New Zealand Trucking May 2019

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MAY 2019

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A AMONG MEN Official magazine of the

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

Queen Mother dies

2000 2001 2002

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

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

2003 2004

Isuzu Trucks No.1 in NZ

Wikipedia goes online

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

2005 2006

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

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

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

9/11 Twin Towers are hit by passenger planes

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

2007

Apple introduces the iPhone Bomb kills former Pakistan PM Benazir Bhutto

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

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

2008 2009 2010 2011

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

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

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

2012

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

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

Malaysian airliner goes missing

2013 2014

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

2015

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

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

Donald Trump elected US president

2016

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

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

2017

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

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

2018

Jacinda Ardern becomes Prime Minister

Isuzu Trucks No.1 in NZ

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

ONE THING HASN’T CHANGED SINCE 2000.

0519-01

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

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CONTENTS

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NZ

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

24 A MAN with culture Truck, driver, and owner

also…

06

Editorial

08

Road Noise

40 46 53

Industry news

Looking after their own

Fuso HDT

Trucks of New Zealand Post

Bold new times

Just Truckin’ Around

68

Aussie Angles

80

‘T’ for ‘turning it on’

T360 T410 launch

58 72

54, 60 Taranaki and Tui on show

Clarity of vision

K Models Pt 1

Light Commercial Test

Sprint into tomorrow

Industry Update

Driver licensing changes

INTERNATIONAL TRUCK OF THE YEAR

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Associate Member New Zealand Trucking

May 2019

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EDITOR

Dave McCoid ADVERTISING ENQUIRIES NZ Trucking – North Island

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

Matt Smith

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Truck Trader Pav Warren

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NZ Trucking – South Island Truck Trader – South Island Heavyn Parsons Ph: 027 660 6608 Email: heavyn@nztrucking.co.nz SUB EDITOR

OFFICE ADMINISTRATION

CONTRIBUTORS

PUBLISHER

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

Ricky Harris

Georgi George

Long Haul Publications Ltd

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Safety MAN Update

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

ART DIRECTOR

John Berkley

82 84

Fuel for Thought

102 Little Truckers’ Club 104 What’s on/ Cartoon

Slippery surfaces

86

Truckers’ Health

90

Health and Safety

92

Legal Lines

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NZ Trucking Association

New Zealand Trucking magazine is published by Long Haul Publishing Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved.

New Rigs

100 New Bodies and Trailers

DIGITAL MANGER/CONTENT

Louise Stowell

Road Transport Forum

Tech Topics

Changing gears

DIGITAL IMAGING

Willie Coyle

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105 TTMF

106 The Last Mile

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INCREASES PRODUCTIVITY

WHAT MAKES PROSTAR TRUCKS SUPERIOR Up to 1 tonne increased payload compared to the competition.

Built to clients specifications and NZTA regulations.

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EDITORIAL

Knitting half a jersey

V

cited the rise of Apple more than once in his speech on opening night.

But to me there’s a huge difference between Steve Jobs, Elon Musk, and Trevor Milton. Jobs was born in 1955, so although he eventually oversaw the rise of the tech giant via amazing gadgetry, he himself originated from a post-war era when putting runs on the board meant everything. Musk is 48 and to his credit, he too has tangible things we can all buy, even if the workings of the proposed EV class 8 truck is a stretch at this point. But 38-year-old Milton has yet to front with something, and that would be fine if he didn’t take so many cheap shots at the existing OEMs. Comments like: “If they could do it, they’d have done it already.” Last time I looked Fuso’s eCanter is happily delivering freight in many cities around the world.

Likewise, his pride in not hiring any truck people on his design team for fear of dogmatic ways and a desire to pursue a greenfield design. To me, that’s saying imagination won’t work with experience and wisdom, which is rubbish.

But what really capped it off was the lack of attention to the job at hand.

We saw the upcoming off-roader in both military and civilian spec, and the upcoming jet ski. A jet ski? There appears to be an inability to ‘knit a finished jersey’.

Yes, we saw a Nikola 2 drive around a carpark under its own power. But two years out from the first of 13,000 being delivered to paying customers, “we” – many journos from around the globe I spoke to were equally irritated – also wanted to see real test examples. Trucks that had been driven to destruction and then analysed to find out why, and videos of endless hours of full load

ast swathes of the planet’s populace are determined to replace the current road transport industry with something they see as far more palatable and ‘appropriate’. And it’s not just practitioners – the traditional OEMs are not immune, and it’s them my thoughts are drawn to this month having attended the Nikola World 2019 ‘Rock concert’, an event I came away from feeling slightly irritated.

Today’s trucking industry OEMs are themselves surveying the perilous waters of an uncertain future and pouring billions of – their own – dollars into options and solutions for a newer, cleaner, possibly better, world. They are the survivors of a century’s worth of industrial ‘cleansing’ and acquisition.

They have not only seen hundreds of sibling manufacturers from the time of their own genesis disappear, but also witnessed pretenders come and go.

Today, they are well resourced with immense pools of talent.

But that doesn’t stop the new opinionated, rock-star generation of wannabe vehicle manufacturers selling their proposition to a world with a love of brands, low on the need for detail, and suffering an ever-decreasing attention span. Elon Musk, Trevor Milton and company know how to tap into today’s audience perfectly and they’ve come at a time in history when two big things provide an impetus denied to previous challengers. Firstly, polished environmental evangelism will garner groupies and suitors from all corners. Secondly, having come from within the information revolution, nobody dares take their eyes off them.

‘We’ now all know the fragility of even an iconic brand; in fact, Trevor Milton

adapted masthead.indd 1

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

testing, retesting, and more retesting.

There’s a lot to do in two years.

Test, certify, and prove you can linemanufacture a class 8 truck that has no precedent in history. Construct the factory to build them in. Refine, clarify, and start to build a nationwide hydrogen refuelling network. Do the same with the proposed European cab-over, the Tre, at the moment a mock-up unable to move under its own power by the look of it – and deliver it into a way more cynical customer base in Europe one year after the first US deliveries.

I wish him well, I really do. I’d love to see it come to pass. But at the moment he needs to show those who’ve come before him a little more respect – after all, they are putting runs on the board.

Assuming for the moment it’s all straight up and there’s no other agenda, my suggestion is forget your jet ski and build your truck! Build your bloody truck, Trevor!!! 

Dave McCoid Editor

Price increase You’ll note this month the cover price has risen by a dollar. In the three years we’ve owned the magazine we’ve kept the price at the $8.50 mark and absorbed production cost increases.

However, recent jumps in material costs have seen the need to increase the price to $9.50. We sincerely thank you for all your support.

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• Nationwide support from TMC’s Auckland & Christchurch workshops & authorised service agents.

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

Auckland 8 Oak Road, Wiri, Auckland

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ROAD NOISE NEWS

Commerce Commission releases fuel study working papers

T

he Commerce Commission has released two working papers outlining its approach to assessing profitability and the key focus areas it is considering in its study of New Zealand’s retail fuel markets.

Last December the commission began a market study looking into the factors that may affect competition for the supply of retail petrol and diesel used for land transport throughout New Zealand.

The first paper outlines the focus areas for the study into factors affecting competition in ways that may not be in the long-term interests of consumers.

The commission said it intended to focus its analysis of competitive outcomes in retail fuel markets on three main areas – the profitability of the firms operating in New Zealand; regional variation between price and margins, including the effect of competition; and the pass-through of changes in input costs to retail prices.

“Variations in regional prices and margins will also be analysed. Differences in regional prices are a well-identified feature of New Zealand fuel markets. We will seek to understand this dynamic. For example, do prices and margins differ depending on which competitors are present in a region? Does shared control of, and restriction of access to, key infrastructure affect competition in certain geographic areas?” the report asked.

The commission would also focus on factors affecting competition, such as structural conditions for entry and expansion; infrastructure sharing; wholesale supply

arrangements; consumer behaviour and firms’ pricing strategies; and coordinated behaviour among firms.

“Why do retailers use selective price discounting, loyalty and bundling strategies, and how do consumers respond to these? Why has discounting increased, and why have importer margins risen at the same time?”

The commission said the rise in retailers’ use of pricing strategies such as selective discounting, loyalty and rewards programmes may benefit some consumers, but could also make it harder for consumers to make well-informed decisions and increase their search and switching costs. If some consumers have difficulty comparing prices, or switching to better alternatives, then retailers may not have to compete as strongly to attract and retain them.

The second paper explains the commission’s proposed approach to assessing profitability in the retail fuel sector.

It discusses the insights that might be obtained from a profitability assessment and the potential limitations of it.

The commission said profitability tended to vary over time, and that high levels of profitability over short periods of time do not necessarily indicate a problem with competition.

More concerning from a competition perspective would be indications that levels of profitability have significantly and persistently exceeded a normal rate of return. If the commission finds that excess returns are being earned, it will then consider whether they have persisted over time.

Stricter stink bug controls

T

he Ministry for Primary Industries is seeking feedback on plans to introduce stricter import requirements for vehicles and sea containers.

The changes are intended to make it harder for the brown marmorated stink bug to establish in New Zealand, said Dr Cath Duthie, Biosecurity New Zealand spokesperson.

“The invasive pest is continuing to spread throughout Europe and the United States. The proposed new measures will help stop bugs from hitching a ride to New Zealand.”

The proposed changes include extending the list of countries that have requirements to treat vehicles, machinery and equipment imports before they arrive in New Zealand. At present, 18 countries have pre-treatment requirements. The proposed new list will increase this to 33 countries.

All imported cargo related to vehicles will need to be treated offshore, including sea containers. In the past, only uncontainerised cargo has required treatment before arrival.

MPI also intends to refine some of the offshore management requirements under the existing import standard for vehicles.

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New Zealand Trucking

May 2019

MPI has also worked with the Australian Department of Agriculture and Water Resources to get measures that are aligned, making it easier for traders and shippers to comply.

MPI increased its border checks of arriving vessels at the start of this year’s stink bug season. It also introduced tighter rules for importing vehicles for a number of countries.

So far this season (to the end of March), border officers have detected 123 live stink bugs.

The consultations run from 3 April to 3 June 2019.

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DADDY’S HOME

New Canter gets you home safely night after night.

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

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

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

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

Passenger Airbag An additional airbag to enhance passenger safety.

0519-03

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

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ROAD NOISE NEWS

Fines for breaking biosecurity rules

F

acilities that deal with imported cargo now face fines for breaking biosecurity rules.

From 15 April, Biosecurity New Zealand officers can issue infringement notices to transitional and containment facilities for actions that could allow invasive pests and diseases into New Zealand.

“Any individual or company that operates a facility without a registered operator, or who fails to comply with the operating standards for that facility will now be considered for an infringement notice,” said Chris Denny, team manager freight and mail, Biosecurity New Zealand.

“One area we will be paying particular attention to is the movement of uncleared goods, including sea containers, without correct authorisation. This type of non-compliance poses a critical risk to biosecurity.”

The infringement fee for each offence is $400 for an individual and $800 for a corporation.

Under New Zealand’s biosecurity rules, imported cargo must first go to an approved transitional or container facility for inspection, where necessary, and other checks.

Road transport operators paying the price

T

he Road Transport Forum is frustrated that once again road transport operators are paying the price for NZTA’s regulatory failure relating to the certification of towing equipment.

“The announcement that the situation with the Patrick Chu designed drawbars and drawbeams is worse than previously thought will come as a significant blow to those road transport operators running the affected equipment,” said RTF chief executive Nick Leggett.

NZTA announced a programme for recertification or replacement of the affected drawbars and drawbeams, offering limited exemptions of 3, 6 or 12 months based on a risk-based assessment. However, during the exemption, trailer operating mass will be reduced to 75 percent of the current mass to provide a safety margin on the equipment.

Leggett said there was no doubt the load reductions would seriously affect the ability of many transport firms to fulfil their obligations and would prove very stressful for operators already dealing with extremely tight margins.

“For NZTA to not have appropriate oversight of these engineering services is pretty unforgiveable. It is now absolutely critical that Minister Twyford and NZTA establish a new regime where such failures can never happen again. The industry is ready and willing to engage on that.”

Coming soon – new rules for truckies

H

eavy vehicle drivers will no longer need to retrofit outdated pressure gauges under recent amendments to the Land Transport Rules.

The Land Transport Rule: Heavy Vehicle Brakes 2006 has been amended as part of the Land Transport Rule: Regulatory Stewardship (Omnibus) Amendment 2018.

The Omnibus consultation enables a diverse range of minor changes to several Land Transport Rules all at once, instead of consulting on each rule individually.

The final Amendment Rules have been made by Associate Transport Minister Julie Anne Genter and will come into effect on 1 June 2019.

Currently, vehicle importers may need to retrofit brakes to comply with New Zealand national standards – despite many of these imports (particularly from Asia and Europe) already meeting higher standards in their country of manufacture.

Most submissions were supportive of the change to the rule as it is now ‘unnecessary, inappropriate and comparatively less safe’.

There was some concern around the need to return vehicles

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May 2019

back to their original condition – though there will be no need to do this for vehicles that are already modified.

There are also clarifications around truck air brake applications under this rule. The definition of gross mass was also clarified, through an amendment to the Land Transport Rule: Heavy Vehicles 2004.

For the 2018 Omnibus Rule, the Associate Transport Minister made about 80 changes across 15 Land Transport Rules.

The changes in the latest Omnibus are necessary for a variety of reasons – from clarifying requirements to support enforcement or amending requirements to reflect current technologies.

The final Omnibus Amendment Rules 2013 can be viewed – including a summary of submissions and feedback – at https://www.nzta.govt.nz/about-us/consultations/archive/ land-transport-rule-regulatory-stewardship-omnibusamendment-2018/

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This is Japan’s most advanced truck.

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

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

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

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

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

0519-02

The new FUSO Shogun is a game-changer designed to get you home safely, night after night. Check it out at fuso.co.nz/shogun

We look after our own

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ROAD NOISE NEWS

New wharf business case approved by Napier Port board

T

he Napier Port board has approved the business case for investment in the development of a new wharf (6 Wharf), subject to funding confirmation.

The port’s approval of its business case is a condition set by owner Hawke’s Bay Regional Council prior to a final decision on whether to approve a minority initial public offer (IPO) of shares in the port.

The business case approved by the Napier Port board includes an updated estimate of the projected investment required of approximately $170 – $190 million, compared with an initial estimate from the middle of 2018 of approximately $142 million.

Regional council chair Rex Graham said the port tested the 6 Wharf business case against detailed trade and revenue forecasts, design and engineering standards, and resource consent requirements.

“What this does reinforce is the need for external capital for port development as funding 6 Wharf would now be an even bigger hurdle for ratepayers.

“We are fully committed to our original objectives: supporting the port to invest in its growth, de-risking the

council’s investment portfolio, retaining majority ownership and control of the port and protecting ratepayers from port development costs.”

The updated cost of 6 Wharf construction is being built into the final investment case, including updated valuations and financial forecasts, to be considered by the regional council in May prior to a final decision on whether to proceed with an IPO. Napier Port chair Alasdair MacLeod said the port’s objectives remained focused on delivering an infrastructure asset to serve Hawke’s Bay. “6 Wharf is a highly strategic, intergenerational infrastructure asset that will ease increasing constraints at the port and put it in a better position to respond to any future growth,” said MacLeod.

The regional council is targeting making a decision on whether or not to proceed with a minority IPO of Napier Port over the next six to eight weeks.

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TRUSTED

BY ANDREW.

“The majority of our vehicles are IVECO Stralis. We’ve got about 30 with a range of specs and they’re reliable all-rounders.

Anybody can jump in and drive them comfortably and easily. When I find something I’m happy with – like the IVECO Stralis – I like to stick with it and the IVECO Stralis is a great, reliable fleet truck.”

