion for modeltruck building started when he was a young fella riding around in the cab of good friend Warwick Denton’s W-model Kenworth on contract to Trailways.

“They certainly were good times – taking Jap squares out of Kinlieth over to the Mount and returning with backloads from Dominion Salt,” says Neville. The experience of riding along also allowed Neville the time

to study the various trucks and trailers on the road.

Neville’s first model truck was the Italeri Scania 142H, a great kitset but, out of the box, no way near Kiwi enough for our budding model builder.

So he added a second steer axle, bringing it in line with what he saw out on the road.

His next project was the Italeri Iveco 4x2 ‘Cosmos’, another great kit requiring the Kiwi touch. This time the frame was stretched, allowing the addition of a second drive axle and a second steer.

Not content with a characteristics allowed much standalone 8x4, Neville more opportunity to add detail needed to complete the rig and achieve more technical with a matching three-axle builds. trailer, a project that started Looking over Neville’s his foray into scratch building. current projects on the bench, Whittling away at cardboard you could easily be mistaken and other household items, for thinking you were looking replicating the rigs Neville saw at purchased items from a in his travels became more hobby store. The proportions and more achievable. and quality of fit are superb, As Neville honed his modeland a tribute to Neville’s building skills, he progressed careful research. to sheet plastic. It’s fair to On closer inspection, say that plastic rewrote the you will notice how Neville scratch-building manual in uses multiple layers to add C509 & Drake 2x8 & 5x8depth, Low Loader one hit. 1/50 The KW new medium’s detail and strength.

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A modern five-axle stock trailer under construction. Note how Neville has manufactured each part by cutting it from sheet plastic.

The basics are the same when building a complete cab. First, cut the individual panels from the sheet plastic, then glue the layers together to provide depth and rigidity, this allowing the ability to file and sand the corners into the correct shape and form. Close observation shows Neville’s Kenworth L710 cabs use this lamination method.

You can even build an Australianstyle stock crate by applying the layering principles.

If you break down the process sheet by sheet, you can understand how it is much the same as building the real thing on a 1:1 scale.

ABLE

Lamination in its finest form: Neville forms a casting mould for an off-highway tyre by laminating plastic, then hand-carving the tread pattern into the solid plastic blank.

Logging bolsters require strength and rigidity, especially if the model needs to support a load of logs. You will notice that Neville has again worked with layers to form the shape and build in the strength needed to carry a load.

A Drake five-rows-of-eight float is a significant challenge. But with a little patience and a one-piece-at-time approach, the build can be accomplished. Neville has also fabricated operational swing arms for the float, as well as oscillating suspension.

Not even the intricacies of a 1970s-era stock crate, down to its sliding pen doors, can stop a good scratch builder. Once again, break down the process sheet by sheet, starting with the basics, then methodically building stage by stage.

Any model truck on any scale is fair game for Neville. Here is a set of typical Australian-style stock crates for the 1:50th scale Drake Kenworth K200 and B-double set close to the painting stage.

For example, looking at the scratch-built Kenworth L710 cab, you will see that three sheets have been laminated to create the main front lower panel, allowing the ability to

shape and form the corners to achieve the correct radiuses.

As you look over the images laid out here, take the time to understand the process of scratch-building.

Neville Hazleton: prolific model truck builder and transport enthusiast. (With Stella, the feline engineer.)

Neville’s layering approach shows how virtually any item can be manufactured. This style opens the doors to successfully building anything at all. You have nothing to

lose and everything to gain, so like Neville, get in and give it a go.

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LITTLE TRUCKERS’ CLUB

HI, LITTLE TRUCKERS! I hope you all enjoyed your Easter Holidays and ate lots of chocolate!

Did you find time to try out last month’s recipes? If so, we would love to see photos and/or hear all about the fun you had.

In the March 2023 issue, you may remember that I highlighted the Wheels at Wairarapa event, where I met Tony Burling from Matai Transport, Taupo. Tony was there with his very cool Kenworth K124 and kindly agreed to sponsor this month’s colouring-in competition with some awesome prizes.

Thank you, Tony – you rock!

Three prizes are up for grabs, so get out those coloured pencils and pens and colour in Tony’s Kenworth. To enter, either take a photo or scan a picture of your art and email it to me along with your name, age and address. I’m looking forward to seeing your entries.

Congratulations to seven-yearold Tom Moore, who found the Little Truckers’ Club logo on page 81 of the April issue. Keep an eye on your mailbox, Tom – a prize is on its way.

And thanks to Ewan and Hamish Sinclair, who sent us these fantastic photos of Dad’s new truck!

If you would like to see yourself here in Little Truckers’ Club, all you need to do is email your stories, jokes, photos and/or drawings to me at rochelle@ nztrucking.co.nz with a wee paragraph telling us about them along with your name and age.

We love seeing them all!

88 New Zealand Trucking May 2023

Ewan and Hamish Sinclair and Dad’s new truck!

Joke of the month

ephants How do el things? transport unks!

In their tr

Tony Burling and his 1978 K124. Thanks for sponsoring the prizes for this colouring in competition, Tony!

The Little Truckers’ Club logo is hidden somewhere in this issue − find it, and you may win a prize.

Email me with your NAME and AGE at rochelle@nztrucking.co.nz

CO LOUR INGI N COMP Hey kids! Be in to win these prizes by colouring in Tony’s 1978 K124.

Name: Age:

K

EE W TY E F A 023 S 2 D Y ROA 3 MA 2 15-

ROAD SAFETY TRUCK

hOW MANY TIMES DO YOU SEE THIS HAPPENING? Being safe on the road is everyone’s responsibility. Here is situation where the truck must move into the right-hand lane so that it can get around a tight roundabout. If you find yourself in this position best to give the truck some space.

Share these road safety tips to your young drivers

Blind zones are places that you need to keep out of.

be aware that trucks need a safe stopping area.

Join the New Zealand Trucking Association today, your membership supports our community road safety programmes.

Check out what we do - you can join online www.trucking.nz

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

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

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

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

Transporting New Zealand 2023 Conference 28 and 29 June 2023 Lower Hutt Events Centre Contact: transporting.nz/conference

NZ Co-Op Dairy Company/Anchor transport-staff reunion

NRC/NTA Trucking Industry Summit

25 June 2023, 11am to 5pm Te Rapa Racecourse, Hamilton Contact: 021 0337 734

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

WHAT’S BEEN Tui Truck Stop Show & Shine, 26 March. Central Logistics Services’ Scania R650 XT and R770 XT.

Wheels at Wanaka, Easter Weekend 2023. Post1970 Classic and Modern Trucks Parade. Southpac Trucks’ 1971 Kenworth LW924 and McNeill Distribution’s 1985 Mack Cruise-Liner.

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

92 New Zealand Trucking May 2023

HEALY’S HUMOUR

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96 Moving Metrics 100 Incoming Cargo – Cellcentric 104 Industry Update – #EYESUPNZ 106 Better Business – Road to success 108 Product Profile – NAPA 110 Carriers’ Corner 112 Truckers’ Health 114 Health & Safety 116 Legal Lines 118 NZ Trucking Association 120 Transporting New Zealand 122 The Last Mile BROUG HT T O Y OU BY

MOVING METRICS

THE SALES

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

First registration of NB and NC class vehicles for March 2023 by major manufacturer

Summary of heavy trucks and trailers first registered in March 2023 This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

The data used in this information reflects any amendments to the data previously reported.

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

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

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

Vehicle class

Description

NB

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

(mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

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

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

A table of all vehicle classes is in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 https://www.nzta.govt.nz/ assets/resources/rules/docs/vehicle-dimensionsand-mass-2016-as-at-1-October-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

96 New Zealand Trucking May 2023

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

First registration of TD class heavy trailers for March, year on year by major manufacturer First registration of TD class heavy trailers for March, year on year by major manufacturer Number of units

25

15 15

15 10

20 21

20

20

10 8999

5

9

111

15 12

14 12

11 8

5 43 344 2

6

98

7

6

14 11

12 12 9

7

5 5

4 4 2 22

3

7

11 9

3

Mar-22

ra ile rs

po rt T Tr an s

Mar-21

TM C

TE S

l Ro ad m as te r

Jan-00

Pa tc he l

Mar-19

M .T .E .

ha uf

er

Fr ue

gh t Fr ei

Fa irf ax

Do m

et t

0

Mar-23

Other suppliers of class TD heavy trailers not included in above Mar-19 60

Mar-20 33

Mar-21 43

Mar-22 54

Mar-23 58

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

Number of units

First registration of NB, NC and TD class vehicles year on year, to date 1000 900 800 700 600 500 400 300 200 100 0

592

680

771

858

924

846 657

521

746 614 363

NB YTD 2019

NC YTD 2020

YTD 2021

299 326 312 340

TD YTD 2022

YTD 2023

First registration of TD class heavy trailers year to date 2018 – 2023, by major manufacturer

New Zealand Trucking

May 2023 97

This information is put together from metrics provided by the NZ Transport Agency.

New Zealand Trucking acknowledges the assistance of the media team at NZTA in providing the data.

ROAD USER CHARGES Total value and distance of road user charges purchased between 01 January 2018 and 31 March 2023 by purchase year

RUC purchase for March 2023, all RUC types In March 2023 there were 53 different types of RUC purchased for a total distance of 1,430,317,084km at a value of $132,873,543.

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

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 Dec 2022

17,683,361,155

$1,710,831,998

1 Jan 2023 – 31 Mar 2023

4,734,974,275

$436,417,773

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Dec 2022

13,375,038,937

1,114,586,578

1 Jan 2023 – 31 Mar 2023

3,536,807,223

1,178,935,741

RUC type 1 vehicles are powered vehicles with two axles (except type 2 or type 299 vehicles. Type 299 are mobile cranes). Cars, vans and light trucks that use fuel not taxed at source (i.e. diesel fuel) are generally in this RUC type.

RUC purchases all RUC types

98 New Zealand Trucking May 2023

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

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

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

Average monthly RUC purchases for year (All RUC types)

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

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

New Zealand Trucking

May 2023 99

INCOMING CARGO

A new way of powering tomorrow’s commercial vehicles, especially at the heavier, longer lead, end of transport. The electric turbo pushes and pulls the atmospheric elements in the process into and out of the system. Photo: Daimler Truck Australia.

‘CELLING’ THE FUTURE Story by Dave McCoid

Fuel cell manufacturer cellcentric has been around for three decades, but it’s a brand few transport operators would know.

That’s all about to change. The company is at the centre of a JV between archrivals, Daimler Truck and Volvo Group, and will supply both OEM giants with the fuel cells at the core of their respective hydrogen programmes.

I

ts stand was far from the biggest at IAA Hanover last year, but that is unlikely to remain the case for hydrogen fuel-cell manufacturer cellcentric.

As chemical reactions and electrons assume their role at the forefront of global land-based transport, the name cellcentric may earn a level of familiarity akin to the companies they supply.

While pundits are still a-buzz, identifying the chinks in the armour of batteryelectric and hydrogen fuel cells, those charged

100 New Zealand Trucking May 2023

Photos by Dave McCoid and supplied with delivering tomorrow’s locomotion generally take a far more pragmatic view.

Theirs is one that doesn’t see the replacement of one ubiquitous, scalable power source with another, but rather, multiple options. And their reasons are far broader than a myopic view of heavy truck application, weight and range. In tomorrow’s world, regional energy availability and cost may well determine procurement decisions concerning truck purchase.

Speaking to those gathered at a forum hosted

by cellcentric at Hannover, Volvo Group chief technology officer Lars Senqvist said: “At the moment, it’s like a beauty competition.”

His counterpart at Daimler Truck, head of truck technology Andreas Gorbach, added the real kicker. “In order to decarbonise the planet, we must deal in green energy on a global scale. For that to happen, we will need to transport green energy in a molecular form, as we do now with oil. Hydrogen is the best way to fulfil that requirement.”

Senqvst followed, saying

The cellcentric fuel cell system. hydrogen for transport would account for less than 10% of the global industrial demand.

“We can piggyback on the big guys. There will be plenty of green hydrogen at the right cost level.”

Covering the bases The scale, speed, and complexity of the global transportation revolution means even the biggest of the big are stretched trying to cover all potential bases.

As such, we’re witnessing realignments in the interests of commercial protection and capital raising, the rationalisation of product portfolios, and collaborations once thought unlikely.

At the centre of one such collaboration is cellcentric, a manufacturer of fuel cells over the past three decades.

Volvo Group AB and Daimler Truck AG each took a 50% stake in the company in March 2021. Cellcentric employs roughly 400 staff across four sites; Nabern, Stuttgart and Esslingen in Germany and Burnaby in Canada.

The company’s brief in the first instance is the development and manufacture of fuel cells for heavy trucks and, beyond that, general

industrial applications.

Outside the fuel cell itself – fuel tanks, and the electricity produced – is the domain of the individual OEMs, and here they remain fierce competitors.

“Individually, the cost of development couldn’t be justified against the volumes.

However, our combined volume did,” said Senqvist.