Andrew Havill, General Manager – Aratuna Freighters

Quiet, comfortable, efficient and tough, these are all qualities of the IVECO Stralis - General Manager of Aratuna Freighters, Andrew Havill, wouldn’t have 30 of them if they didn’t deliver for his business. Available in a range of configurations including 6x4 and 8x4 prime movers and rigids and with GCMs of between 36 to 90 tonnes, the Stralis is well suited to many heavy duty applications. Add to this powerful yet fuel efficient Cursor engines with up to 560 horsepower, easyto-drive 12 and 16-speed Automated Manual Transmissions and one of the most comfortable cabins available, and you can see why the Stralis is according to Andrew, “a great, reliable fleet truck.”

For more information visit your local IVECO dealer or phone 0800 FOR IVECO (0800 367 48326).

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ROAD NOISE NEWS

IVECO celebrates new home

“W

hen you break the truck industry down to its core, it has, and will continue to be, based around a manufacturer, a dealer, and a customer. Providing consistently superior service levels across parts, sales, and service in our own dealer network is exactly what we aim for and strive to achieve.”

These were the words of Jason Keddie, dealer principal NZ retail and wholesale operations, when addressing customers, staff, and media at the opening of IVECO’s new $16 million headquarters in Wiri, South Auckland, in April.

In attendance also were senior CNH Industrial staff, including Stefano Pampalone, general manager - high growth markets, AMEA ; Michele Lombardi, ANZ CNH Industrial managing director; Bruce Healy, Iveco brand leader; Michael Jonson, CNH Industrial CFO, and Daniele Maggiolini, head of parts CNH Industrial.

In a prime Roscommon Road location, the facility significantly raises IVECO’s presence in the area and comprises administration and sales, a new 4100sqm/33000m3 parts warehouse containing 14,000 line items, a new 15-bay workshop with the country’s only 60T flush-mounted lift able to pick up a loaded 23m unit, a five-tonne gantry crane, and state-of-the-art diagnostic equipment. When at capacity the facility will employ 50 staff.

“Our facility was not state-of-the-art and we were missing the service to our customers; our brand deserved better.

We had good people and that was the main reason why we thought it was worth the investment,” said Pampalone prior to the ribbon cutting. He went on to thank staff and customers and promised some exciting new products in the near future.

Stefano Pampalone, general manager - high growth markets, AMEA cuts the ribbon on the new IVECO headquarters. (From left) Daniele Maggiolini (head of parts CNH Industrial), Brendon Stannett (managing director CNH Industrial), Michele Lombardi (ANZ CNH Industrial managing director), Stefano Pampalone, Jason Keddie (dealer principal – NZ retail and wholesale operations), Bruce Healy (Iveco brand leader).

Above: A 15-bay workshop accompanies a 4100m2 parts centre.

Left: Staff and guests attending the grand opening of IVECO’s new Wiri headquarters.

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New Zealand Trucking

May 2019

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ROAD NOISE NEWS

Kenworth releases new T610 1400mm aero roof sleeper cab

F

ollowing the introduction of the T610 and T610SAR in early 2017, Kenworth has progressively released T610 cab configurations, including the day cab, 860mm aero, 760mm midroof, and the 600mm aero. The latest addition is the 1400mm aero roof sleeper, which according to Kenworth Australia, completes the T610 range.

The most spacious sleeper in the Kenworth range comes with more interior space and standing room than its 50� predecessor.

As standard, the 1400mm sleeper comes with a 790mm innerspring mattress, and the option of a king single, which is 300mm wider than the standard at 1090mm. The upper bunk option, if selected, is 100mm wider than in the 50� cab.

There are options around fit-out combinations tailored to operator

need; with the king single there is rear wall hanging space and shelving. The standard bunk comes with multiple storage tower and hanging space options.

Both configurations feature separate clean and wet storage under the bunk, provision for a stand-up fridge, a shelf cavity for appliances such as a microwave, over-door storage, optional 240v electric sockets and sleeper power distribution modules, and the option of a slave air conditioning unit. “The 1400mm sleeper cab option allows maximum living space for our customers whose applications allow it. The aero roof allows freedom of movement with full height standing room between the seats – and a fantastic bunk as standard that allows a quality well-earned sleep for drivers,� said Brad May, PACCAR Australia’s director sales and marketing.

TM

0419-04

WWW.GOCLEAR.CO.NZ

There’s no need to step out of your comfort zone.

The new Actros offers maximum comfort for driving, working and living. Every element of the cab has been designed to reduce fatigue and simplify operation, from the climatised suspension seats and newly designed beds to the driver assist and safety systems.

To find out how you can stay safe, secure and comfortable on the road, visit www.mecedes-benz-trucks.com/en_NZ, or contact your local authorised Mercedes-Benz Trucks Dealer.

Mercedes-Benz 0519-07

Trucks you can trust

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ROAD NOISE NEWS A new component upgrade

Nationwide support network for Hiab products Since becoming the New Zealand distributors for the full range of Hiab equipment last November, Tidd Ross Todd Limited has established a nationwide support network for Hiab products.

“We have invested in the right people, the right stock levels and the right service agents, and this has created a network of support customers can trust,” said Robert Carden, TRT’s engineering director.

The Hiab product range available from TRT and its agents includes HIAB truck loader cranes and Zepro tail lifts, Jonsered log cranes and recycling cranes, Multilift demountables and skiploaders, and Moffett truck mounted forklifts.

TRT has established a number of

for Arborist 360’s X-HIPRO 368 at TRT Hamilton

factory trained service and installation specialists to support the growing demand for Hiab products, and these authorised service and fitting agents are available nationwide, 24/7.

Leveraging TRT’s already extensive truck and trailer parts stock programme and warehouse facilities in Auckland Hamilton and Christchurch, TRT

has increased the availability of Hiab products and parts.

“Customers will find a different level of service and a specialist team from what they may have experienced in the past. We know how important it is to support all existing and new HIAB equipment,” said Nathan Timoko, Hiab business development manager at TRT.

PREMIUM

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

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NZT172-1

WORKSHOP EQUIPMENT

www.maha.co.nz

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NEW ZEALAND’S LEADING TRAILER MANUFACTURER Contact us for further information SALES & PRODUCT SUPPORT: Peter Elphick 021 595 873 peterelphick@patchell.co.nz

0519-08

HEAD OFFICE: 150 View Road, ROTORUA 07 348 7746 enquiries@patchell.co.nz

PATCH HE ELLLL PATC GROUP OF COMPANIES

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ROAD NOISE NEWS

Castrol Vecton carbon neutral

I

n February Castrol introduced their Castrol Vecton range of certified CO² neutral diesel engine oils.

This follows the 2015 launch, through BP Target Neutral, where the Castrol Professional oil range was launched as the world’s first certified CO² neutral range of engine oils. Since then, Castrol New Zealand has offset over 1200 tonnes of additional CO².

Globally, in making Castrol Professional CO² neutral with BP Target Neutral, to date Castrol has offset over one million tonnes of additional CO², which is equivalent to taking 500,000 cars

off the road in Europe annually.

Castrol Vecton CO² neutral, and the Castrol Professional CO² neutral portfolio means 50% of Castrol’s New Zealand engine oil products are certified CO² neutral.

For every litre used of Castrol Professional or Castrol Vecton, a business can reduce, replace and neutralise 2kgs of CO².

Neutralising the CO² footprint of the Castrol Vecton product is achieved by analysing the whole of the product life cycle, from cradle to grave. Offset credits are sourced from eight carbon reduction projects in six countries.

OUR GLOBAL OFFSET PROJECTS SELECTED BY INDEPENDENT EXPERTS TO ENSURE THEY DELIVER ENVIRONMENTAL AND SOCIAL BENEFITS TO LOCAL COMMUNITIES. For more information go to: www.bptargetneutral.com

A selection of some of the projects we are involved in.

Forest protection, Zambia

Hydropower, China

Lower Zambezi REDD+ Project is helping farmers with improved conservation farming practices.

Grouped Hydropower Plants consisting of a network of 95, small run-of-river hydropower stations in less-developed rural areas.

Cookstoves, Peru

Biodigesters, India

The first improved cookstoves program of activities registered with the voluntary carbon market.

The Coolie Sangha is a 25 year-old membership based people’s organization formed by small and poor peasant families.

www.castrol.com/vecton

New appointments New national sales manager at MTD

Glen Walker will take on the role of Auckland region account manager for Volvo Trucks.

Volvo appoints Auckland account manager

V

olvo Trucks has appointed Glen Walker to the role of Auckland account manager.

Walker has been in the transport industry for more than 25 years and will be based at Alliance Truck & Bus in Wiri. He started as a driver and has progressed through to senior management within two large logistics transport businesses, as well as also owning his own transport business.

Walker comes with a wealth of experience with fleet purchasing along with specialised fleet specifications for all application within the transport industry, and Volvo Trucks believe this will be a key part of his new role assisting transport operators setting up any future purchases.

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F

ollowing news last year that Murray Sowerby would retire from MTD in June 2019, general manager Stu Wynd will take over Clive Jones has announced the the role of national sales appointment of Stu Wynd as manager MTD from national sales manager.

Murray Sowerby.

A current member of the Palmerston North branch of MTD, Wynd started his new role 1 April and will work under Sowerby’s guidance until at least 30 June 2019.

Wynd has been in the freight, logistics and transport industry most of his working career and with MTD for almost five years.

In announcing the news, Jones expressed his gratitude to Sowerby for his service over the years.

“We have always been very conscious of the loyalty to Mack and MTD Trucks shown by a large number of our customers across New Zealand and we are pleased, with Murray’s support, to be able to appoint a new Mack Trucks’ national sales manager prior to his departure,” he says.

“I take this early opportunity to thank Murray for what can only be described as a lifelong commitment to the Mack brand in New Zealand but, more importantly, for his unique and unwavering dedication to our customers and their total ownership experience.”

WWW.GOCLEAR.CO.NZ Overseas

Nikola showcases Nikola 2

“W

e want to transform everything about the transportation industry,” said Nikola CEO and founder Trevor Milton. “With Nikola’s vision, the world will be cleaner, safer and healthier.”

Nikola’s executive vice president of hydrogen Jesse Schneider discussed Nikola’s hydrogen fuel cell vision. The vision consists of the world’s first purpose-built fuel cell class 8 truck, enabling more hydrogen storage, optimised placement of the powertrain, and a robust 70MPa hydrogen fuelling network. “We recently opened our first hydrogen station at our Phoenix headquarters.

We are leading the way and working with industry and other OEMs to develop hydrogen standards to enable fuelling in less than 15 minutes. The goal is safety and interoperability, so that anyone can fuel at our station. This is a big deal,” he said.

On-track demonstration on day two. Whisper quiet and impressive, although there’s much to achieve in an incredibly

Trevor Milton unveils the Nikola 2 at Nikola World last month.

For the European market, Nikola president Mark Russell and Milton unveiled the never-before-seen Nikola Tre. Although the Tre presented appeared non-operational, it’s due for release in Europe in 2023 and is touted as having a range between 500 and 750 miles (800 to 1200kms) depending upon load, and fast hydrogen fuelling in under 15 minutes Russell told the crowd.

Milton then unveiled Nikola Two, a pre-production prototype that was demonstrated moving under its own power on day two. Although this was a significant step from the 2016 launch where the prototype One sat still, real-world testing to date on P2 has been limited and the vehicle still faces regulatory sign-off. There is a coast-to-coast trial set to happen in quarter three this year. With customers due to have operational units in their fleets by 2022, there appears a lot still to do.

According to Milton there are currently more than 13,000 Nikola trucks on order. The Nikola trucks feature up to 746kW (1000hp) and 2712Nm (2,000lb/ft) of torque. Nikola recently announced a battery-electric vehicle option for the urban, short haul trucking market.

short time.

EROAD expertise receives overseas recognition

E

ROAD’s director of analytics, Gareth Robins, has been appointed to two internationally prestigious committees, the TRB Trucking Industry Research Committee and the Freight Transportation Data Committee.

These committees are considered authorities on freight data and techniques from a multi-modal transport viewpoint and are run under the Transportation Research Board (TRB). The TRB draws on international research expertise to solve complex transport problems.

Meetings for both committees are held in the United States, where Robins is already in demand as a speaker for

his work developing innovative algorithms enabling new uses of transport data.

Robins oversees EROAD’s global transport research projects and is currently working on the use of GPS data to fuel a new wave of transportation research from dynamic risk modelling to fair cost allocation of maintenance funds.

This includes visualising billions of vehicle trajectories to provide new insights into behavioural patterns.

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P HOT O: I S U Z U NE W Z E A L A ND

ROAD NOISE NEWS Light Commercials

New Zealand’s first unlimitedkilometre ute warranty Isuzu has announced a three-year, unlimitedkilometre warranty for all D-Max utes first registered in New Zealand this year. The warranty follows all the same criteria as last year’s, but without the distance limit, and it includes a 24/7 roadside assistance package via an Auckland-based Isuzu call centre.

Isuzu NZ says the warranty was introduced with both commercial and private users in mind.

Rhino charges into New Zealand market SsangYong recently launched its Rhino ute – replacing the outgoing and slightly smaller Actyon Sport and introducing a new name. It was first presented at last year’s Fieldays, but a production backlog in Korea meant arrivals were delayed.

Depending on the variant chosen, Rhino spec can include leather seats, dual-zone air con, and a 360-degree reversing camera. SsangYong claims Rhino has the largest deck in the segment, with an option 1.61m long and 1.57m wide.

Prices start from $25,990 for the opening 2WD and top out at $43,990 for the 4WD SPR.

IN THE WELL-SIDE – news snippets Sony is testing an autonomous vehicle concept using 5G for remote control functions. The vehicle is remotely controlled over long distance using artificial intelligence and robotics tech plus image sensors mounted on all sides to transmit high-quality video to the remote driver.

The vehicle – being tested in Guam – is intended to carry three passengers at up to 19km/h in commercial facilities and airports.

Volkswagen has announced an electric version of its commercial Multivan 6.1 later this year. The 77.6kWh

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battery option will deliver a 400km range. No word yet on when New Zealand will start landing electricpowered VW vans.

Pakistan’s Karachi port has introduced a fleet of 200 rapid transport zero-emission buses fuelled by biomethane made from cow manure. It coincides with the UK announcing that 48 new biomethane plants are being built, to bring the total to 146.

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PH O T O S : M A H I N D RA NE W Z E A L A ND

Indian spice for small businesses

I

ndian vehicle manufacturer Mahindra has a new New Zealand distributor, and aims to sell 1000 vehicles here by 2022, thanks in part to a range entirely made up of utes and SUVs selling into our two biggest segments, and to sharp pricing. With an Auckland head office and 17 dealers nationwide, it’s starting with a strong entry into the farm transport space, the Pik-Up range of utes, billed as more practical and safer than side-by-sides.

The ute range comprises the entry-level S6 single cab, an S6 double cab chassis, and an S10 double cab wellside.

They’re powered by a Mahindra-built 2.2-litre 4-cylinder turbo diesel with 103kW and 320Nm of torque, delivered via a 6-speed manual, 4WD BorgWarner transfer case and Eaton diff lock. Tow rating is 2.5 tonnes.

Specification even includes satnav, auto air con, cruise control, rain-sensing wipers and auto headlights for the top-ofthe-range vehicles.

Pricing starts at $25,990 for the single cab-chassis 4WD, with the double-cab cab chassis at $29,990 and the S10 double cab wellside at $33,990.

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MAIN TEST

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MAN with culture Story by Dave McCoid Photos and video by Dave McCoid and Carl Kirkbeck

Privately owned Eastern Bay of Plenty firm, Waiotahi Contractors Ltd, was built by men with big hearts and a colossal work ethic.

Like the next generation of owners, MAN’s big 26.640 in heavy haul trim is discovering that if you’re made of the right stuff, big shoes fit just fine.

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First impressions

“G’day, Richard, pleased to meet you,” a hand extended is followed by a better than firm grasp. “What do you reckon?

Any good? You need power, power and retardation on that job. They’re the two most important things. Get as much as you can of both. I remember the GUY we had with a Gardner motor, it had 150hp and 24 forward gears. It was a good truck on the flats, but show it a hill, and oh boy.” Just at that moment someone calls out to him, and Richard’s attention is drawn elsewhere. “Good on you, I’ve gotta keep moving.” Another handshake and he starts walking. “It’s a good machine all right,” he says as he strides off, pointing to the 26.640 MAN we’re standing beside. “Driver comfort too!” His voice fades as he gets further away, and he’s gone.