“Fuel cells are a cornerstone to decarbonise transport, and there was nothing off the shelf currently that fulfilled the tough requirement of heavy-duty trucks. This is not a rampedup pass-car [passenger car] system. It is a heavy-truck specific design.”

The fuel cell – form and function Dr Florian Henkel leads external affairs at cellcentric and hosted visitors to the company’s stand at Hanover.

To the untrained eye glancing in, the fuel cells on the stand could have been mistaken for an engine of sorts – especially with their turbocharger hanging off the side. It is not a coincidence.

One of the parameters in the development was a dimension envelope comparable with an IC (internal combustion) engine in what Henkel described as

a ‘motor-block’ arrangement, meaning the central entity with components attached.

Robustness was a key consideration. A fuel cell must perform its delicate chemical dance amid the rigours of the shock loading found in trucking.

“In the truck, you will see 40, 60, up to 80g of acceleration in your system.

Running over bumps in trucks is very different to pass-cars,” said Henkel.

“The fuel cells are subjected to ‘shaker’ test beds and in-chassis field evaluation, subjected to various terrains and extremes of temperature.

The fundamental principles are the same though; harder running impacts the overall life.”

When it comes to getting your head around the fuel cell, there’s a lot in the macroprocess we can all relate to.

Air and fuel (hydrogen) enter and interact, and the outcome is energy. In conjunction, some level of external cooling is required, and there’s a byproduct – in this case, heat and water. No wonder it looks for all intents and purposes, like a weird little engine.

At a micro-level, however, it’s an entirely different story.

In the case of an ICE (internal combustion engine), it’s the combustion of the air and fuel (diesel or petrol, normally) that yields a release of energy. Because that combustion event is incarcerated, the energy release can be directed for use in the facilitation of mechanical work. Because of the need to combust, the whole thing yields pretty ‘yucky’ byproducts in the form of CO2, NOx, and heavy particulates. For years, we’ve been attempting to address the latter two via the various global emissions standards.

However, they don’t address the CO2, and as we know, that’s now the elephant in the room.

In the fuel cell, the air and fuel are not combusted.

Via the use of a catalyst – platinum in this case – the chemistry of the two key components is tinkered with. The electrical potential differences generated during that tinkering are captured, producing energy in the form of an electric current. (For what’s happening in the fuel cell stack, see page 102). As stated, the byproducts are heat and water.

The core cellcentric product will be the 230kg, 150kW output, 800V DC unit with a projected life of 25,000 hours.

Daimler Truck and Volvo Group determined the spec with low weight, durability, a range of 1000km, and power output equal to diesel heading the list.

“The decision on the size was made around output versus weight, as well as identifying what product will pull the biggest levers commercially,” said Henkel.

“Which size, in volume production, would have the most customer appeal, allowing economies of scale that will, in turn, reduce production cost. We are no longer in the R&D phase and must now focus on volume production. That will allow the OEMs to get on with their bit,

as well as generate return to our shareholders.

“The unit is a fantastic building block and can be paired with other units, meaning you could have two 150kW units in a truck produce 300kW, ideal for the standard European 41-tonne gross weight limits.”

The electrically driven turbines on the unit, which look like turbochargers, but are more comparable to a supercharger in reality, increase the volume of air being taken in on one side, and expell it on the other.

The output current generated goes to a power distribution unit, and from there, the OEMs can direct it as they see fit, whether that’s into a battery buffer or to some other end use.

“We are only responsible for the fuel cell. How the hydrogen is stored on the truck – whether liquid or in a gaseous state – is up to them. Likewise, what they do with the electrical current produced,” said Henkel.

“We don’t need pure hydrogen. We can take it from

S N

The proud cellcentric team at Hanover. From left: Kim Eisfeld, corporate communications; Nicholas Loughlan, chief technology officer; Lars Johansson, chief operating officer; and Dr Florian Henkel, lead external affairs. commercial refuelling stations.

However, tank quality is always the question. Prefilters on the intake system is possible. But again, it comes down to price.

“The transition to hydrogen as part of the green-energy solution is a two-step process.

There’s the fuel cell itself, but also the infrastructure.

The latter is made up of the physical network, the standards, and regulatory framework. We know which impurities we can take and which ones we can’t, and we are working with authorities in the development of the standards.”

Anyone building anything today must consider ‘what

Electricity is generated

WHAT IS A FUEL CELL?

A

fuel cell propagates a chemical reaction between hydrogen and water that yields electricity, heat and pure water. The systems developed by cellcentric are based on PEM (Proton Exchange Membrane) fuel cells, operated using hydrogen and oxygen from the air.

For the propeller heads among you, here’s how it goes: 1) H ydrogen is supplied to the anode side, atmospheric oxygen from the cathode side.

2) T he hydrogen molecule H2 is split into two protons

and two electrons via a platinum catalyst.

3) Electrons flow as electrical current through various electrical consumers, while protons diffuse through the membrane.

4) The potential difference between the anode and the cathode generates electrical voltage. By stacking several cells, their voltage can be combined.

5) The oxygen molecule is split catalytically at the cathode into two oxygen ions through the acceptance of four electrons. Every oxygen ion connects with two protons to form a water

102 New Zealand Trucking May 2023

happens next, looking to their product’s end-of-life journey.

In that context, the fuel cell also comes up trumps with cellcentric stating a reuse factor of over 90% for the precious metals alone.

We may live in times of upheaval but, with luck we might end up with a better world out the other side.

Air-oxyren supply on cathode side

Hydrogen supply at anode side anode

cathode

Water (H20) as a waste product

The magic happening in the stack. molecule.

6) The water is carried out of the fuel cell by airflow.

That’s a PEM fuel cell.

But what about combusting hydrogen? Dr Henkel explains this best. “If you have a combustion hydrogen combustion vehicle, you bring hydrogen and

oxygen together, but you also bring in atmospheric nitrogen. This means the hydrogen combustion vehicle is carbon-free but not emissions-free. You still produce NOx [nitrogen oxides], which has to be dealt with. In the fuel cell, you only produce heat, electricity and pure water.”

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INDUSTRY UPDATE

AN EYE-OPENER The #EYESUPNZ roadshow kicked off in March, with the first two events in Auckland and Palmerston North selling out. With the roadshow heading to Dunedin and Christchurch in May, it’s clear industry sees the value in this initiative.

T

he #EYESUPNZ roadshow was launched at the TMC Trucking Industry Show last year (see New Zealand Trucking, February 2023). Spearheaded by NZI, Seeing Machines and AutoSense, the roadshow takes a different approach in equipping transport companies to tackle fatigue and distraction among drivers.

Hosted by motorsport champion Greg

Murphy, neuroscience educator Nathan Wallis and road safety expert Kelly McLuckie, the sessions offer attendees insight into driving and the brain before breaking into interactive train-the-trainer toolbox sessions – providing attendees with a practical toolbox they can take away to train their own teams.

“The roadshow is aimed at the people managers, the ones who interact with

the drivers but probably may not have had any professional development,” says Charles Dawson, CEO of Autosense.

“The industry talks about driver training, and senior leadership often has vast experience or qualifications, but there’s this hard-working group that has come through the ranks and is so important to the industry, which we need to invest in and develop. We’re looking to create that for them.

“We’re an industry under stress. We’re starting to understand the stressors, concerns and environmental factors our drivers deal with and how these affect their decision-making. When you look at the way the brain works and you start throwing fatigue, distraction and stress at the decisions people have to make,

Driving and the brain “People love learning about their own brains – it’s about giving them that information in a useful way,” says Wallis.

“You essentially have four brains. They go from the bottom to the top. The first is the brain stem at the base of your head – your survival brain. It keeps your heart beating, keeps you breathing, and it’s also the home of fight, flight or freeze.

The thing to remember is it’s in charge!

“Brain two is your motor-skill brain, your movement brain.

If you only have survival and movement, brains one and two, you’re a reptile – that’s a reptilian brain.

“Brain three is the limbic system, often called the mammal brain, and it’s the home of emotions. Its obvious mammals have emotions.

“Brain four is the frontal cortex, the flash one… It’s the brain you have that your dog hasn’t. Only humans have brain four – it’s your higher intelligence, the ability to control your emotions, keep your shit together, plan for the future, understand consequences… the thinking and learning brain,” he explains.

“Driving is about the thinking and learning brain (four), and the movement and coordination brain (two). The younger you are as a driver, the more you are in the frontal cortex.

Once those motor skills are fully consolidated in the brain, they get moved back to brain two.”

Fatigue “Brain one, your survival brain, and brain four, where the flash stuff is, work like a set of scales moving in relation to

104 New Zealand Trucking May 2023

each other. If your frontal cortex is to be up and active, then your brain stem needs to be nice and calm and have all its needs met. As soon as you’re tired or hungry, the brain stem is aroused – survival always takes precedence. It becomes hard to focus your attention and you start to correspondingly lose access to the parts of the brain that are going to keep you safe, assess consequences, predict people’s movements… All the stuff you need to drive starts to go offline the more fatigued you get,” Wallis explains.

Distraction “Your brain doesn’t remember everything that happened, it makes a story. Of what you see, 93% is an illusion and prediction you’re creating, 7% can be attributed to actual light hitting your eyes, the novelty we are [unconsciously] looking for – what’s not in your predictable plan.

“The brainstem is hyper-vigilant, waiting to see if there is anything dangerous, like something suddenly running in front of the car. As soon as it sees that, it takes over.

The consequence is that you can get easily distracted if you allow yourself to be. We’re supposed to be focused when driving, but we are also supposed to be looking for unexpected dangers. It’s about the degree of that – recognising what is or isn’t critical to survival and consciously pulling away from the distraction.”

Hear more from Nathan on The Depot podcast: autosense.co.nz/thedepot.

the quality of those decisions reduces,” Dawson says.

With the sessions prioritising actions and outcomes, McLuckie says the attendees “totally got it”. “The response was phenomenal. No one competes on safety, so the fact people from different companies could be operational competitors but

collaborate and share their ideas and information around safety and wellbeing, was great. Fatigue and distraction are part of life and not easy to tackle.

“There was a buzz in the room, and even once it had ended, people continued talking and engaging. I think what struck most with the audience was

the need for consistency; keeping the conversation alive and doing something with the information is key to making change.” #EYESUPNZ heads to Dunedin on 11 May and Christchurch on 17 May. Visit eyesupnz.co.nz for tickets and more details.

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BETTER BUSINESS

Feeding the

TALENT POOL While the global trucking industry grapples with an ageing driver pool and a shortage of new talent, New Zealand operators are proactively tackling the problem and reaping the benefits.

T

he Road to success traineeship aims to place transport industry newcomers in jobs where they can learn as they work, achieve recognised tertiary qualifications and, ultimately, gain a foothold in the industry.

Similarly, it offers those already in the industry an opportunity to further their career.

For employers, the boost to their talent pool means a boost to the industry as well. We spoke to Bill Bamber, general manager at KAM Transport, Peter Danillo, North Island transport manager at Mackleys, and Murray Young, general manager NZ Express, about the programme.

The right people KAM Transport has taken on four trainees thus far, with three still in the company. “The team was very positive towards them. Two were male and two female, and it’s fair to say the females get more attention and help!” Bamber says with a laugh.

“The programme allows the opportunity for the business to train the person to the company’s standards. Trainees are much more teachable when it comes to company procedures and compliance. They are generally very grateful, so they are prepared to learn the roles and take it easy,” he says.

Two trainees have joined the Mackleys team so far, both women.

Mackenzie Lintern has worked up to her full class 5 licence and crane operator’s certification and is now operating a crane truck. She’s one of 12 trainees who completed four micro credentials and graduated

from the Road to success programme.

“She has demonstrated that a positive attitude, great work ethic and determination are the critical qualities we should encourage, and we should not assume that age, gender or lack of experience are barriers to achieving success. Mackenzie showed through her actions that anyone can learn and become a top-class operator if they are willing to learn and work hard to achieve their goals,” Danillo says.

Over at NZ Express, two trainees have been taken on with another three in the pipeline. Two of the company’s dispatch team have been put through their microcredentials to increase their theoretical knowledge while gaining industryrecognised qualifications.

“As with the trainees, we see it as an opportunity for us to offer a qualifications pathway as a part of their personal development. It also helps aid in retention within the key operational area of the business,” Young says.

“The members of our wider team have relished the opportunity to share their knowledge and experience with the trainees. They have taken great satisfaction in seeing them progress through the various levels. It has also been refreshing seeing the enthusiasm of the trainees, as they want to contribute to the industry.”

Benefits all round

“There are no drawbacks as long as the individual is genuinely keen to learn and apply themselves,” Danillo says.

“It’s no secret that the trucking industry has been struggling for many years with an ageing workforce and low numbers of young people wanting to become drivers.

While many aspects need to be explored to reverse this trend, Road to Success is a valuable programme and must be supported by the industry if we’re to build better pathways for our young people, not only as drivers but also pathways to management within our businesses,” he adds.