We’ve just met the man known throughout the company as ‘Father’. Richard Claydon, majority shareholder of Waiotahi Contractors Ltd, is about six-foot-tall, one of those wiry types with boundless stamina. Today he’s gumboot-clad, energetic and enthusiastic, walking around a run-off pond overseeing a digger and ground crew at the company’s Blue Rock quarry just out of Whakatane.

Richard Claydon is 83, and still puts in a full day, every day.

And he’s not alone; there must be something in the water here.

His business partner of over half a century – and also company chairman – Robbie Peterson, is 80.

The day-to-day running of the business in senior positions now falls on the shoulders of three of their combined six children. Henry Claydon is managing director, ‘Spike’ Peterson runs the Opotiki branch, and Stephen Claydon Waiotahi Transport Ltd, but the impact the patriarchs have on the company and its culture is evident everywhere. Let’s back up five or so hours from our ‘Richard encounter’.

As per Stephen’s instructions we arrived at Waiotahi Contractors’ yard in Whakatane just before 6am on a calm morning. Looking magnificent on the left-hand end of the

line-up of trucks catching the first rays of light was the reason for our journey, the company’s 11-month-old TGX D38 MAN 26.640, the only one like it in the country. A big bopper MAN rated to cart 120 tonne.

While we were waiting for driver Rex Stephens to start, other members of the Waiotahi family were arriving. Three in every five greeted us and asked if we were okay, and everyone appeared to tip bonnets, cabs, or open flaps, and check oil, water, and then thump tyres. All while chat and laughter was being exchanged and cups of coffee drunk. This was oldschool; for us this felt like home.

Rex arrived, again greetings were exchanged. He opened the door, and the cab lit up. If you’d forgotten to do your hair and needed a mirror, any of the gleaming rubber floor mats, the dashboard, or the seat backs would have done fine. While we set up our stuff Rex went about his pre-checks and closed up the three rows of eight MTE transporter. At that point pilot and general hard case Phil Patuwai arrived. The two men would keep us heartily entertained for two days.

As we said, this MAN is unique in Aotearoa. When it came time to replace their aging Western Star transporter, Waiotahi approached Penske Commercial about MAN’s bigger offerings.

What they needed wasn’t available ex stock in Australasia so they went for a stepped solution. They bought a TGX 26.540 in the meantime that Rex drove for 12 months and when the 640 came mid last year, the 540 pensioned off the Hino transporter in Opotiki, and voilà, here we are.

A ‘trained’ ear

Knowing straight-up whether you’re in a truck that’s a try-hard or a play-hard is often down to sound. Once settled in, Rex twists the gear knob on the TipMatic, injects some unburnt fuel into the cylinders with his right foot and as the MAN heads for the lane leading onto Valley Road, the cab fills with a beautiful rich note from below, one of the best we’ve

For Rex and the MAN it’s one machine after another.

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The subtle touches on this truck result in a clever combination that is restrained yet spectacular.

encountered for a long time, and it doesn’t go away. Our eyes lit up.

“It sounds like a train, eh?” said Rex. “Yeah, it does too. That is a lovely note isn’t it?”

“Yep, you don’t get sick of it.”

First big tick MAN, don’t over-sterilise the driving experience.

Rex and his MAN make up part of the Waiotahi Contractors Ltd team – Waiotahi Transport Ltd is a wholly owned subsidiary – and along with the TGX 26.540 transporter based in Opotiki, they ensure the company’s 100plus machines of all shapes and sizes are where they need to be, when they need to be there. Every minute a digger’s not digging or a bulldozer’s not pushing is earning time you’ll

never get back, so relocating them as skilfully and efficiently as possible is paramount. A task that requires a lot of truck, and a lot of operator.

Leads are often as short as 10km, but on occasions can be as long as two or three hundred kilometres, depending on company and outwork requirements. In terms of company work there can be four or five moves in a day that might comprise relocations, something new to go fetch, something old to take away, or something to take for repair or refurbishment. On the odd occasion when there is nothing to do, Rex will help in the workshop or maintain his unit, something he’s largely responsible for.

“I do outwork, but not stuff too far away usually. It’s no use me being away when our own gear needs moving. I move

One 35 tonne Hala digger delivered. Phil tends to the chains on the left-hand side.

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Left: The central expanse opens to reveal abundant storage, although the doors will take some looking after.

A crystal clear, nice looking and functional dash, with switch gear and climate lower left.

The cub house The top bunk flipped up, there it is, the MAN silver lion printed on the underside. Being a MAN the cab’s a cube, and again, like no driver capsule emanating from the continent. As with Scania (ironically) MAN have evolved their shape from as far back as the current generation care to remember.

Each new iteration a step, instantly identifiable, completely different. In MAN’s case that’s saying something; after all, how much can you do with a near-perfect box…lots evidently, and the TGX D38 is a handsome MAN indeed.

Like its Euro counterparts the MAN is very much a forward control beast, more so than some of the others in fact, and that’s hamstrung it in Australian B-double operation. It does make for plentiful entry space though, and a lower floor height than say the big Actros, whose occupant’s altitude almost requires oxygen support. Even compared with the APL Direct NTG Scania with comparable cab option, the MAN is a convenient 200mm lower in the overall height – how the hell they get the radiator in is a miracle.

Materials in the interior are for the most part excellent, with the usual heavy rubbers, vinyls and plastics, the one exception being the slightly frail-feeling plastic compartment lids

front and centre. There’s a wee hump through the tunnel but she’s a stand-up affair no question.

Storage is adequate, with lockers front overhead, above the doors, under the bottom bunk, accessible from outside and in. There’s a pull-out cool drawer with cup holders and rubbish bin, but no lockers in the rear wall of the sleeper, just nets.

Rather than an island that reaches out from the dash and partitions the driver and passenger slightly, the MAN has more of a thickening that runs uniformly across the cab front, providing an oddments tray and accessory inputs on the top, and the three stacked, front-opening long storage compartments – the ones with the lightweight plasticky lids. The top one contains power slots and an ashtray. When they’re closed it’s a very clean, flat look.

In front of the driver is a proper binnacle with six clear gauges in two groups of three, separated by the vehicle metrics, trip, scales, and driver feedback data screen, a standard in the 21st century lorry. Like Scania, MAN still make a cockpit that looks and feels like a truck, even though that’s no longer a requirement. Well done.

There’s no wrap, and the audio and

Forward and reverse control in a tidy tower that includes park, trailer and hydraulic controls.

MAN think of everyone.

Even the

No issues with the

vertically

entry, and large

challenged

external lockers

passenger.

both sides.

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coms navigation centre sits to the left of the main binnacle on the dash, with the switchgear and climate management below it, angled toward the driver courtesy of its placement at the curved end of the console housing the storage compartments. Clever really, the wrap you have when you don’t have a wrap.

On the steering column are wands for indicator, wipers, and dip on the left, and as we said, the innocuous little shifter and retarder wand on the right. Obviously, there’s a smart wheel with the usual functions, cruise, menu management, and phone, and the to the driver’s lower left is the forward reverse dial (think DAF-a-like), hydraulics, park, and trailer control, all in a neat tower. Both driver and passenger get fully adjustable airsprung leather seats. One cool and quirky feature is the pull-down footrest in the passenger footwell.

The D38 cab’s biggest drawback is the A pillar clearance. The mirrors are great in terms of visibility and functionality, but placement means clearing left-right at intersections needs careful consideration. It’s the bane of the modern uber-safe trucks, and it’s looking like the cure may be cameras and screens replacing mirrors. Sad. Colour-wise it’s black, beige, and an extra light creamy beige around some of the high traffic dashboard areas. In Rex’s world it looks like it’s just emerged from the showroom, but if you put a ‘grub’ on your beautiful new MAN, you might just be in strife. Testament to the man in the MAN, considering the messy machines and the risk of an accidental close encounter with a greasy hydraulic ram is never far away.

Interior lighting is plentiful. Few cabs in the modern era suffer the need for a torch clamped between chin and collarbone to assist with entering a start time in the good book.

Cab access was great, with four steps into the cab, and there are side lockers on both sides.

Looks-wise on the outside, a MAN is a MAN. It’s a big cube and you’re either

WWW.GOCLEAR.CO.NZ

The MAN cab is a classy office. Some of the lighter tones lend themselves more to a fastidious operator if they’re to stand the test of time.

Front panel opens. Rex is old school and still checks his machine over. Levels may not need checking on the modern machine but trucks are still trucks and things fray, rub, and come loose.

a fan or not. There’s no doubt their most unflattering side is their profile, a very chunky look that MAN break with textured moulds on the sleeper panels and skirts. There’s no doubt the Waiotahi machine is a superbly goodlooking example. Rex said they originally had a plan of how they wanted it to look, but Steve (‘Birdy’) from Signs Direct in Whakatane said, “Nope, leave it with me”. The result of his craftsmanship is a visual treat and enhances the company’s image no end.

skidders and processors for local bush crews. I can’t do haulers as I don’t have a dolly, although we’ve just bought a 48 tonne digger so there’s one in the plan. I’m cut with a 45 tonne machine on in this set up.”

Today is a typical one for Rex, moving a 34 tonne Doosan digger and extra bucket from Waiotahi’s Ratahi quarry in Awakeri, up the road about 30km to their Blue Rock Quarry on the outskirts of Whakatane. And then a 35 tonne bush rigged machine to be relocated in the Ruatoki Valley.

Rex has been on the transporter work for the eight years he’s been with the company. Immaculately groomed, polite, and great company, you’d say he’s of the same calm and unflappable mould as Mike Ruki-Willison on the John Baillie Volvo we reviewed in February, although Phil was adamant Rex is all hard case at heart and the life and soul of a party if you’re throwing one.

Cool, calm, and considered is a demeanour absolutely essential in this job. His grass roots grounding in trucks at King Country icon PGF is clearly evident from the get-go, and his time at Waiotahi has certainly made him a more than proficient machine-man. The company has put him through his NZQA L4 Heavy Haulage Transportation qualification as part of his personal development. He’s the consummate professional and a great bloke to boot.

In terms of travel time and comfort over the 20-odd clicks out to the first pick-up point, you couldn’t have done any better in a top-end car.

At the Ratahi site Rex wriggles the unit into position, drops the ramps, gets the chains out and jumps on the machine. It’s his job to get the beasts of burden on and off the transporter, and he locates the extra bucket just where he wants it. He and Phil then set about chaining it all on, something Rex is fastidious about, “Some people say, ‘why do you put so many chains on, so-and-so puts half that amount on’. I say ‘Um…because it’s the law?’ There’s some hard cases out there, eh?”

Rex fitted the stylish ‘over size’ signage to the front of the MAN. Everything about the truck appeared well thought out, and efficient. It has to be, considering the number of shifts a day’s work can contain.

Forty-five minutes after the silver Lion on the grille breasted the gate, it was leaving again. Not really a test as the run to Blue Rock was flat, but certainly an indication. At 60 tonne all-up, the MAN’s ability to keep Phil in the Triton pilot wagon clearly in sight was staggering. Apart from the slightest lift as it picked up through the gears, there was no indication there was much in tow.

“You have to be careful,” said Rex. “She’ll even wheelspin loaded for a split second if you’re a bit heavy handed. It’s a bloody impressive machine.”

We turned right at Awakeri village to avoid some road works and shot down to the Taneatua bridge, turned left at the squash club, and back to the outskirts of Whakatane to the Blue Rock site.

King of the MAN jungle

If you want to shift heavy machines around quietly and efficiently, then MAN’s top offering may be hard to head off.

As an OEM they have a long history of behemoth trucks able to shift behemoth bits. Under the boards is the company’s Euro 6 15.2-litre D3876LF09 6-cylinder engine poking out 478kW (640hp) and 3000Nm (2213l/ft) of torque. It’s an New Zealand Trucking

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... electronic high-pressure common rail injection system with two-stage turbo-charging, two-stage EGR cooling, and topdown cooling, said to be effective in thermal stress reduction and energy conservation. Being Euro 6 there’s SCR also. Like all engines in this category, its output figures would once have seemed ludicrous. Peak torque is flat from 900rpm through to 1400rpm, at which point the engine is making 440kW (590hp). And at peak power (1800rpm), torque is still at 2500Nm (1844lb/ft).

Behind the big furnace is MAN’s TipMatic 12 30 OD Heavy-Duty 12-speed AMT transmission for applications in the 70 to 120 tonne GCM. Hardware-wise it’s a ZF TraXon, and application software-wise it’s a MAN TipMatic, meaning ZF make the bits and MAN breathe the life into it. With the retarder on the back, it’s a lovely piece of kit and not only increases the ease of Rex’s day exponentially, but once again also belies the fact you’re roaring around half the time in the mid-60 tonne bracket.

Front axle is MAN’s VOK-09 with parabolic springs, shock absorbers and stabiliser bar rated at 8000kg. Out back is the HYD-1370/HY-1350 rear axle at 3.70:1, with diff-lock on the rear axle. The drive units sit on MAN’s 8-bag ECAS

(Electronically Controlled Air Suspension) with hefty stabilisers front and rear. Combined rating of the suspension is 23 tonne.

The truck has disc brakes and the wheels are Alcoa DuraBright. The front is shod with 385/65 22.5 and the rear 295/80 22.5 tyres.

One of the reasons Waiotahi have gone for MAN is a preference for Euro technology and safety, as well as driver environment. Even 20 years ago, successfully dealing with the output of a powertrain like the one in the MAN on a daily basis would have been the reserve of a select few drivers, ironically the ilk of men like Rex, but now technology mitigates the gaps between enthusiasm, situation, and resource on hand.

Technology helps keep things like tyre life, bushes, and fuel consumption in a more than acceptable state, not to even go near things like panel beating and chassis straightening. And when you are talking artificial smarts, with Volkswagen’s bag of tricks to draw from, the MAN has…

…technology in abundance

The truck lacks for nothing from a safety standpoint. The 26.640 has MAN’s BrakeMatic EBS system – so ABS obviously. Lane Guard, Adaptive Cruise, and Emergency Brake

The Right Stuff Forty-two-year-old Rex Stephens started his career with a wash brush and a pressure hose, at PGF Transport in the King Country. The perfect start in the perfect place. Although his Dad, Robert, worked in and around trucks with the Ministry of Works and relief driving, it was with his uncle, Stan Otimi, on the big stock units at PGF that Rex spent most of his ‘truck-mad-kid’ years, traveling all over the country into every nook and cranny.

“I learned on high horsepower trucks, CAT powered Fodens and that. It stood me in good stead hanging around that gear.”

His first driving role at PGF was on a 380hp Hino, truck only. “I really liked that truck, eh. Then they put a trailer up its arse and I didn’t like it any more!” he laughed.

Rex progressed up the ladder and spent a total of six years at the iconic King Country trucking firm. “It was a great place to work. The guys in the workshop all had engineering and mechanical diplomas, so you learned everything about maintenance. We went everywhere; you were always away. I was on an XF DAF, a truck I really liked too. It was an honest machine, comfortable.”

It was the long hours spent away from home and the desire to break out and see what else was out there that lead Rex to Waihi around the turn of the

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century, where he did a year with Gary Edwards on stock and general, with a bit of transporter work thrown in also.

From there came the move to the eastern Bay of Plenty and Opotiki Transport’s livestock division.

“I had experience on stock and the boss wanted me to go on a new Volvo, but I wasn’t doing that as the new guy, so did a year on an older ERF. Then after that I went on the Volvo.”

The eventual sale of the company’s livestock business, along with the desire for a better work/life balance that allowed more time with wife Renee and sons Kobe and Kyle, triggered the move to Waiotahi Contractors Ltd. That was just on eight years ago. It was an excellent move and Rex isn’t looking at going anywhere in a hurry.

“Renee works as a chef at a local berry farm, she loves the job and has done really well. I said jokingly ‘I could come wash the dishes’ and she said the first truck would go past and that would be that!”

A true truck man, we asked Rex about his life on the road to date, and considering it’s been dominated by stock trucks and transporters, where had he found the rewarding challenges, the toughest gigs?

“Carting stock off the East Cape, up Tologa Bay, inland from there, and Ngamatea Station on the Gentle Annie Road. Places where you have to be on

Rex Stephens. His grounding in grass-roots Kiwi trucking in the King Country clearly evident.

point as a driver. Yep, that’d be it.”

Reflecting on his current role: “No, it’s a great place to work, good people, good gear, good atmosphere. I pretty much look after myself and plan my day; as long as it gets done, they leave you be.

“There’s good work/life balance too. I’ve had two nights away in the last year. There’s Saturday work on occasions but often not. Yeah, it’s pretty good all right.”

WWW.GOCLEAR.CO.NZ Draglines, diggers, development and determination “Back in the day there were times Dad would work all day, sleep under the dragline, get up, and just keep going,” said Henry Claydon, managing director of Waiotahi Contractors Ltd. The Waiotahi Contractors’ story is your classic Kiwi tale of endless resolve, energy, and making the most of opportunity.

It started in 1957 when Richard Clayden’s uncles, the Bennett brothers, were frustrated over being so far down the waiting list for the local dragline to come and drain their boggy landholding at Waiotahi near Opotiki. The solution? Buy one yourself. So they did.

The machine was that busy that they ended up back at square one, unable to do their own work on account of other bookings. The obvious solution was to double the size of the dragline fleet, and in 1962, 26-year-old nephew Richard came on board to operate the second machine.

There was no interest in the business on the uncles’ side of the family, so Richard began progressively buying the contracting operation. Fate aligned the final ducks in 1965 when transporter driver Robbie Peterson joined Richard at the fledgling company. The duo that would oversee the next half a century of growth was now in place. What contributed hugely to the company’s early success was foresight, and the realisation that the future lay not with slow and cumbersome draglines, but with the new generation of hydraulic diggers. With the support of Federated Farmers the partners lobbied the government and won an import licence to bring machines in, and the rest, as they say, is history.

The improved efficiency brought opportunity and more work, and just over six decades after that first dragline, the privately owned quarrying, contracting, and civil construction company employs 200 people and is a beacon of local commercial endeavour.

Although the two men created a business and a brand that put food on the tables of hundreds of Bay of Plenty families and contributed much to commercial life in the region, their greatest achievement will surely be the fact that by the time this issue appears on the shelves, all six children, five Claydons and one Peterson, will work in the business. That alone speaks more of their character as men as anything.

Henry’s own start came about in classic Claydon style.

Working on the diggers as schoolboy in the holidays, his Dad extracted him from the schooling system permanently following the 1986 Edgecumbe earthquake to man a digger in a quarry and load trucks working to rebuild the damaged Matahina Dam. But as we saw with Rex, the company values personal development. Henry gained his NZCE (Civil) and spent time amassing experience outside the family firm. He returned in 2002 with fresh ideas, successfully managing many projects. In 2016 he graduated with a Batchelor of Business degree and in 2017 was appointed to his role as MD. In 2019 Waiotahi Contractors Ltd comprises four divisions: quarries, contracting, transport, and sheet piling, with

offices and/or depots in Whakatane, Opotiki, Kawerau, and Mt Maunganui.

Henry (48) cites people as key to the success of the business, with many experienced and long-serving employees. The company also understands the importance of upskilling to keep pace with modern practices, a passion of Robbie Peterson’s from a long way back in the company’s history when he gained his registered assessors’ ticket with the New Zealand Contracting ITO, allowing a pathway for employees entering the company to gain qualifications.

“There’s nothing we can’t do in terms of land development, roading, drainage, and agricultural contracting,” said Henry. “We can take a greenfield situation and have it ready for housing, with all amenities in place. We build roads, stopbanks, we drain land, sheet pile, supply aggregate; it’s endless really.”

The company has won awards for its work, at times against fierce competition, an example being the Civil Contractors NZ/Hirepool Construction Excellence Award for a project valued at under $5 million, won in 2017.

The culture that built the enterprise appears to be well in place looking ahead too, with Stephen Claydon and Daryl ‘Spike’ Peterson holding directorships and senior management positions.

Richard Claydon and Robbie Peterson have made the most of their opportunities through incredibly hard work.

They’ve built a successful business, and in Robbie’s case, served for a long time on local government in Opotiki.

They’ve developed the skill base of local people, and now oversee the passing of their baton to future generations.

Waiotahi Contractors Ltd – Kiwi business done well.

(Left) Richard Claydon (83) and Robbie Peterson (80). Still actively involved in the day-to-day running of their company with energy and enthusiasm to burn.

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The MAN 15.2litre motor has Neil Diamond syndrome … what MAN’s big offering has the ability to match the workload.

Assist 2 (EBA2). EBA2 combines bumper-mounted radar and a dash-mounted camera, working in unison, to validate the situation presented to man and machine. The Driver Activity Detection system can assess speed, direction, and driver activity, determining if Rex is busy working his way through the village and adjusting response times to emergency brake events accordingly. There’s Anti-Jackknife in there too.

But emergency braking is a glass half-empty approach to life, and braking by drivers like Rex is inevitably a serene experience. It’s the ‘help me go’ that’s of real value in work-aday life, getting all that bogey through a minute contact area between the mother ship and Mother Earth. In that context the ECAS, Electronic Stability Program (ESP), Anti Spin Regulation (ASR), Launch Control, and EasyStart (hill start function) help most. Rex said the MAN’s traction was just superb, an essential requirement for the line of work he’s in.

Poetry in motion

With the Doosan off it was into the Ruatoki Valley behind Taneatua for the relocation of a bush-rigged 35 tonne Hala digger. Pick-up point was Paki Nikora’s farm just out of town.

A nasty entrance requiring a sharp left turn of almost 170° off a three-way junction, down over a grass camouflaged culvert, through a narrow gate into a gravel drive. Just the thing a

a beautiful noise.

spaced three rows of eight transporter loves…not! It was here that you learned everything you ever needed to learn about Rex Stephens. Taking a wide swing the MAN snuck past the right-hand fence post and dipped into the drive. Alas, the swing wasn’t quite enough, and MTE’s finest wasn’t coming in under any circumstances. Rex inched the MAN back, past the post, the traction aids doing their bit, and the truck came back out and up on the road with the trailer ending up almost alongside the left-hand side of the cab. With the right steering inputs Rex set it up so the truck was inching back but the semi was creeping ever-so-slightly forward, essentially increasing its turn-in swing by the metre or so he needed for…‘Paki’s entrance take 2’. Rex flicked the truck into forward and came at it again. This time the left rear of the semi slipped by the fence post. All Rex said throughout the whole manoeuvre was, ‘”Ha! Bugger, she’s not coming in. Took it too cheap. Oh well.”

His concern then turned to … “I hate coming here, I have to come too close to the nice garden past the house and sometimes run over the plants. I feel bad.” Yep…that’s Rex. The rest of us would still be on Valium to recover from the previous three minutes.

We quickly learned Rex’s life is pretty much putting his MTE transporter in places just not designed to receive such trailers – places like farm tanker turntables. The big German’s

The bridge at Taneatua.

Was a time you had to be very sure the single light in the distance was a motorbike.

Rex Stephens in his busy and immaculate office. Constant communication with Phil in the pilot vehicle is essential.

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WWW.GOCLEAR.CO.NZ lock (18.2m) and visibility certainly assist. But it’s no easy life for the MAN. As big and brutish as it is, many days are spent in the truck equivalent of a contortionist freak show, and again it says it all, that after 11 months there’s not a mark on it.

The Hala and bits had us at 62 tonne, but it was just heading up the valley to a river bed gravel extraction and again the road was flat.

“There’s strict rules up the valley, the locals manage the truck traffic closely. They’ll ban you if you break them,” said Rex. “It’s good, keeps everyone safe.”

One down, and sadly, one to go

Day one down and it was an early knock-off and time to snap some pics and chat to Rex. “The trailer’s eight years old, it’s a great piece of kit, never misses a beat. If we get the dolly it’ll open me up to more outwork potentially. The truck’s built for it so why not, as long as I can do what I need to do. For us it’s just a case of increased opportunities.”

Rex’s role is an interesting one and he’s an integral part in the running of the transporter. He’s involved in scheduling and pricing a lot of its work; it’s very much an outcomes-based role, and a lesson in giving good people responsible positions. That’s what you get when those at the pointy end started their careers at the coalface. In Waiotahi’s case, on draglines, diggers, and trucks.

Day two saw two rounders to Galatea to relocate a bulldozer and digger, the bully to Ohope and the digger into Whakatane.

The machines were on Troutback Road preparing the stream bed for sheet piling and the replacement of a bridge destroyed

by Cyclone Debbie in 2017.

Out on the beautiful Galatea road the MAN strolled along at 90km/h and 1300rpm. In-cab noise was about 67 to 68dB, and as with most big Euros, never really moved. Coming out of the T610 last month it’s a case of acclimatising to a Euro ride again, with the big cab on its 4-airbag setup soaking up the divots as European trucks do. Apart from roundabouts, judder-bars, and gateway gutters, each generally a nemesis of a European truck’s ride, the antiroll bars do a great job of firming up the corners. It was very… Actros-like.

The MAN steers and brakes like the cars in its German parent’s stable of brands, with a brick outhouse chassis and hefty bottom end setup that delivers bags of reassurance in the corners. At no stage did the Doosan, Hala, or Komatsu assume ownership of the situation, and that’s saying something because Rex is a ‘get shit done’ sort of guy. Like Craig Kelly last month, he doesn’t wet-nurse a truck.

First up today was the bulldozer, a D61 Komatsu with cab and blade, about a D6-size machine, it only had the MAN grossing 45 tonne. ‘Only’ being a relative term as that’s still top of the pops outside the ‘wonderful’ world of HPMV. The onboard scales take the guesswork out of load placement and Rex can place with pinpoint accuracy any machine. “With permits and that it’s got to be bang-on.”

Heading back toward home the two obstacles in our path were Rabbit Hill off the one-lane bridge over the Rangitaiki River at Waiohau on the Galatea road, and of course the Ohope Hill. Neither allow a run-up.

With blade widths and bridge ratings to consider, Rex came across the Rangitaiki River bridge cautiously into the base of the hill, a nasty wee beggar, maybe in line with the steepest section of the Hiwis? A bit steeper possibly?

The green section on the tachometer runs from 900rpm to 1800rpm – that’s interesting – but the highlighted bit extends from 1000rpm to 1400rpm – that’s more like it. There’s no question the truck itself is a torque-fest and loves the lower end of the workbench. Believe it or not, the red line sits at 2400rpm!

Like most drivers we’ve encountered working AMTs in higher weight brackets, Rex takes control while the truck’s loaded, preferring to be in charge.

“Relocating empty is one thing, but when it’s loaded, I just prefer being in control.”

The throttle has a kick-down option when pushed to the bottom. Adaptive cruise will disconnect, it’ll drop a couple of gears and get ‘growly’.

The MAN accelerated away from the bridge straight into the grade, and in the steepest part of the climb sat happily 1350rpm, in 8th at 37km/h.

Lively livery and a symbol of success For decades Waiotahi Contractors trucks and utes in particular wore red and white livery with a yellow Waiotahi written clearly on the door. In 2013 that all changed with the decision to give the brand a new look.

“We decided on white as the base colour, and to introduce a logo and graphic that could be applied. Painting is costly and all vehicles come in white.

Easy really,” said Henry Claydon.

The result is spectacularly good in terms of design and message, a credit to the design team.

Here’s the Waiotahi Contractors Ltd logo decoded.

The overall diamond shape reflects the company’s “Built Proud” philosophy and realisation that every job has a lasting legacy.

Within the big diamond are four smaller diamonds representing the four divisions.

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Power and retardation

Remember Richard Claydon’s two leading truck attributes?

Well we’ve sorted one, but as exhilarating as its forward moving prowess is, the MAN’s ability to hold the show up is arguably more impressive. The EBVec (Exhaust Brake Valve electronically controlled) provides 630kW (844hp) at peak revs – if you’re game enough to go there. Essentially electronic management of the exhaust gases upstream of the turbo builds pressure on the one hand, and via clever routing increases exhaust gas turbine speed, therefore increasing intake, increasing pressure and so on – it’s a roundabout effect. Better heat dissipation by getting shod of some exhaust gas means there’s no loss of hold-back. Add the gearbox retarder, and it’s little wonder there are cobwebs around the brake pedal.

“I rarely touch them unless we’re up to max and it’s steep or just to bring it to a stop completely in a normal day,” said Rex. The whole package, gear changing and auxiliary braking, is controlled via an innocuous little wand on the right of the steering column.

Dropping down onto the Matahina Dam, and later off the Ohope Hill, the effect of both auxiliary mechanisms was staggering, and there was even one more stage left in the 6-stage pantry. In fact, on the descent of the Ohope Hill, the auxiliary brakes slowed the truck down for the 50km/h zone.

Of course there’s brake blending on the descending control function, if it’s ‘serious’ that you’re after.

Through Awakeri and Whakatane, we head for Ohope. Fuel consumption to date is sitting at around 1.4kpl, which you might raise your eyebrow at, but only for a moment. Yes, it’s probably well off even a 70% load factor, but there’s a lot of heavy start/stop work, short leads, axle dragging under load, and generally horrible situations. Hours spent on low rev cruise work would be as rare for the Waiotahi MAN as Eskimos winning the beach volleyball at the Summer Olympics.

It is no easy life for the MAN. One tight, twisting after another.

Phil Patuwai: another hardcase Waiotahi Contractors character, and an integral part of the MAN’s daily operation.

A MAN’s army

Rex still lifts the front panel each morning and checks coolant.

As with most modern Euros there’s no dipstick for the oil.

The cab up and the protagonist in the beautiful noise creation department is revealed. It’s a big chunk of engine, nestled between the rails with all its twenty first century jewellery in the form of electronic modules and emissions gear hanging off it. There’s no grease nipples on the machine, and the 60,000km service intervals mean there’s not much for Rex to do at all, but the fact he’s old school and lifts, looks, pushes, pokes, checks, and wriggles is a credit to his grounding.

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The Matahina Dam has been a source of opportunity for the company over the years.

“Maintenance intervals, no grease nipples, fuel economy and price point,” said Stephen Claydon. “We have the comfort of a European truck, and drivers like them. We have six new units, three tractor units and three tippers ranging through 480hp, 540hp and 640hp. We operate over a wide variety of terrain, on-highway and off-highway. It’s early days, but if they pan out how we envisage, then there is no reason why we won’t buy more if the time comes and all things being equal. Penske have a good dealer network for backup if required.”

Along the beautiful coast road east of Ohope, and another farm turnaround, more contortions. Phil had been doing his

best to stay in front of us for two days, and was again on hand to help unchain. In typical Waiotahi form, helping a workmate appears to still be the norm – we won’t say expectation, that’s not how it presented – and banter continued as it had done from the start. Phil shook his head and rolled his eyes at our hopelessly inept local place name pronunciation. He then asked what the headlines on the test might read.

“What about, ‘Dave is overcome by big MAN’?” Laughter erupted. Needless to say, the suggestions continued, as you’d expect.

Packed up, signs away again, and it was back to Galatea for the 20 tonne digger.

Summary

Once you’re in a truck that’s in the 3000Nm of torque club it’s always a whole new world. The capacity for greenhorns to get themselves into all sorts of strife in these machines is significant, as a 35 tonne earthmover on the back of the Waiotahi unit may as well be a bag of groceries in the boot.

Your 1969 Hillman Minx with Mum, three kids and a bootload of holiday vitals would have had twice the issue cresting the Ohope Hill back in the day compared with 60-plus tonne of MAN transporter and load today, metal surface or not.