Young agrees: “There are no real drawbacks. New trainees coming through Road to success are open to learning all aspects of the business.

This provides us with additional cover staff for these operations. It also allows us to create a pipeline of additional drivers that supports growth within the business and assists in succession planning for future retirements.

“New Zealand has a shortage of class 5 heavy truck drivers and, with an average age currently around the mid-50s, the issue is not going away. Even with productivity improvements, we will be faced Operations supervisor Tom Hedley (left) and Phil Urlich, MITO with shortages. These flow into corporate manager, present Mackenzie Lintern with the traditional operational positions, completion certificate for her micro-credentials. such as dispatch roles. The issue

106 New Zealand Trucking May 2023

of recruiting staff confronting the road transport industry is significant, but not limited to our sector and as such we need to position ourselves as an industry of choice,” he continues.

It’s up to us “It’s not only about driving but creating strength in all areas of our industry.

Driving is a great way to start learning, especially with the micro-credentials, which establishes the important habit of studying and that can lead to unlimited opportunities,” Danillo adds.

“Our industry should be focused on creating a positive environment that enhances the wellbeing and development of our people. If you have great people, you will have a great business. It’s ridiculously simple, but during my 30-plus years in business, I have seen companies lose sight of this while chasing revenue and cutting costs… Treat people with equal dignity and respect, regardless of their position within your organisation. Let them know they are important to your success, and you will have an engaged team with the

potential to achieve amazing results.”

Young suggests the industry needs to look beyond traditional biases when attracting people. “We want to be seen as a progressive industry, with real long-term progression opportunities for people who want to make a career in transport. We need to move with the times and promote roles within the transport industry as a professional profession.”

Bamber says that training and treating people right will result in loyalty. “And if they don’t stay, they will be good for the industry and will return at some point.

We need these people who want to get into our industry, as the youth find it too hard at present even to achieve a class 1 licence. It’s been well documented, but we need to try everything as the average age of drivers in company fleets is over 50. Overseas drivers aren’t the answer either.

“It begins with companies such as ours looking at ways to encourage people and school leavers to get into the transport industry,” he notes.

“Road to success is very much about industry taking the lead in finding

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Helene Jensen-Selkirk (left) graduated last year and is still employed with KAM. Helene is pictured with Wellington branch manager Paul Fincham. solutions for driver shortages. It’s an immediate and strategic long-term plan that will help elevate the problem facing recruitment within our industry. The industry has delivered the innovation, and it’s now time for individual companies to make it happen for a thriving New Zealand,” Young concludes.

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108 New Zealand Trucking May 2023

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CARRIERS’ CORNER

THE FUN OF SPENDING

OTHER PEOPLE’S MONEY Beyond the wonderful flu-like symptoms, Covid-19 gave us an apparent tolerance for bigger and bigger financial numbers to seem inconsequential and for them to be simply lapped as the ‘new normal’.

110 New Zealand Trucking May 2023

leader’s 2017 election promise said would be up and running by 2021. Some $50 million in planning costs later, and we’ve nothing much to report other than a current suggestion that it could be built in stages to reduce the cost.

Last time I checked, building a light rail project to the airport implied the train would actually make it to the airport, not somewhere halfway for the passengers to then find another way of completing their trip.

But I digress; the reality is that this project has been slated to cost somewhere between $15 billion and $25 billion dollars. I mean, seriously, what’s an extra $10 billion between taxpayers, right? Well, about $2000 each if you want to get specific.

But none of the above scares me like last month’s announcement of the preferred options for Auckland’s next harbour crossing – a selection of bridge and tunnel options intended to start construction circa 2029 (and I sense ‘circa’ is likely). What I loved most about the initial document was the extensive use of the phrase ‘expensive to build’ as a negative next to each option detailed in the document. What really gives me the shits, though, is that if they deem it potentially expensive now, how will it look in seven or eight years?

Rather than simply going to the Oxford thesaurus and plucking out the word expensive or costly, surely, we’d rather see a cost-benefit analysis assessing the true lifetime value each option presents?

As a country, there are unquestionably some challenging conversations coming on this front, and the need for objective analysis will be more critical than ever.

Reality says we can only spend so much on such projects and that demand will always exceed available resources, particularly, but not solely, in a financial sense.

Which brings me to my final point around the pipeline of projects and engagement of skill and machinery/ capability to get the job done and bring such projects to life. As much as one can understand the rationale behind engaging international experts in certain construction formats and partnering them with local providers via JVs and partnerships, given the imminent pipeline and workload of significant projects on the radar, how can we utilise this as an opportunity to again return to a greater level of self-sufficiency and establishing deeper long-term skill and capability?

Not for a minute am I suggesting a return to a ministry of works model, but rather a focus on supporting local providers to upskill and fund longterm tools and assets with the view to keeping the funnel full of projects that enable and are enabled by the development and investment in local capability and resource.

FL FI

Do you agree with Blake or want to engage with his comment? He’d love to hear from you.

Contact Blake at: blake@transcon.co.nz.

Blake Noble is managing director of Transcon, a 16-truck general-freight operation based in Warkworth, north of Auckland. He is also the founder of specialist transport growth and advisory provider Delivery. Head to getdelivery.nz to connect with Blake.

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If infrastructure spending wasn’t already top of mind, the past six months have surely solidified its position as needing to be front and centre of the country’s CapEx plan in the coming decade and beyond. It appears the race is on for the area of spending that can produce the biggest billion number to push us further back in our seats.

Whether it’s water, waste, health, education or roading infrastructure, most citizens of our fine country could quickly recite a list of the top handful of projects they’d like to see the powers that be direct funds towards.

This brings us to the recent string of significant infrastructure projects, which may already be in play and under construction, all of which have showcased what can only be described as eyewatering price tags.

Take Auckland’s City Rail Link, initially slated as costing $3.5 billion, which has now ballooned to an estimated $5.5 billion (and potentially still climbing).

Unless we make the bold decision to accept an incomplete project, it seems that the taxpayer will wear an incredible 57% deviation over projected costs. Putting that in some context, that additional $2 billion cost is the equivalent of 5714 $350,000 tractor units. Sounds like a large amount when you put it in those terms, right?

How about the Onslow pumped hydro scheme proposed at a whopping $15 billion? The number seemed to be released as though there’d be no fanfare around the scale of it.

Then there’s Auckland’s light rail project, the same project that a certain

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TRUCKERS’ HEALTH

I can’t STRESS this enough It can often feel like we can never catch our breath or get a break from the demands of everyday life.

As hard as it may seem, it is essential to prioritise downtime and manage stress. It is not good to constantly feel stressed, anxious or overwhelmed.

W

hat does stress have to do with health and fitness?

Stress has a massive impact on our ability to look after ourselves. When we are stressed, healthy eating and exercise are often the first things to go out the window; we feel we don’t have time, or we crave ‘naughty’ comfort food. If we can keep our stress levels to a minimum and get adequate sleep, we are already on our way to building a healthy lifestyle (before we begin moving our bodies and eating well).

I am writing this article after a seven-day escape to beautiful Rarotonga. Although an overseas island holiday isn’t always doable (this was my first overseas trip since I was five), having something to look forward to can help you get through tough and stressful phases of life. This leads me nicely to my first tip in a collection of ideas for managing your stress levels.

3. Reach out for help

6. Reduce caffeine

If you are struggling with your workload or life commitments, reach out to friends, family or someone you trust who can lift the load slightly. Depending on your work situation, this could be delegating certain tasks. If it’s a more personal matter, it could be messaging a friend to ask for their advice or help. I seek advice from friends and family daily to confirm how I’m tackling a task or to help navigate it. Even if it is just messaging my Mum to ask her how to cook a roast chicken. Getting small pearls of wisdom and help can add up to a big load of pressure lifted from your shoulders.

When you’re feeling a wee bit slow or unproductive, the temptation to indulge in coffee and energy drinks multiplies. While there is nothing wrong with having a coffee or two a day or an energy drink here and there, over-consuming caffeine does not do wonders for your stress levels. Caffeine can trigger your ‘flight or fight’ response, making you even more anxious, stressed or on edge.

Be mindful of how much caffeine you’re consuming over the week. If you drink an energy drink every day, try cutting this back to every second day and drinking a bit more water.

4. Prioritise your time

If you apply these six simple tricks (or even just a couple of them) to your life, they will positively impact your stress levels. If you can lower stress, you are more likely to get adequate sleep and make healthier choices around food and exercise. It all has a knock-on effect, but if we start from the base upward, I believe we can maintain a healthy and active lifestyle.

This doesn’t mean booking a lavish escape to a Greek Island. It can be as simple as a night or two away in your favourite location, like a weekend in Taupo. Having something to look forward to can break up the monotony of the daily grind, and the trip itself will give you time to detox from the stresses of work or other life commitments.

Sometimes it is just not doable to ‘keep up with the Joneses’ or juggle every commitment and easily execute each task.

Sometimes you must make the difficult call of prioritising your time.

Working long hours, your time outside of work becomes even more precious. If you have a family, that often demands your time first before socialising or dealing with life admin tasks.

If your plate is completely full, it is okay to say no to certain things. Say no to the barbecue; your friends aren’t going to hate you if you miss one social outing because your plate is simply too full that week.

2. Keep a diary

5. Be organised

This doesn’t mean waking up and writing, ‘Dear diary…’ I mean it in the broader sense of keeping an electronic or paper list of what you need to tackle each day.

Find a planning method that works for you and stick with it. If I offload my to-do list or thoughts to paper or a device, I feel more in control and have a better idea of what I need to do that day, week or month. Simply seeing what I need to tackle helps to clear my head and ease my stress. When you internalise all your commitments, stress can multiply and feel unmanageable.

This is easier said than done. The more organised and on top of other aspects of my life I am (grocery shopping, housework etc.), the more settled and confident I feel in tackling different areas of life.

Everyone has a different method of organising themselves, whether it be lists, calendars or charts. Establishing a routine can work wonders. This routine can be as simple as doing your grocery shopping at the same time and day every week (click and collect saves a lot of time). Arrange household chores to be done throughout the week so they don’t build up. This may

1. Plan a getaway

112 New Zealand Trucking May 2023

sound like I’m telling you to suck eggs, but simple things can greatly impact on overall stress levels. How nice is it to come home to a clean house, food in the fridge and clean washing in the drawers?

Laura Hulley Personal trainer

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HEALTH AND SAFETY

PROTECTING YOUR HEALTH Previously, I discussed that the Health and Safety at Work Act 2015 is about more than keeping workers safe – we must also protect their health.

This includes such things as managing noise, dust and work pressures. Today, I would like to go outside of this and remind us that we are all given opportunities to protect our health – requiring more self-responsibility. What do I mean?

S

everal years ago, my mother died from bowel cancer.

She was 65, far too young to die from something that could easily have been prevented. I recently underwent a routine screening colonoscopy. I have a colonoscopy every five years because of my family history.

They are generally clear – this time, they removed a polyp. It is probably benign, but it could easily have been the start of a cancerous growth.

I know several people who have regular mole checks because they have had cancerous growths removed.

Women are offered the chance to have medical screenings – cervical smears and mammograms, routinely. Not all women take these up. Men are also encouraged to have a routine prostate examination.

I wonder how many men do this unless 23031 DANI1 TRUCKING AD.pdf 27/5/10 3:12:58 PM perhaps they have symptoms.

The national bowel screening programme is rolling out to people 60 and over. I know that some people will not bother. I’d much prefer the “poo on a stick” test to a colonoscopy, but I can’t do this because of my mum.

New Zealand has a high incidence of deaths from cancer. So many of these could have been prevented had the diagnosis come earlier.

Please, please, please do the test.

Suffer the lesser indignity of the test rather than the greatest loss of your life.

Encourage your family and friends to do

the same. Think about those you might leave behind – I can tell you that life is never the same.

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

How can Safewise help?

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

Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: (09) 985 5609 mobile: 021 326 642 danielle.beston@trafficlawyerauckland.co.nz Referral Through Solicitor Required and Arranged

114 New Zealand Trucking May 2023

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LEGAL LINES

SEXUAL HARASSMENT POLICIES The Employment Relations (Extended Time for Personal Grievances for Sexual Harassment) Amendment Bill (“the bill”) is awaiting its third reading in Parliament. If it is passed into law, employers must have sound practices in place to respond to any future personal grievances for sexual harassment.

What is sexual harassment?

The Human Rights Act 1993 defines sexual harassment as sexual behaviour from or by another person during an employee’s work that an employee finds “unwelcome, or offensive and that is repeated or serious enough to have a harmful effect”.

This includes an employer, work colleague or customer making unwelcome requests for sex or sexually suggestive comments, offensive sexual remarks or jokes, sexually offensive images at work, intrusive questions about an employee’s sex life, being regularly hassled for a date and unwelcome touching, patting or pinching.

Length of the extension A personal grievance is a type of formal complaint that an employee might make against their employer or former employer if the matter hasn’t been resolved by the parties discussing it.

Currently, an employee has a window of 90 days to raise a personal grievance, regardless of the nature of the event.