Safety features and driving aids ensure the mass management is contained as well as any OEM can do at this juncture in history. We have to say that as an office from which to orchestrate proceedings, the MAN is again its own space and on the money, as you’d expect from a European ‘Big Seven’ player – and that sound… fantastic. Richard Claydon, too, is on the money when he says power and retardation, both in significant quantities, is the key to efficiency. But again, you can’t put enough emphasis on the fact they’ve also chosen their Lion tamer carefully too. With Rex Stephens and the MAN TGX D38 26.640 on the job, the Waiotahi earthmoving machines will likely make their next gig professionally, safely, and with time to spare. 

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MAN TGX 26.640 6X4 BLS

SPECIFICATIONS

Tare:

9380kg

Rear suspension:

MAN’s 8-bag ECAS with stabiliser bars

GVM:

26,000

Brakes:

Disc with ABS/EBS

GCM:

120,000kg

Safety:

Wheelbase

4300mm

ESP, Adaptive cruise, AEB2 Emergency Braking, Lane Guard, Anti-Jackknife

Engine:

D3876LF09 6-cylinder

Productivity:

ESP, EasyStart (Hill Hold), ASR, Launch Control

Auxiliary braking:

EVBec (Exhaust Valve Braking electronically controlled). Gearbox retarder

Capacity:

15.2 litre

Power:

478kW (640hp)

Fuel:

400 litres

Torque

3000Nm (2213 lb/ft)

DEF tank:

80 litres

Emissions:

Euro 6 (EGR/SCR)

Wheels:

Alcoa Dura-Bright

Transmission:

MAN’s TipMatic 12 30 OD Heavy-Duty AMT – 12-speed

Tyres:

Clutch:

Single disc MFZ 430 reinforced

Front: 385/65 R22.5 Rear: 295/70 R22.5

Front axle:

MAN’s VOK-09

Electrical:

24 volt

Front axle rating:

8000kg

Cab exterior:

Aero kit, stone guard, fog and driving lights, heated and remote controlled mirrors, remote locking

Cab interior:

Premium leather driver and passenger seats, leather interior panelling, air conditioning, duster gun, cool box, passenger footrest

Extras:

Extra LED lighting, Kelsa bar

Front suspension:

Parabolic springs, shock absorbers and stabiliser bar

Rear axle:

HYD-1370/HY-1350 rear axles at 3.70:1. Diff-lock on the rear axle

Rear axle rating:

23,000kg

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Looking after their own Fuso HDT launch Words by Dave McCoid Photos and video by Carl Kirkbeck and Dave McCoid Last year we travelled to Japan to see Fuso’s new platform HDT in development with a projected New Zealand release date of mid 2019. It’s here early, launched to media on 5 April, and the order books are open. A whole new truck, a clean slate, and a safe bet.

W

hat if you believed in your product? We mean really believed, as in utter faith in it. How would you launch it? Talk about it while pointing at it? Puddle around a racetrack cab and chassis? Burn around a racetrack loaded? Maybe, go to a testing ground if there’s one handy, with some of your new wares? Or would you load a selection of models to the absolute gunnels, and send a bunch of crazy journos and sales staff off for well over half a day into some serious rural country with the mandate to “put what we’ve been saying to the test”. Yep, probably the latter.

“We wanted you to have a real go in them. We wanted to you to drive them to see they’re nothing like anything we’ve had before,” said Fuso New Zealand CEO Kurtis Andrews.

The new Fuso HDT is a truck we [the media] have had a connection to for a long time. We’ve seen it in a state of gestation and development, having heard some of the discussions with designers right there in Japan, taken prototypes for a burn at the Kitsuregawa proving ground, and we’ve looked at the pristine test labs at Fuso’s K1 Kawasaki plant. Fuso New Zealand has given us an incredible insight into the truck’s journey, all for one reason, so we too know it’s nothing like the machine it replaces. So we can get a feel for the hours that have gone into it, and the genuine desire to deliver the right thing to the home market.

Although a few shared panels mean form factor is an obvious

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progression, and for now the peak output numbers line up roughly similar to the outgoing HD Euro, that’s where any connection between the trucks end. Behind the face nothing in terms of environment, safety, engine or transmission is the same, and neither is the drivability. The way the new machine delivers its peak performance is an unrelatable experience in comparison with the HD.

But first the name

In the best traditions of successful Japanese trucks, the name ‘Shogun’ has returned. It’s a name that will resonate instantly with New Zealand truckies, and a part of Japanese culture we Kiwis tend to like. HD Euro created confusion, and purported to be something it clearly wasn’t. A truck stricken by ‘partialplatformistis’. Ironically, this incarnation of Fuso’s top offering is called Shogun, and is more Euro than HD Euro could ever have dreamed. It’s a proper Daimler platform vehicle. Go figure!

And Shogun’s arrived in the nick of time. UD have had the new generation uber-safe, uber-efficient heavy Japanese truck sandpit all to themselves for a year or so; not anymore. Fuso too has joined the H&S managers’ and accountants’ dream club, and they claim their mechanical marvel now holds the title ‘The safest Japanese truck ever’.

Neither has Fuso New Zealand skimped on field trials.

Test trucks have been with two renowned users of the brand for almost a year. Golden Contracting in Silverdale and

P HOT O: F U S O NE W Z E A L A ND

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Natalie Richards wheels the Shogun around the Coromandel.

Carr & Haslam in Auckland have had trucks clock up more than 150,000km in local conditions – that’s on top of the three million-plus kilometres the Japanese put the core vehicle through.

Mark ‘Skip’ Golden’s machine has been on regional truck and dog tip work in the north, and Chris Carr’s had two: one on line haul tractor/semi vehicle deliveries, and a curtain-side rigid on regional distribution. It’s worth noting both men have bought their trial machines.

Interestingly, Fuso’s drivetrain engineer who did much of the development work on Shogun, Morimoto san, did the development on the HD Euro also. The perfect choice in all reality, as who better to know where the tweaks were needed having journeyed the trials of the last model, all the time getting a real feel for New Zealand’s conditions.

“One of the cool takeaways was his respect for the quality of the Kiwi truckers testing the field units, especially Skip Golden’s ability to identify exactly how to tune the transmission, knowing when changes needed to be made, and didn’t need to be made,” said Kurtis.

The vision

If you’re going to bring a new product to market you need a philosophical cornerstone that guides the project so people aren’t rushing around like mozzies in a swamp. Fuso New Zealand decided the Shogun’s would be ‘Looking after our

own’ and the activity silos feeding into that would be efficiency, safety, and comfort. So let’s look at those.

Efficiency

Central to efficiency is the engine and gearbox obviously. The new engine in the first wave of offerings will be the 10.7-litre OM470 Daimler motor as seen in the Arocs 2643 6x4 tipper.

Now, here’s an interesting thing. The Fuso lads spoke about the engine’s links to Detroit Diesel’s DD11 a lot, and the hangin-there qualities of the famous US engine brand now under Shogun’s floorboards. Try mentioning the DD word in earshot of Mercedes-Benz purveyors and look out.

Although it’s a modest displacement we all know that’s the way of the new planet-protecting world we live in. But it’s a modern clever engine with a big heart. Product planning manager for Fuso New Zealand, Ian Porter, said that in the New Zealand trials, actual numbers stuff, the new truck was 20% lighter on fuel burn than its predecessor.

Looking deeper into the nitty gritty, it’s a Euro 6 engine, 170kg lighter than the OM457 it replaces, and comes in two power variants, a 298kW (400hp) unit with 2011Nm (1483lb/ft) of torque, and a 343kW (460HP) unit producing 2213Nm (1632lb/ft). There’s the X-PULSE injection system, a low-pressure common rail with electronically managed high pressure injectors to tailor fuel burn precisely, and an asymmetrical turbo with twin independently fed scrolls, one New Zealand Trucking

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The 460 made short work of 40 tonne gross, and wasn’t being pushed around by the big barge.

occasional need to change a gear.’”

Running both transmissions in his operation, Chris Carr goes a step beyond that and chucks Felix right amongst the pigeons by making the bold statement that “ShiftPilot is better than Power-Torque 3”. But there’s a reason for him saying that.

The whole platform thing is just that, a platform. Its primary reason as a strategy in this day and age is streaming production costs, and unifying electrical architecture so safety and data management are less of a headache…pretty much the first reason again really. But individual OEMs hone the platform pursuant to their market and customer requirements. So, the fact that Fuso engineers were burning around, laptops plugged in, hanging on Skip and co’s every word, means the ShiftPilot in Shogun is tuned to the requirements. “We did things like tune kick-down points on the throttle to make better use of the torque/power sweet-spots,” said Ian. Because Shogun’s a Euro 6 with all the safety and efficiency bits and bobs, there is no manual option. ShiftPilot is a 12-speed unit with snappy .6-second shifts, crawlers for lift-off, and Eco-roll function. Again, there are two variants, the G230 and the G330 on the big line-haul model, with auto-economy,

PH OT O : F U SO N EW ZE A L A ND

increasing suction for improved combustion and the other feeding the EGR system.

Auxiliary braking comes courtesy of Jacobs and Jacobs only, and it produces an impressive 343kW (460hp) of retardation at 2100rpm, in both engines. It operates in three stages via the one-stop wand – mounted on the left incidentally – the first stage runs on three pots, the second on six, and the third six with gear-downshifts thrown in also. On the subject of cylinders, the engine warms up on three pots as well, and in the cut and thrust of daily life if the weight is down and throttle load light, it might decide three’s the ‘bully’ then too until the load comes on proper.

In Japan the truck is available with the 7.7-litre OM936, or DD8 if that’s your preference. Now that’s an interesting metro proposition in a clean air world. Anyway…

Out goes INOMAT-II and in comes Daimler’s fabulous Power-Torque 3 rebranded ShiftPilot, arguably the truck’s most transformational feature.

“Skip summed it up,” said Kurtis. “He said ‘INOMAT was an AMT you drove in manual and used in auto on occasions.

ShiftPilot is a proper AMT; you drive in auto with a very

Looks-wise it’s an evolution, which is a good thing.

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This, would be a grouse place to spend a metrodistribution day. Refined routing.

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Shoguns after their hill retreat.

auto-power, and manual modes. Obviously you need to be in the ‘A’ game to take advantage of features like Adaptive Cruise, Active Brake Assist, Eco-roll and other things you’ve paid for.

The trucks don’t come with a disc brake option, something Ian didn’t see as a big thing. “The maintenance costs of discs can be high and the roller-cam drum brakes in the trucks give comparable response and efficiency.”

Alcoa alloy wheels are standard, with taper leaf springs and shocks at the front, and 6-rod or air at the rear. Diffs are unchanged.

Service intervals are out to 60,000 kilometres where application suits, and Fuso are standing by their trucks with a 5-year/500,000km bumper-to-bumper warranty (not just driveline), but you must get your machine serviced at an authorised service agent, at the time required. If you don’t, it reverts to the standard 3-year/250,000km. Can’t moan about that in all reality.

Safety

Not surprisingly, Fuso New Zealand has delivered a lot in terms of safety. They couldn’t not in all honesty. If you’re going to have ‘Looking after our own’ as the project mantra, what do you leave off? You’re sort of committed at that point. So, there’s an Electronic Braking System (EBS), Electronic Stability Control (ESC), Active Brake Assist – 4 (with Emergency Stop flashing brake lights), Brake Override (brake gets priority in the event throttle and brake are pressed together), Adaptive Cruise Control, Speed Limiter, Lane Departure (with an ‘Oh my goodness, this lane is narrower than the truck, I’m turning off momentarily’ function for places like the Coromandel), and Active Attention Assist for driver fatigue monitoring.

The 7” HD touch screen supports the reverse camera, navigation, coms and entertainment. That includes Apple

CarPlay and Android Auto, something Fuso have exclusive rights to for two years.

On the go side of safety there’s Hill Start Assist, the normal legacy traction aids like diff-lock (they’re safety systems now, LOL), autosensing and levelling, LED headlights, and auto wipers.

There are telematic outputs for downloading Joe and Jane’s daily highs and lows to customer vehicle management software, and if all that doesn’t keep it on its wheels, it’s time to review your employment criteria.

Optional safety add-ons include additional cameras, tyre pressure monitoring, and truck-specific navigation (DG routing etc).

Comfort

One of the real touch points with the new truck is comfort and ease of operation, therefore its ability to attract new blood into the industry, both male and female. In fact, Fuso New Zealand put out a call for a female driver to drive the Shogun in the video promo, which resulted in Natalie Richards burning around the Coromandel with an ear-to-ear grin. That’s a cool story for the grandies.

If you’re familiar with the new Mercedes-Benz range you’ll feel right at home in the Shogun. Kiwi trucks will have a dark interior, blacks and greys, with additional soundproofing. Fuso New Zealand has retained the Daimler driver’s seat over the ISRI option because it’s an integral part of many of the safety systems.

One of the huge ‘yucks’ with HD Euro was entry and that’s well and truly gone. It’s three wonderfully placed steps then up into the cab, which incidentally is set lower on the 400hp model.

Once in, there’s adjustment for Africa in regards to seat and tiller. Rapidly becoming the modern standard in today’s

New Zealand Trucking

May 2019

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... itself. At 45 tonne the Shogun barely needed a breath on the brake descending the southern side of the ‘Bommers’, again in 10th at 2100rpm and the Jacobs fully on. That was impressive.

Our route took us out through Tuakau, Glen Murray, Naike and then Huntly. It’s a hideous patch of pavement; narrow, winding, and washed-out in places, with nasty climbs and steep drop-offs. We drove all the trucks, but our interest centred mainly around the tipper at the weight it was.

The truck was hard to fault. Steering and comfort were on point as were brakes; time for all that in a proper test.

The highlight was an exceptionally horrible hill on the road between Naike and Huntly on Hetherington Road, probably a worse version of Mt Michael between Fairlie and Geraldine if that means anything. If it doesn’t, we’re talking short, sharp, steep, and unforgiving. We were adamant from the outset that we were going to leave the transmission in Auto all day (A-power on this road mind) and although everything screamed at us to press ‘M’ and find a gear at the bottom of the cliff that would do the job, we resisted, and launched the poor bugger at it. There’s no doubt in our mind that with INOMAT-II you’d have had 45 tonne sitting still a third the way up. Not so ShiftPilot. It managed to grab every gear needed and settled down for the climb to the top in 5th at Left: It’s a new refined interior whose origins are not all hard to identify, especially if you know your 1800, and 20km/h. That steering wheels. Right: Wow, a big Fuso without the Stephen Adams access pack. We can all get in. was bloody impressive.

Driving AMTs is all about finessing the throttle, and with a Again, it’s a Mercedes-Benz-alike fob key, and starting the bit more time and familiarisation she’d have maybe lived in 6th truck is only a small part of what it does. It would take another and few less revs on the climb. article just to explain that, so if you want to know all its clever One thing we did find as we trundled around the hills was tricks, buy one. Like the UD, the quality of materials and trim that sweet spot in the 460 power and torque curve at about has taken things to the next level for Japanese trucks and is a 1400rpm when both numbers are at their peak. It certainly clear indication of parentage. Cab lighting is voluminous, oh, takes something nasty to dislodge it from its happy place. and of course it wouldn’t be a Japanese truck without an ocean Yep, by the end of the day we were well taken with Shogun. of plastic lockers and things between driver and passenger.

PH O T O S : F US O N E W Z E A L A ND

trucks, there’s a two-gauge binnacle with telemetry screen between, with a lovely wrap housing switchgear, coms/nav/ entertainment/camera screen, and climate management. The fatigue management thing staring at you from the top of the binnacle looks a bit weird and ‘slapped on’, but you never know when you’ll thank your stars – sorry, ‘diamonds’ – it was there.

On a console to the left of the driver are park and trailer controls. The smart wheel must have been easy to design and looked to involve a change of badge – stars to diamonds. On the right spoke are phone and cruise control management, and on the left menu screens and associated navigation and selection buttons. On the ‘left’ also, is the directional control, shifter, engine brake wand - straight out of a German Daimler obviously - and they must really sink more than the occasion stein in the old Deutschland, because pushing the wand up increases the Jacobs clout, and down turns it off.

Drive time

There were three gigs on the drive, a (343kW) 460hp tipper and dog loaded to 45 tonne, another one in 6x4 tractor and flat-deck semi configuration at 40 tonne GCM courtesy of some bricks, and a 298kW (400hp) 6x4 rigid curtain at about 20 tonne GVM. First impression as we left Fuso HQ in Mangere driving the tipper and dog was the unmistakable smoothness of that transmission clicking its way through gears, and you were instantly aware of how much that engine depends on that gearbox. The truck picked up happily and kept pace relative to the traffic. The first minor test was pulling away from a slow roll on the connection between SH20 up and on the motorway South over the Manurewa Hill, and again the truck was no disruption to the general flow.

St Stephen’s at its ‘nippiest’ was dispatched in 10th at 1655rpm and 55km/h, but then the first real party piece availed

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The arrivals area

Initially there are nine variations all due by the end of the year, including the 8x4 Hi-Top which is still a couple or three months away. But the truck that will make this range really ‘shine’ comes next year. Fuso has the huge advantage of being able to sell these first Shoguns into targeted applications that suit the vehicle’s capabilities. Next year will see the arrival of the 13-litre 403kW (540hp) model. The most powerful Japanese truck yet, a proper 540, based on the OM471 engine.

That truck will not only provide real solutions for the 50 tonne club, but also take the pressure off these trucks, by not requiring them to be all things to all people.

So, Shogun is here and HD Euro is gone. A new truck by each and every definition.

“We are very excited to bring Shogun back to New Zealand,” said Kurtis. “It’s an iconic name with an impressive legacy, and the new generation model is sure to add to its prestige.” 

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CLARITY OF VISION The Kenworth T360 and T410 launch Story by Dave McCoid • Photos as credited

Kenworth made its intentions for model rationalisation clear with the arrival of the T610. Two years on from the truck’s New Zealand launch, the latest newcomers to wear PACCAR’s famous brand name bring those plans a step closer, and hint at a whole lot more.

I

t’s a tough time in history for the likes of Kenworth, Mack, Freightliner, and Western Star. Trucks whose reputation was built on strength, durability, and mechanical simplicity, have faced the real need to reinvent themselves for the modern world, accommodating the technology – and therefore complexity – that facilitates modern emissions, fuel burn, and safety expectations.

And it doesn’t stop there. With truck drivers the world over increasingly worried more about angina than they

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New Zealand Trucking

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are about ambition, occupant care and comfort are now stratospherically high on the shopping lists of most transport entities; again, traits not historically the strengths of the big Yank machines.

Today thankfully, the old toilers all have big parents to take the rough edges off, and put them through finishing school.

Kenworth’s been marching at a steady pace in the new direction for a number of years. We’ve seen inroads with things like the Business Class cab, the rationalisation of engine choices, the journey with Eaton’s AMT transmission offerings, and use of Bendix safety systems. But the pace of change accelerated to a whole new level in late 2016 with the unveiling of the T610 in Australia, and a few months later here at The EXPO 2017. It was a revamp of the brand’s look not seen since the T600A in the 80s, and although it resembled a distant cousin to the T680 in the US, the R&D bill for the local wagon set a new bar for Bayswater at a staggering $20m Australian. Their determination to retain the reputation around their core competencies was of paramount importance.

The T610 cab rewrote the book on what customers should expect from a Kenworth in terms of space, comfort, safety, access, driver ergonomics, and visibility. At the time of its launch Kenworth signalled their master plan for the new cab, and its eventual impact on trucks that essentially became ‘living

WWW.GOCLEAR.CO.NZ What the new boys bring

PH OT O: KW A U S TR A L IA

legacy’ models overnight.

The next steps in that plan appeared last month in Victoria when Kenworth launched the T360, and T410 to customers, media, and sales staff at the Australian Automotive Research Centre, near Melbourne.

Kenworth has been developing and evaluating the two new trucks for the past 18 months, taking on learnings from the T610 in real world work, as well as listening to customer feedback.

“The T610 accounts for just under a third of what we build in the factory so it’s certainly been very successful with the impact it’s made on the market,” said Kenworth Australia sales director Brad May, speaking at the launch.

“Consultation with, and involvement from our customers is ongoing and they have been an integral part of our test programme.”

The biggest single standout visually is obviously the 2.1m cab.

“We always had an intention to take that cab platform and roll it into the rest of our product line-up,” May said.

Kenworth is getting its punters more and more used to the ‘P’ [platform] word. In terms of global implications it’s not a word that’s featured hugely in the history of Bayswater’s manufacturing, but one we’ll find ever more common in the years ahead, given the need to keep technology’s architecture and big data capture simple and cost effective.

In these new models the 2.1m cab is offered in a fleet spec, an obvious reflection of where sales are anticipated. In that trim there’s no ox-blood diamond pleat or wood grain; rather a hard surfaced dash, and vinyl upholstery in fifty shades of grey. It’s serviceable, hardy, and presents just fine. Horses for courses.

Picking up on technology, both trucks come with a suite of safety options courtesy of Bendix Fusion that include adaptive cruise control, accident avoidance, and lane departure. Add the structural safety built into the new cab, disc brake options, and the EBSS keeping the troops deep in the chassis under control, and Kenworth can certainly pitch a robust safety argument when lining up in front of the customers’ wallets, even against the best from Europe. However, in the ‘sticking to your roots’ department again, May made a point that in true Kenworth tradition the safety systems are optional, pointing out that Kenworth is a custom-built truck so customers must have the ability not to tick that box if their work profile deems it appropriate.

In terms of significant tactical highlights, the T410 is probably the one to home in on. Firstly, there’s no more big iron available in the new ‘400’ range. Because, the Australian market falls into three broad segments: sub-12-litre, 12 to 13-litre motors, and 15-litre and over, May said Kenworth has “recalibrated” the range and pitched specific models at specific segments. The T410 will target the mid-range 13-litre party, and won’t come with a Cummins option; it’ll be PACCAR MX13 only in 343 and 381kW (460 and 510hp) guise. The motor’s electrical architecture has been reworked and it’s now a 12v beast, ridding it of unnecessary complexity and making the marriage with Fusion that little bit easier. There’s a new

Above: “How much fun is this thing to drive!”

Left: Fleet spec dash in the T360.

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May 2019

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WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... two-stage engine and exhaust brake also.

The second big piece of news was the arrival of PACCAR’s 12-speed twin countershaft automated gearbox. Note the absence of the word ‘manual’ in there. That’s intentional, because it’s a greenfield autochanger and doesn’t have a history in any form as anything else. Some of the Aussie journos love jousting with the OEMs, inferring Eaton was the device’s true womb, but being Kiwis we got used to things like our Fodens having Peterbilt spring hangers years ago.

The transmission has ‘intelligent shifting’, which means interpreting the optimal starting gear along with the ability to skip sprockets, all in relation to load. The slight pain presently is a GCM ceiling of 50 tonnes for the gearbox. May said as the unit is evaluated in real-world circumstances that will likely be stepped out, erring on the side of caution at the moment, again for reasons of the bug’s reputation. Its arrival also heralds a change in-cab across the entire model range, with a new steering column-mounted wand for directional control, manual gear changing, and retardation. Gone is the Cobra shift or buttons on the dash.

Time for a blat T360 Believe in love at first sight? The biggest issue with

the T360 is Kenworth isn’t offering a 4x2 well-side pick-up variation. If we could have taken it home as carry-on, it would have been in the rucksack. We’re well used to the 2.1m cab and dash now; it’s a joyous place and the visibility, as we’ve said before, sets the standard for bonneted trucks. But wait, there’s a new aluminium core radiator that’s more efficient and lighter and its size allows a steeper rake on the bonnet. Add that to a shorter BBC than the outgoing T359 at 2692mm, and T610’s

visibility party trick just got pipped by junior. But for all that, you can still see the bug, it’s definitely a little Kenworth (hold that thought).

The view, space, and ergonomics – big easy buttons, knobs and screens – mean everything about the cab reeks of practical, useable safety designed by truck people.

Work’s also been done on entry with evenly placed steps and “maximised angle inboard”, as May said; cascade in other words.

There were two 360s, an ‘A’ spec (agitator – or ‘Ajoyee’ in Australian), and an 8x4 tipper.

Huge emphasis was placed on the 360’s application in mixer trim, but we think there’s so much more. It’s lighter than its predecessor and comes in 6x4, 8x4, and 10x4, with 209 to 298kW (280 to 400hp), and either Allison 3000 or 4000 series autos, Eaton UltraShift PLUS, or manual transmissions. Yep concrete, it’s a given, and the 18.630m turning circle means you can poke it anywhere. But for the side-loader, tipper, or metro freight operator who’s not worried so much about price and wants something that’s cool, fun as all hell to drive and sets their business apart, then have a gander at this thing.

Being empty on a racetrack there wasn’t much to sink your teeth into. The T360A bolted out of the blocks, and being a short wheelbase 8x4 handled like a prototype Beemer. On the steep downhill section of the grade the Allison in M1 demonstrated its prowess at no-nonsense managed descending.

T410 And then there’s the old adage, never date the sister. In

the T410, Kenworth has gone slightly retro in looks, back to the T400 and a colour-coded radiator surround. It certainly didn’t capture the heart in the same way the little 360 did, and

Transport has always been a fusion of machines and people. More so than ever in the latest generation.

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P HOT O: K W A U S T R A L I A

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Mr Sloshy out back didn’t faze the PACCAR transmission one bit. Commendable.

although it carried all the same attributes – visibility, shorter BBC, lighter, roomier, the list goes on – the degree to which the design department have just missed the bullseye was most evident by the fact that you can’t see the bug from the driver’s seat. No silver surround on the grille, no bug in view…what is it I’m driving again? To top it all off there are single round headlights; evidently the snazzy euro style ones on the 610 haven’t been top of the charts in Aussie – a customer feedback design tweak by all accounts. Why didn’t they make them look like the T360’s though? They look grouse.

There were several iterations of the 410 including a halffull tanker in tractor/semi configuration. The truck had the new PACCAR automated 12-speed and the point was to demonstrate its unflappability even with a dynamic load.

The test paid off. Even though the good lorry took some hanging on to at speed with its lollopy load , the new stirrer was sublime, and felt very European in its delivery of cogs at the appropriate time. With a shift speed of 0.6 seconds it’s a lovely piece of kit, and in unison with the MX13’s flat 2644Nm (1950lb/ft) torque curve between 1000rpm and 1400rpm, the pair will make for an easy workplace. It’s a pity the transmission is hamstrung in the meantime by its GCM quarantine. The new wand worked well and followed a pattern largely laid down by most manufacturers of dial the direction, flap the gears, press the end for A or M, and pull to exhaust and deter progress.

Driving around the track meant we got the sun from all angles and the fleet trim interior performed admirably with no reflections or nasty glare points.

Next for us was the manual stirrer and we’d certainly been coursed into believing that once we got out we’d look back at it and wonder how we ever did that all day. I’m elated to say, no. The 410 felt most like a Kenworth with gear lever in hand, ambling around the track taking gears as and when we saw fit, rejoicing in those never get tired of moments like the wonderful 16th to 17th flick on the splitter and pull back into top. Fantastic.

All in all a lovely machine with all the same cues of its little sister, albeit with a mild identity crisis going on. There are no plans for an SAR, although May said “Never say never”.

Last orders gentlemen and ladies

There’s no disputing the future of diesel powered on-highway line-haul trucks in the medium to light heavyweight bracket rests with 12 to 13-litre motors. The MX13’s door-slamming act on the red option signals a number of things. PACCAR’s belief in, or mandate to use, platform products where they’ll fit, and what’s potentially in store with Euro 6 and a 530 variant.

As for that cab, what a success from a driveability, visibility, liveability standpoint. Kenworth’s on to a winner with that, and the thought of a T910 is mouth-watering; much less fancifully applying the same criteria to the over-the-top arm of the family and making a K210.

In the meantime however, if your heart’s set on a narrow old T409 with a big banger under the snout, best be quick – according to Southpac general manager of sales Richard Smart, the start of the Brisbane Truck Show this month signals the end of orders. 

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49

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TOP TRUCK

The Main Line Distribution Kenworth certainly has presence on the road.

Symmetry in motion Story and photos by Craig McCauley

The Oxford Dictionary describes symmetrical as ‘the quality of being made up of exactly similar parts facing each other’.

This Kenworth T909 and Roadmaster B-train operated

by Main Line Distribution Limited is exactly that.

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New Zealand Trucking

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T

he Chapman family name is no stranger to the pages of New Zealand Trucking magazine; an immaculate Kenworth W900L operating under the Chapman Onion Exports banner won the magazine’s ‘Top Truck’ title in June 2007.

Main Line Distribution Ltd was formed by husband and wife duo Brenhan and Susanna Chapman in 2018 as a transport provider servicing the produce sector and industries complementary to it.

Utilising their own truck fleet primarily, with other suitable operators used when necessary. The company derives its name from the first initial of each of Brenhan’s three sons: Micah, Logan and Damon.

Both business partners have two decades’ experience in the trucking industry, encompassing operations in both New Zealand and the United States, and this unquestionably shows in the set-up and presentation of their equipment on the road.

WWW.GOCLEAR.CO.NZ Clean lines and symmetrical body fixtures were one of the project’s principal intentions.

Joe Williams has driven the T909 since it went on the road.

This month’s New Zealand Trucking magazine Top Truck was conceived following a conversation between Brenhan and Adam McIntosh, a friend and salesman for Southpac Trucks.

Brenhan mentioned he was looking for a suitable classic Kenworth conventional to rebuild as a project truck; instead he reckons he was upsold a T909.

Adam’s sale pitch went along the lines that if a new truck were to be purchased and set up the Chapman way, when its working days were over it would still be a worthy classic, a proposal in which Brenhan saw some merit.

In late 2017 the Kenworth arrived in New Zealand, and was taken to the operation’s Te Poi workshop where company engineer and master craftsman Richard Wastney set to work.

A full front-to-back customisation project began, with the intended outcome to create a unit that portrayed a clean uncluttered appearance, as close to symmetrical in terms of body fixtures as it could be.

The Kenworth FUPS bumper had a stainless lip fabricated then fitted to the underside of it, and twin stainless 7-inch

New Zealand Trucking

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51

WWW.GOCLEAR.CO.NZ RUNNING ON SCR?... vertical exhausts and Vortox style air cleaners were also added.

Both rectangular diesel tanks were end-for-ended, hiding the in-built steps and still allowing the tanks to be easily filled without the filler cap needing to be re-engineered.

The T909 was speced with a 36-inch Kenworth Aero II sleeper box complete with Daylight Doors.

The grab handles around the outside of the sleeper doors were not required, so Richard removed them prior to folding up and fitting side skirts to the rear of the sleeper box.

A fifth wheel and chassis plating were added, and the incredibly tidy fitment of the rear mudguards took place, resulting in no external guard poles or bracketry being exposed.

Richard made up the truck’s rear bumper, which mirrors those on the Roadmaster 6-axle HPMV B-train, itself custombuilt to go behind the Kenworth.

Built by John and Hayden Lilley of Roadmaster’s hightensile division, the trailer was designed to fit the maximum amount of produce-filled field bins possible, while still being capable of 34 standard pallets. The lead trailer has an internal measurement of 7.5 metres, while the rear is 10 metres in length. Both have BPW axles and air-bag suspensions fitted, and the entire unit has both disc brakes and Alcoa DuraBright wheels.

With 400 litres of diesel in the tank and the driver in the cab the combination has a very respectable tare of 19,360kg.

New Zealand’s first road-going Cummins ISX EGR engine

was fitted to the Chapman W900L; their involvement with EGR engines continues with a new 458kW (615hp) Cummins ISX 15 EGR fitted to the T909. Brenhan’s choice of engine was largely based around the non DEF requirement, and to date performance, fuel economy and engine braking have proved to be first-rate.

An Eaton-Fuller RTLO-20918B transmission sits in front of 4.1:1 ratio Meritor RT46-160GP rear axles while the rear suspension is a Kenworth Air Glide 400, chosen over the Air Glide 460 due to its ride tower height, helping the entire unit achieve the low and sleek American look.