Requesting a time extension requires an employee to establish extenuating circumstances, which can be a high bar to reach. The bill will extend the window to give a person 12 months to lodge a personal grievance for sexual harassment with their employer. The clock starts ticking either from the date on which the alleged act occurred or the date the employee became aware of the alleged act of sexual harassment, whichever is later.

116 New Zealand Trucking May 2023

Will it be retrospective?

Once in force, it is unclear whether the bill will be applied retrospectively. In other words, it is not certain whether an employee would be able to raise a new grievance or renew a previous complaint if they believe they have been subject to sexual harassment before the bill’s implementation.

Employers’ obligations Employers are legally obligated to manage any harm that arises from sexual harassment according to the Health and Safety at Work Act 2015, Employment Relations Act 2000 and the Human Rights Act 1993. Ensure that your policies and procedures include: • What constitutes sexual harassment and that such behaviour is not tolerated • The rights of your employees to raise their concerns and how they can do so safely • The process you will follow to appropriately manage and address complaints.

Identify any potential hazards in the workplace and take preventative steps to reduce the chances of anyone being harassed at your workplace. Hold regular training sessions to communicate what is appropriate and inappropriate behaviour at work, how complaints can be made and to whom as well as what

action will be taken if you fall short of the required standards. Conduct surveys with employees to gain awareness of possible issues. Be mindful of situations that may make employees vulnerable, for example, walking through a poorly lit car park or being alone in a building when working late.

As soon as you are made aware of possible inappropriate conduct, take steps to eliminate, isolate or minimise any risk. Ensure you have an internal process or external support in place to respond to complaints and make a record of what was discussed. These should include guided conversations, facilitated meetings, interviews and thorough and fair investigations. Be proactive in gathering evidence in the form of witnesses or CCTV footage, which will assist you to make informed decisions about how to deal with the matter.

All communication should endeavour to be confidential, respectful and give the complainant opportunities for support and engagement. Remember to document any steps you have taken to address concerns of sexual harassment so that you don’t have to try and recollect what happened later.

Legally, you must maintain either paper or electronic records for existing and past employees for six years after their employment ends.

Conclusion Employers must show their commitment to a healthy work environment by fostering a culture that prevents and protects workers from sexual harassment. Putting policies and procedures in place to follow if a complaint is raised is essential to this.

Make it a priority to evaluate and refresh your practices so that you can respond accordingly if you receive a complaint about inappropriate behaviour.

Please note that this article is not a substitute for legal advice, and if you have a particular matter to be addressed, you should consult with a lawyer. Danielle Beston is a barrister who specialises in transport law, and she can be contacted on (09) 985 5609 or 021 326 642.

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Fighting back against

HACKERS A ttending a seminar titled Fighting Back Against Hackers at the recent Australian Trucking Association conference opened my eyes and highlighted the challenges our industry faces concerning online hackers.

The speaker, Dennis Desmond, had spent most of his career in counterintelligence, first as a US Army special agent, later in the FBI and finally as a special agent with the US Defence Intelligence Agency. Dennis is now a lecturer in cyber intelligence at the University of the Sunshine Coast. His seminar was insightful, funny, and at times shocking.

Cybersecurity must be a priority for every trucking company, regardless of size. You need to be worried. The challenge for business is differentiating attacks by individuals, organised crime and state-sponsored groups.

Hackers’ appearances may not fit a particular stereotype. They come from all walks of life, and their motivations for hacking can vary widely. Popular culture often portrays hackers as teenagers or young adults, but they can be any age. They don’t particularly wear black hoodies; they come from all backgrounds and even diverse education and work experiences. Hackers have different motivations, such as financial gain, political activism, personal revenge, or they can be simply seeking a challenge.

A cyber-attack is an intentional and malicious attempt to compromise a computer system, network or device to steal identities, damage data and disrupt operations. Imagine if your whole dispatch systems were damaged or shut down. Most of your system is unique to your business, so having to recreate that is a huge job. Cyber-attacks can take many forms and can target businesses

118 New Zealand Trucking May 2023

regardless of size.

Malware is a type of malicious software that can infect your computer and can be used to steal data or just damage your systems.

Ransomware is another type of malware that encrypts a business’ file, then demands payment for the key to restore access.

Phishing is a technique used to trick users into providing sensitive information, such as passwords. It can send fake emails that look and appear to be from a trusted source.

Distributed denial of service (DDoS) attacks involve flooding a target website with traffic, causing it to be overwhelmed and preventing legitimate users from accessing it.

Insider threats can be employees or people with access to sensitive information who intentionally want to cause your company harm.

The economic impact on the New Zealand economy is increasingly digital, with most businesses relying on online systems and services. A cyber-attack can cause significant disruption and cost to a business.

Stanford University and a top cybersecurity organisation found that approximately 88% of cyber-attacks are caused by human error. Human error is still very much the driving force behind cybersecurity problems.

Here are some ideas on how you can prevent a cyber-attack on your transport business: Educate your team on basic cybersecurity practices, such as creating strong passwords. Set up guidelines for identifying scams and don’t click on suspicious links or email attachments.

Most importantly, don’t open emails from unknown senders. Use up-to-date software and regularly update anti-virus programmes with security patches.

Adopt strong authentication – implement multi-factor authentication involving unique codes sent to a mobile phone. Back up data regularly and store off-site. Set and clarify roles in your business, defining who has access to sensitive data and systems. Check and monitor network activity and take notice of warnings. Develop an incident response plan outlining what to do in the event of a cyber-attack, including a full investigation as to how it happened.

Consider cybersecurity insurance to help mitigate financial impact when you must start setting up systems again after an attack.

The government announced an investment of $22.2 million to set up a new national Computer Emergency Response Team (CERT) as part of Budget 2016. CERT NZ works to support businesses, organisations and individuals who are affected (or may be affected) by cyber security incidents. They provide trusted and authoritative information and advice while also collating a profile of the threat landscape in New Zealand. In 2022, 8160 incidents were reported to CERT NZ. Individuals, small businesses, and large organisations from all over New Zealand submitted incident reports.

Some 22% of incidents reported to CERT NZ included financial loss, with a combined loss of $20 million.

If you are affected by a cyber-attack, you must report it to CERT at cert.govt.nz.

While you can put some of these suggestions in place to mitigate an attack, it is recommended that you employ the services of a trusted IT service provider who will be able to keep your systems updated with the latest security patches and advise you on your exposure.

If you want more information, give me a call.