Darryn Caulfield of Caulfield Signs marked out the stripe pattern on the Kenworth that was then applied by Fleet Image in Te Awamutu, while the trailer graphics are the handiwork of Truck Signs from Mt Manganui.

Joe Williams drives the Kenworth, which works largely between the Waikato and Pukekohe moving produce, although when that work is down the truck can be seen carrying any manner of general freight anywhere in the country for Main Line Distribution’s clientele. The Kenworth also spends some time in front of a 3-axle low-bed shifting the Chapman family’s agricultural machinery between growing operations.

Final word must go to Brenhan. When questioned why he went to the extent he did to customise the Kenworth, his reply was concise and simple – “I enjoy a good project, and I like Kenworths.”

2019

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TIL Freight Terminal Manukau.

Photo: Chris ‘Foose’ Wright (driver)

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Bold new times

By Russell Walsh

O

NZ P OS T A R C HI V E

n 1 April 1987 the Post Office was split into three state-owned enterprises: New Zealand Post, Telecom, and Post Office Bank. There were nearly 8000 vehicles in the fleet at this time and these were allocated to the new organisations.

There were 1800 vehicles associated with the postal network.

In 1988 New Zealand Post made its first tentative steps into linehaul work between Auckland and Wellington, using two Nissan CK 20 tractors towing rented 10-metre semi-trailers.

The Nissans were soon replaced by 360hp Series 2 Scanias, with purpose-built 13-metre semi-trailers. New Zealand

Auckland, here we come! A Wellington-

E D M A NS E L L

based CK20 Nissan Diesel.

One of the 380hp Series 3

Post also started to acquire several businesses that were complementary to its core business, including Skyroad Express, and in 1991, Speedlink from NZ Rail. These acquisitions often included vehicles, such as the Speedlink Isuzus and associated trailers. In 1992 four 380hp Series 3 Scanias and Steelbro B-trains were purchased, enabling the disposal of some of the acquired units. Piggybacking on from Australia Post’s purchase of more than 40 units, in 1995 New Zealand Post added two Ford Louisvilles to the fleet. These trucks were powered by Detroit Diesel Series 60 engines.

These pictures show the Wellington-based CK 20 Nissan and one of the 380hp Series 3 Scanias. This one was based in Auckland and named ‘Touch of Class’. 

Scanias and B-train.

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Sun, shine and setting Story and photos by Dean Middleton

Beautiful weather and a big new venue brought trucks and people to one of the country’s not-to-bemissed biennial events on the trucking calendar.

T

he 2019 Taranaki Truck Show was held on Sunday 10 March and New Plymouth turned on near-perfect weather conditions for the event. The biennial show is organised by the Taranaki Truckers Group, and their close connection to the transport industry was apparent, with a meticulously planned convoy and show that meant the entire day went off without a hitch. More than 140 trucks gathered early near Port Taranaki in preparation for the convoy, which took them through the heart of New Plymouth and out to Hickford Park in Bell Block, 13 kilometres from the starting point.

Hickford Park was a change in venue this year and proved to be the perfect location, with more than One of three near-identical CF85 enough space to allow operators to DAFs on display from Sanford bring their complete units along.

Brothers.

This was a welcome change from previous shows when trailers were not permitted. The event was very well supported by local transport operators, with companies like J D Hickman, G J Sole, Uhlenberg Haulage and TIL Freight not only providing sponsorship, but also each having 10 or more trucks on display. Food stalls and various other activities kept the large crowds busy when they had finished admiring the immaculate trucks on display.

Part of the entertainment was the transport operator tug of war competition, and this year bragging rights went to the team from Warner Construction. Proceeds raised from the show went to the Taranaki Community Rescue Helicopter Trust, which is a lifesaving service in the Taranaki region. The coveted Truck of the Show trophy was awarded to the stunning W924 Kenworth from Uhlenberg Haulage, who also took out the People’s Choice and Best Fleet awards.

There was plenty of support from the local transport operators.

G J Sole turned up in force.This impressive heavy haulage unit, loaded with a D8 bulldozer, formed part of their line-up.

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TIL Freight had 11 trucks on display and also provided rides for the public throughout the day.

The immaculate line-up from Uhlenberg Haulage deservedly took home the Best Fleet award.

Inset: Uhlenberg Haulage took away the coveted Truck of the Show trophy with their stunning W924 Kenworth.

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J D Hickman had 12 units on display, including their immaculate Kenworth T900 Legend.

RESULTS 2019 Taranaki Truck Show

A near-new T610 Kenworth logger from Freight and Bulk Transport.

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Category

Truck

Owner / Representative

Truck of the show People’s Choice Fleet Classic Vintage CAT DAF Freightliner Fuso Hino International Isuzu Kenworth MAN Mack Peterbilt Scania Volvo Other Bulk Tipper Concrete mixer Crane/Cont side-loader Curtainsider Flat deck Logger Recovery Refrigerated Spreader Stock truck Tanker Tractor unit Tug of War

Kenworth W924 Peterbilt 357

Uhlenberg Haulage Uhlenberg Haulage Uhlenberg Haulage Craig Searle Michael Wolfe G J Sole Sandford Brothers Reliable Distributors

Kenworth SAR Morris T200 CAT 630S DAF CF85 Freightliner Argosy FV430K Shogun Hino 500 International 9800i Eagle Isuzu GIGA 460 Kenworth K200 MAN TGX640 Mack CL Peterbilt 388 Scania 143m Volvo FH12 Pacific P9 KW T900 Legend Hino 500 Volvo FMX KW T900 Legend KW K200 KW T659 Peterbilt 388 KW K200 IVECO Trakker Hino 700 Volvo FH540 Kenworth T900

Mainstream Taranaki Civil Construction Q Transport Chris Bramley MainFreight R&H Transport MainFreight Maurice Vickers Truck Towing Heavy Recovery Diesel Mechanical Mark Mackle Contracting McCurdy Engineering J Swap Contracting Firth Roebuck crane hire JD Hickman Tito Transport McCarthy Transport Truck Towing Heavy Recovery JD Hickman Sandford Brothers Mack Transport IXOM Schreiber Transport Warner Construction

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Just Truckin’

Around

www.trt.co.nz

Dave West Dave West was grabbing a bite to eat in Levin when Faye Lougher caught up with him.

The managing director of Riordan and West had left Pukekohe that morning and was headed for Wellington with a load of steel products.

The fleet at Riordan and West comprises 17 trucks, and Dave was driving a 2018 MercedesBenz Actros with a 12-speed auto. He said it was a demo but he’d had it for about two and a half weeks now!

If you’d read the August 2018 issue of New Zealand Trucking you will know all about how Dave got into the transport industry, but to give a quick recap, his family owned a piggery and always had trucks in the business.

Dave had been driving since his 18th birthday and in 2000 set up his own transport company.

Nowadays, Dave doesn’t drive full time, but grabs every chance he can get to jump behind the wheel of one of his trucks.

“I just love being out there and doing it, I get to see everything,

and every day is different. I’d much rather be in a truck than an office.”

When asked what he saw as the main problem in the industry he said that was easy.

“The driver shortage – consequently I’m driving one of my trucks. Part of that is health and safety; kids can’t come along for a ride and get a taste of what it’s like. I do as much as I can to let my drivers take their kids with them when it’s safe to do so.”

Dave says as a company, Riordan and West does what it can to attract good drivers.

“We’re pretty good with drivers and most of our gear is fairly new.

I like to think we attract some reasonable drivers. We had one guy walk in off the street who was about to go for his class 4 licence and we gave him a go and he’s turned out really well.”

The first vexing question left Dave a bit stumped, so we let him pick another one: Would you rather fend off a crocodile or a shark?

“Shark!” he laughed.

Jeremy Hodson Having a short break in Omarama was Jeremy Hodson, aka ‘Sparrow’. Sparrow has been in the game since 2000 when he took up a position with Oldfields, driving a Hino tipper on roading work for eight years. After that it was to McAuley’s in Masterton where he’s been ever since.

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Craig Andrews caught him heading back to Geraldine after dropping off a load in Cromwell. He was on the way to pick a load for the Hawke’s Bay. “Our work takes me to a lot of neat remote areas on farms which is one part of the job that I enjoy,” he says. “There’s great variety in this job and the scenery is great.”

Jeremy had always wanted to drive trucks and that stems from going out with his dad when he was a young fella. “Dad was a tyre fleet serviceman for Firestone back then and that’s where it all started.”

The truck he operates is a 2018 Western Star 4864FXG with just 60,000 kilometres on the clock. He had a great year in 2018 with the truck winning King Rig at the Invercargill Truck Parade. It’s not often a truck from the North Island wins this show.

Sparrow is no fan of arrogant drivers and that includes tourists. He enjoys his role with McAuley’s and enjoys consistency in his work, hence having had only the two jobs since he started driving.

Who would want to change when driving a piece of kit like this anyway?

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Motor Truck Distributors brought along three classic Macks, much to the delight of the spectators.

Cheers, for another great show Story and photos by Faye Lougher

Once again Mangatainoka was the place to be on Sunday 31 March, as the big trucks turned up for the annual Tui Truck Stop Show & Shine.

T

he show at the Tui Brewery at Mangatainoka gets bigger every year, and this year saw the largest turnout of both trucks and spectators, with 149 trucks registering for the event and the venue being pretty much at maximum capacity all day.

Trucks from as far away as Pukekohe, Hawke’s Bay and Taranaki entered, and $1200 was raised for the show’s regular beneficiary, the Mangatainoka Reserve Restoration.

Mark Pittar Transport from Whirinaki in Hawke’s Bay attended the show for the first time, bringing along their

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immaculate 2019 Kenworth K200 logger that only went on the road a day earlier.

Also attending for the first time were Uhlenberg Haulage from Eltham who brought along five of their fleet, including three classic Kenworths – a 1979 W924SAR, a 1982 W923SR, and a 1986 W924AR. Singer and musician Sonny Tatana entertained the crowd, and for those wanting to escape the heat, there were free brewery tours throughout the day.

Truck show organiser Rosie Rogers said she was overwhelmed with the response to this year’s show.

“We never know what’s coming and what the weather is going to do, but we feel quite blessed that so many truck owners and drivers want to come here.”

Rosie said she appreciated how much effort all of the drivers and companies put into attending, taking time out of their busy schedules to prepare the trucks for the show, as well as having them off the road for the day.

PH OT O: R OB VA N DE R HOE K

P HOT O: R OB VA N DE R HOE K

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The industry turned up en-masse for a show that’s growing with each year.

Wairarapa’s Beale Transport are big supporters of the annual Tui Truck Show & Shine.

RESULTS Tui Truck Stop Show & Shine 2019 Category Star of the Show

“The drivers and the companies make such a big effort and I’m blown away when a company like Menefy Trucking Ltd from Palmerston North turn up with almost their entire workforce.

They come along every year and this year they brought 16 trucks. We also have a lot of local support with Wairarapa’s Beale Transport too.”

This year for the first time a trophy for the Star of the Show was awarded.

Named in memory of Pahiatua truck driver Lincoln Johanson who died in February 2018, the trophy was jointly awarded to three stunning trucks entered by HES Earthmoving of Takapau.

“We were good mates of Lincoln’s and the trophy is awesome,” said Josh Allen, one of HES Earthmoving’s drivers. “We knew him and he was an amazing man, and to win this amazing trophy in memory of him is unreal.” 

People’s Choice Best Fleet DAF ERF Freightliner Hino International Isuzu IVECO Kenworth Mack MAN Nissan Scania Volvo Western Star Other Furthest travelled

Truck KW T909 (2018) KW T904 (2003) KW T909 (2019) Caterpillar CT (2014)

Company HES Earthmoving

CHM Contracting Menefy Trucking Ltd XF105 (2018) Gundy Transport C Series Tractor Shed Museum Argosy (2006) Mainfreight Hino FS (2005) Stone Contractors 9870 (2018) Awe McNicol C Series (2017) Beale Trucking Tracker (2018) McAuley’s Transport T610 SAR (2018) Cox Heavy Salvage R686RST (1980) (Not supplied) TGX (2016) McAuley’s Transport Nissan PK220 (2002) Beale Trucking Scania R (2015) Blue Ice Volvo FH540 (2019) Menefy Trucking Ltd 4864FXC (2018) McAuley’s Transport CAT CT (2014) CHM Contracting Toby McLean Mainfreight Pukekohe

Representative Bevan Todd

Aaron Booker Bryan Menefy Dave Sally Lett Lincoln Bruce Justin Glover Zac Brausch Gordon Hanson Nigel Hargreaves Greg Cox ‘Mouse’ Denis Witinitara Regan Beale Laurie Coyle Stan Nowak Jeremy Hodson Aaron Booker

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Menefy Trucking

This Kenworth K200

Limited brought

was from Mark

along 16 of their

Pittar Transport.

trucks and owner Bryan Menefy is pictured accepting the Best Fleet award.

A 1979 Mack R797 owned

by Bryan Wood of Ongarue Transport.

Yellow and red are always a winning combination when the sun hits them, and Murdoch Transport’s trucks were no exception.

The inaugural Star of the Show trophy was jointly awarded to three HES Earthmoving trucks. From left Bevan Todd, Jack Satherley (holding the trophy), David ‘Peachy’ Peters and Josh Allen.

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INTERNATIONAL TRUCK STOP

Building America Story and photos by Niels Jansen

For 70 years the green livery of Geo M. Brewster & Son Inc was synonymous with road infrastructure projects in the US North East. Sadly the famous machines and Bulldog fleet would not stand the ultimate test – time.

G

eo M. Brewster & Son Inc. of Bogota, New Jersey, is a name closely connected with a number of last century’s large road building projects in the Eastern United States. The family firm was founded in 1894 by George M. Brewster from Alpine, New Jersey. When George died in 1930 his son, William J. Brewster, became the president of the company. Under William’s direction the general contractor grew to become one of the largest in New Jersey and the

neighbouring states. Before the turn of the century George had worked with horse teams and carts, but by 1918 the company already possessed a whole fleet of ‘motor trucks’ to transport the gravel, rock and sand. When Brewster won a number of important road building contracts in the 1920s, the purchase of motorised equipment was further accelerated. One of those contracts was a multimilliondollar job in 1927/28 working as a contractor on the building of the toll plaza and slip roads for the George Washington Bridge across the Hudson River. By the 1930s and 40s, Brewster, among others, was busy on a number of large dam and causeway projects in the states of Ohio, Massachusetts and Pennsylvania.

Over the years, Mack trucks had played an important role in this success story. The first Bulldog dump truck was purchased in 1928. The 7.5-ton AC model had chain drive, a 7-speed transmission, double chassis rails, and a steel Heil rock body.

Within two years the Brewster fleet comprised almost a hundred motor trucks. Almost all were dump trucks and, surprisingly for the time, they were each washed after a tough working day.

Quality was a hallmark of the Brewster company,

Above: A Brewster tyre truck in 1946 at work in Avoca. [Poor bloody fleeties!

What’s changed in 73 years? We hope ol’ mate didn’t eventually lose his scone – Ed] Right: A view from 1954 of Brewster’s modern workshop in Bogota.

Left, (Top) A Mack BX dump truck of 1937 vintage. (Bottom) For a large contract in 1951 Brewster bought another 33 Mack LJSW trucks, but this time diesels.

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WWW.GOCLEAR.CO.NZ In 1946 the family firm invested in 30 new gasoline powered Mack dump trucks.

and only the best equipment was good enough. For excavating and crane work, diesel-electric Marion machines were the preferred option, but not unusual for the 1930s, steam diggers were also still in use.

Around 1936 much of this equipment and more than a hundred Mack trucks were put to work bridging the Hudson River in New Jersey. Brewster machines and trucks removed nearly two million cubic metres of rock and stones. The AC Macks played an important role in this.

William J. Brewster remarked: “The Bulldogs kept on going

when they ploughed up to their axles through the mud and had to conquer the steepest inclines.’’