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Transporting New Zealand can be contacted on (04) 472 3877 Nick Leggett chief executive officer or info@transporting.nz

BOLD GOAL FOR INDUSTRY QUALIFICATIONS

T

his year could be when your business begins creating a sustainable pipeline of drivers to help carry the load into the future. Despite the tight labour market, plenty of people are willing and waiting for a chance to start a career in the road transport sector. Ia Ara Aotearoa Transporting New Zealand and our industry partners, National Road Carriers and the NZ Trucking Association, have a programme to help match your business with the right people.

Te ara ki tua Road to success provides a career pathway for people who want to become truck drivers and a traineeship programme for transport operators to upskill their staff. It also aims to increase the number of people within our industry who have specific industry qualifications.

Late last year, Road to success set itself “the big hairy audacious goal” of 1000 enrolments in tertiary qualifications by the end of 2023. This is ambitious, but it needs to be if we are to ensure a sustainable workforce for the future.

Road to success offers two options when it comes to gaining tertiary qualifications. First, is the traineeship, which provides the pathway for new drivers and helps progress them from class 2 to 5. This also supports operators already developing new drivers, giving them the qualification framework to complement the in-cab training already being provided. The second option is called Driver Boost, which provides an opportunity for more established class 4 and 5 drivers to gain NZQA-approved tertiary qualifications and advance their careers while staying in the industry.

The four micro-credential qualifications provided through Road to success are: Introduction to Commercial Road Transport; Commercial Road Transport – Heavy Combination Vehicle Loading Fundamentals; Commercial Road Transport – Driver Safety; and Commercial Road Transport – Mass and Dimensions.

120 New Zealand Trucking May 2023

Those who want to take their learning further can then go on and do the New Zealand Certificate in Commercial Road Transport Skills (Level 3) or the New Zealand Certificate in Commercial Road Transport (Heavy Vehicle Operator) (Level 3).

Fiona McDonagh is our Te ara ki tua Road to success manager. She has described the vision for the programme as it relates to other industry schemes: “The sooner we get this tertiary qualification pathway commonly recognised as the go-to path that truck drivers take as a matter of course – which is not too dissimilar to the approach taken in other sectors with apprenticeships – the more our sector will benefit in the long run.”

We really want to thank the operators who have supported and promoted Road to success so far. The leadership they have shown and the value they are getting from the programme is how we can set ambitious goals like 1000 enrolments by the end of the year.

We know for some operators that cost and limited training capacity remain a challenge, particularly as business expenses escalate and margins tighten.

Transporting New Zealand is working with the Ministry of Business Innovation and

Employment to provide even more support to cover these costs and further open up the migrant driver pipeline.

It is important, though, to remember that no matter the economic conditions, we must continue providing the conditions and career pathways to attract and retain people in our industry.

A prospective trainee needs a foot in the door and a wee bit of an investment; then they could become the backbone of your business for many years to come.

Likewise, experienced drivers may be looking for professional development and continuous learning opportunities that can one day provide them with the skills for industry roles outside the cab.

So, if you have an entry-level role and are looking to recruit, please get in contact with the Road to success team. We currently have 20 candidates ready to take on new roles in the industry and a pipeline of interested participants going through the screening process. Likewise, if you are interested in the ongoing development of your more experienced drivers through the Driver Boost programme, flick an email to success@transporting.nz or visit roadtosuccess.nz

Transporting New Zealand election year conference Transporting New Zealand’s 2023 conference will take place on 28 and 29 June at the Lower Hutt Events Centre.

With the election only a matter of months away, this year’s conference will focus heavily on the politics around transport and road freight. Delegates can expect to hear from Transport Minister Michael Wood about the government’s current and future transport programme, while National’s Simeon Brown, ACT’s Simon Court and Julie Ann Genter of the Greens will present their alternative views.

Information on the specific conference

programme and speakers, as well as registration details for the event, are available at transporting.nz/ conference. Please also keep an eye on our Facebook page for updates.

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I

t was impossible not to have been moved by the devastation following Cyclone Gabrielle in the north and east of the North Island. Unbelievable really does not describe what we saw. Of course, it did not take long for the cry to go up that we must do more to prevent climate change. Whether some like to admit it or not, climate change has been around almost since the first day the Earth was formed – how else can the ancient forests beneath Antarctica or the holding of frost fairs on a frozen River Thames in the 17th and 18th century be explained?

What we saw in mid-February was Mother Nature at work.

Anybody who has spent time at sea will have seen the power she displays from time to time to remind us all who the boss is.

What we need to do is not difficult; just accept climate change is a natural occurrence and that spending billions of dollars trying to prevent it is an exercise in futility. Instead, we should be directing that money to counter the effects of the changing climate. After all, it’s not as though we haven’t got a pretty good idea of what needs doing – building more robust roads would be a good place to start. But, of course, this does not fit the ideological thinking of some who believe they have the power to change what has been occurring for millions of years.

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In response to the disaster, it was pleasing to see the finance minister reach out of his window and pluck a few more leaves from his money tree with the promise of more to come. I am sure as the year progresses, we will see more and more of this leaf-plucking with ample amounts of fertiliser spread over the golden buckets in which the money trees grow and flourish; the taxpayers of New Zealand.

It was no surprise to read about the major breakdown of communications systems due to the breakdown of the power grid in the affected areas. It should be obvious that when you have a system which relies on mains power with a small backup timeframe from batteries, once this power goes off, the life of your system is severely limited, especially when the demands on your system increase – inevitable when we have events as we did mid-February. Surely as part of the social licence to operate, the organisations providing our telecommunications systems should have good back-up systems in place, such as back-up generators, as the major telephone exchanges did in the day of the plug-in telephones?

It came as a bit of a shock to hear the prime minister say we need to spend more on roads while sort of acknowledging, without actually saying so, that roads are the nation’s lifeline. What has the industry been telling them for years? Of course, it is not this government’s fault – it claims it inherited a rundown system, forgetting entirely that it put a hold on the Roads of National Significance programme and deferred or canned several long overdue roading projects while syphoning off a lot of the money into projects like cycleways and initiatives for people to buy electric vehicles.

And before we get too blasé about what on the surface appears to be a reset of how the government sees roads, we must remember that this is election year, and this government will more than likely need the support of the Greens if they are to keep control of the treasury benches.

Astute readers may notice that this month I have not made any comments about the industry associations. There is a simple reason for this. I did not read anything attributed to them that was worthy of comment.

President Kennedy is quoted as saying: “There are risks and costs to actions, but they are far less than the long-range risks of inaction.”

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It came as a bit of a shock to hear the prime minister say we need to spend more on roads while sort of acknowledging, without actually saying so, that roads are the nation’s lifeline.

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