Following the great Depression in the US the lucrative contracts came in again, prompting Brewster to buy new plant and construction equipment continuously. Forty-five Lorain excavators, cranes and draglines joined the fleet up to 1939.

The company also invested in new bulldozers, shovels, graders, compacters and asphalt machines in various sizes and from different manufacturers. To speed up off-highway shale, clay and rock hauling, a number of big articulated Euclid Bottom Dumps and Rear Dump trucks appeared in Brewster colours.

World War II meant a halt to proceedings as nearly all equipment was called upon to help build new airports, depots and defence grounds for the army and navy. The most talked about project after the war was their participation in the construction of the New Jersey Turnpike that opened in 1951.

In those days Geo Brewster & Son possessed more than 600 pieces of equipment and vehicles, and at the firm’s home in Bogota, New Jersey, there were modern offices, workshops, and storage depots, plus a large asphalt and concrete plant.

Post-war Mack continued to be the preferred choice for new on/off-highway trucks. In 1947 30 new LJSW model dump trucks with gasoline 6-cylinder engines were bought, plus two LMSW-M heavy haulage diesel tractors and one 3-axle LMSW flatbed truck. Also purchased around this time were a number of EQU model semi-forward control chassis that were employed as fuel tankers and small equipment transporters. For infield maintenance of construction machines, a heavy 3-axle EQSW conventional with special bodywork was put into service. When Geo Brewster in 1950/51 became the leading contractor for the New Jersey Turnpike, another 33 Mack LJSW dump trucks were purchased, but this time with diesel engines. In addition, 10 6x4 White WC-series chassis with 10-yard Heil dump bodies joined the dark green painted Brewster fleet.

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At one point also some White WC series

In the late 1940s a 35-ton Mack LMSW-M flatbed truck was

dump trucks joined the fleet. This one is seen

bought for heavy on/off-highway work. Right: This Mack ad

working from a quarry in Oriskany Falls.

from 1954 gives a good impression of Brewster’s involvement in the construction of the Garden State Parkway.

It all looked like the family firm was in for a bright future, but after decades of constant growth the New Jersey contractor ran into serious financial problems around 1953 during the construction of the Palisades Interstate highway on the border of New York State and East New Jersey. In May 1956 a new company was formed as a subsidiary, called Equipment Company. Under its wings also operated the transport division EF Trucking. The latter had taken over part of the wheeled Brewster fleet. However, until 1959 the three affiliated

companies could still be seen working together on the new George Washington Bridge. What exactly happened thereafter is poorly documented, but records show that in 1964 all Brewster shares and equipment were auctioned off in the cities of Bogota, Camden and Teterboro, New Jersey, and so ended the story of the once so successful general contractor and Mack truck operator.  Author’s note – With special thanks to Thomas Gatens.

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EVOLUTIONS – the cabover story PART 1

Story and photos by Howard Shanks

In the ever-increasing multicombination market, Kenworth’s cabover is the industry leader.

What has made Kenworth’s COE the preferred choice with many leading fleets for decades? It’s a task we gave Howard Shanks.

W

ith the introduction of multi-combination vehicles in one form or another intergrating into high density urban environments over the past few decades, many industry commentators have long speculated that Kenworth’s high horsepower cabover just happened to be in the right place at the right time. The set forward front axle that enabled it to fit snugly

in front of B-double trailers with optimum axle weight distribution, and high productivity PBS (Performance Based Standards) put the Kenworth COE in the box seat. Perhaps it was luck, but more than likely it was good management.

Kenworth is renowned for its ability to read and forecast market trends, quickly delivering a product that fits the bill.

David Harmsworth, general sales manager – Kenworth, attributes this strength to Kenworth’s engineering department, the presence of the factory in Bayswater, and the no compromise policy of delivering quality.

For the best part of five decades the Kenworth cabover has stood the test of time, won over the hearts of many, and continues to remain at the forefront of the industry. At this point it is probably worth noting that the Australian cabover Kenworth is still the only locally designed and manufactured COE. Testament to Kenworth’s capability is its leadership in the heavy-duty sector that shows total deliveries in excess of 1980 units for 2016, 2355 units for 2017, and 2946 units for 2018, which equates to 20.5 percent of the heavy-duty market.

The K200 profiled against its predecessor, the K123.

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The K Model Kenworth must be one of the most successful evolutions of a theme in design history.

The driver’s life in a K200 is a far cry from where it all began.

If current trends continue, Kenworth will finish 2019 in a similar position; suffice it to say that the cabover model makes up a significant part of the factory build.

To fully appreciate some of the reasons why this model has made such a significant impact in this market, David arranged an expedition to investigate the platform from which the current K200 evolved. More importantly, the expedition highlighted the many changes that set today’s cabover apart from those of previous models. Joining the expedition team for the on-road leg was Australia sales director Brad May. First port of call, the PACCAR parts warehouse. Inside, a number of COE cabs were lined up. From a distance, with an untrained eye, one may be forgiven for assuming that they are all the same. On closer inspection however, these cabs vary greatly. Take the cab for a 1975 model K125 – the radius around the front is tighter than later models and the headlight cavity is smaller. The radiator opening is also smaller, to accommodate a 7742cm2 (1200in2) radiator, and the windscreen stands up straighter. The sleeper area is also smaller, with a 1930mm (76in) BBC. Move along the row to a cab from the 80s and the evolution starts to unfold. The headlight surround and radiator opening both get larger. The front radius is also more generous. While changes to the cabin continued, they were subtle. It isn’t until the K100G that they become more obvious. With this model the introduction of the dual skin tunnel ducts providing noise and heat insulation at the front is now apparent. Other changes

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The Kenworth K123 was a simple beast both inside and out, but laid down the roots of success few other trucks can match.

are the increased slope of the windscreen and larger front radius with headlight capacity for dual seven-inch round lights.

The deep windscreen and higher roofline make the K100G cab sit taller than its predecessors, providing improved headroom.

Cabin suspension is another area that has evolved through time. The solid rubber cab bushes used in earlier model COEs were updated in the early 90s with the bell crank spring dampener mechanism. This greatly contributed to ride improvements and reduced fatigue, while still maintaining good road feel.

In their un-trimmed state it’s easy to notice the structural changes that have occurred throughout the generations of COE that better enable them to withstand the rigours of years of punishment in Australia’s harsh operating conditions.

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When discussing the life expectancy of a Kenworth truck, David noted that Kenworth Australia has built approximately 60,000 units over 40 years and of those, an estimated 36,000 are still registered. That means that 60 percent of the trucks built at the Bayswater factory are still working. A noteworthy feat in anyone’s books, that gives credence to Kenworth’s slogan ‘Australian made, world’s best’.

A few days later at a local truck show, the evolution of the cabover model is quickly apparent when they are parked side by side. One of the biggest improvements in the evolution is the driver’s enviroment. The new K200 cabin has industry leading creature comfort for long haul drivers, along with enhanced safety features, but more on that and the specs of these old COEs in Part 2. 

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LIGHT COMMERCIAL TEST

Sprint into tomorrow Story and photos by Jacqui Madelin

Mercedes-Benz’s latest Sprinter introduces infotainment and safety tech only found in its newest cars – until now. We try one, with just one of a seemingly infinite array of after-market options to ease your work week.

T

his latest Mercedes Sprinter landed in New Zealand in October, but it took until now to get our hands on one, and it’s a dealer demonstrator – as you’ll see from the decals.

The different body lengths and heights, drive configurations and cab designs mean that in theory there are 1700 different

Sprinter design minimises sheer size – that rear sliding door is 1260mm wide.

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Sprinter variations, with the panel van, minibus and cab chassis versions already here, and tractor head variants arriving this year.

We opted for a front-drive, medium-wheelbase panel van – with an all-new front-drive system, though there are also rearor all-wheel drive versions. Front drive allows a payload that’s 50kg higher and a loading sill 80mm lower; a bonus especially for those needing frequent access, or being shorter of leg, like our tester.

Our test vehicle had the newly developed 9-speed auto with paddle shift – there’s also an equally new 6-speed manual available. Up front, there’s the 2.1-litre 4-cylinder 105kW (141hp) diesel – though we could also have opted for an 84kW (113hp) 2.1, a 120kW (162hp) one, and a 140kW (188hp), 3.0-litre 6-cylinder.

Mercedes refers to this look as a ‘reinterpreted design’, but few will be carefully comparing exterior features between this Sprinter and its predecessor. What they’ll be more impressed by is the cabin, and the driver-focused technology.

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Sprinter brings car infotainment systems to vans, complete with large touchscreens.

Steering wheel buttons include a tiny swipe pad left and right to control different options with a single thumb swipe.

Today’s Sprinter is packed with stuff you expect from the brand’s cars. That includes small swipe pads on the steering wheel to navigate up, down or sideways through menus, and a touch-screen – yes, there are still buttons for frequently used tasks, but you’ll soon forget them, so simple is the touchpad and steering wheel system. The latter scrolls through information on the central instruments screen, the former on the 7-inch infotainment screen.

Then there’s all the safety guff. Our chosen variant retails at $60,134, or $69,154 including GST – the $53,742 Sprinter that starts the line-up is a before-GST cab-chassis.

For that you get push-button start, the multifunction steering wheel that adjusts for rake and height, semi-automatic air con and cruise control. You get a storage area for documents above each sun visor, and a lift-up lid on the dash-top to hide your cell phone and deliver the 12V charger, and the plugs for USB and to access Apple CarPlay or Android Auto, either of which lets you use all the phone functions via the infotainment screen – which will mirror your cell phone’s screen.

We didn’t use that facility, but stuck to Bluetooth handsfree, fast to connect and easy to use, with a clear microphone.

You can see a voice-control button on the steering wheel, that doesn’t work here unless you’re using Apple CarPlay/Android Auto – or you’ve optioned up to the 10-inch screen with the Satnav that comes with it and accesses the Traffic Sign Assist.

The upgrade will do a lot more than that – you’ll voice control such a huge array of stuff, switching it on via the phrase “Hey

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Mercedes”. You can even complain of cold and have it turn the temperature up for you…

But back to general spec, and now factor in levels of safety and security tech enough for an HR manager’s nirvana, certainly if safety in the workplace is as important to them as it will be to the driver using this van.

The list includes Attention Assist, Hill Start Assist, Acceleration Skid Control, Brake Assist of course with ABS and ESP, Crosswind Assist, Enhanced Understeer Control, Load Adaptive Control, Rollover Mitigation, Roll Movement Intervention, ESP Trailer Stabilisation, and of course an excellent reversing camera with useful guidelines which curve as you turn the wheel so you know exactly where you’re heading. Sadly there’s no space here to describe them all in detail, but suffice to say this Sprinter will help an average driver avoid skidding, rolling, yawing, blowing across the road in a gale, or fishtailing with a trailer hooked up.

Option packs come with stuff like Active Distance Control which will automatically maintain distance from the vehicle in front to reduce stress on drivers in motorway or stop-go traffic ($1314 incl GST), the excellent Blind Spot Assist which warns if something’s in a vehicle’s blind spot – especially useful in panel vans ($704 incl GST), Active Lane Keep Assist which uses pulsed vibration of the steering wheel to tell you if you’re drifting, and will even use one-sided brake interventions to help return to lane ($683 incl GST), and a 360-degree parking camera ($1668 incl GST).

Our test vehicle also showcased a Simpleco storage set-up

by Sortimo, with lightweight racks to hold a wide variety of shelves, containers and drawers, with pull-out tool and component cases and all sorts, each using a simple slot-in system which prevents anything sliding out. Robust, and easily

removed – upgrade your van, carry the kit across. Good stuff.

As for piloting it, this Sprinter is as close to driving a passenger car as anything this tall and long can be. There’s a little travel in the accelerator pedal before it picks up – which you’ll be used to within the first few kilometres. Otherwise, anything you need to access in terms of accessories is easily in reach, there are plenty of storage spaces, travel is about as quiet as any large van – and the sound system ably overcomes it when listening to the radio, or managing phone calls. Sprinter has cup holders in sizes for cans of energy drink, takeaway coffee cups and standard water bottles.

The only problem we encountered on a mixed test drive of motorway and open road, industrial estate and urban gridlock plus hilly, bendy rural roads, with a bit of gravel thrown in, was the usual blind spots on acute junctions that driving any

Mercedes-Benz Sprinter FWD

SPECIFICATIONS

PANEL VAN 2.1L Front WD 9-Speed Auto Engine:

2.1-litre 4-cylinder

Kerb weight:

2060g

Fuel tank capacity:

65 litres

Gross vehicle weight:

3.49 tonne

Power:

105kW (141hp) at 3800rpm

Cargo length:

3272mm

Torque:

330Nm (243lb/ft) at 1400 to 2400rpm

Cargo width:

1787mm

Claimed fuel economy:

8.1l/100 combined

Cargo height:

1789mm

Transmission:

9G TRONIC 9-speed auto with paddle-shift

Cargo capacity:

9.5 cubic metres

Suspension:

MacPherson front, rigid axle rear

Towing braked/unbraked: 2000kg/700kg

Wheels/tyres:

16-inch steel wheels with 225/65R16 front and rear

Length:

5932mm

Wheelbase:

3924mm

Brakes:

Tandem 10-inch T 26.99x48

Width:

2345mm including mirrors

Stability/traction control:

Yes

Height:

2635mm

Airbags:

2

Seats:

Three – one for driver, bench for two passengers

Max payload:

1440kg

Options fitted:

After-market Simpleco by Sortimo lightweight

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WWW.GOCLEAR.CO.NZ Simplico racks and drawers

by Sortimo – many configurations of workstation and racks are available.

panel van involves. Otherwise, the enormous mirrors and the reversing camera do their best to keep you grounded.

We weren’t able to sample Sprinter loaded as our usual 500kg pallet wouldn’t fit alongside the equipment racks, but based on past performance, there should be few complaints.

Except, that is, from anyone missing the good old days, when windows steamed up, there was nowhere to put your drink, and you had to be an expert on brake and throttle to manage inclement weather and slippery roads. 

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Finally, the Safety MAN crossed over the Alps to visit the West Coast of the South Island. We couldn’t make it last year, so the team was very keen to get there. It’s hard to choose schools as they all want a visit, and due to our time constraints and budget we can only fit in a couple at a time. The lucky schools on this trip were Grey Main and St Patrick’s primary schools.

The engagement of the students always surprises us, and there is huge excitement when the truck pulls in. It has such a strong presence. Just under 600 students participated in the programmes in two days, including their teachers and helpers.

The weather was kind, and in between showers we were able to get all the students through the tractor unit.

HEALTHY TRUCK DRIVER TOP TIP Exercise is not just for losing weight. Regular exercise has a huge range of benefits that can improve your day-to-day life. Even just 30 minutes a day can improve your digestion, increase your energy levels and alertness and improve your memory and attention span, as well as help prevent other serious health issues such as heart disease, dementia, stroke, diabetes, depression, obesity, and high blood pressure.

Exercise is extremely important, especially if your job involves sitting for long periods or working at night. Getting up for a short walk and a stretch can help keep you focused and alert. Try setting a timer for regular breaks and stick to it!

SAFETY MAN VISITS WEST COAST

In preparation for our visit the schools were sent information about the Safety MAN. All the teachers had talked about road safety prior to our visit and had plans to carry on the discussion after we left. Teachers were taking photos and videos and sending them straight to the parents through a school community blog live as it was happening.

Technical questions about the truck are so much fun when a young student is intrigued. You find yourself talking about potential career options even though they are only five years old. I am sure there is an interesting conversation had over the dinner table when the five-year-old tells Mum and Dad they going to get their class 5 licence so they can drive a 640HP MAN truck.

The kids at Grey Main School in Greymouth really enjoyed the video and exploring the mobile classroom.

If you would like to make a donation to support the Safety MAN please contact us.

The Safety MAN has a new goal to reach 100,000 people and we need your help!

Carol McGeady 03 349 8070 | 021 252 7252 carol.mcgeady@nztruckingassn.co.nz

WWW.ROADSAFETYTRUCK.CO.NZ To book a visit from the Safety MAN please email contact@roadsafetytruck.co.nz Making heavy vehicle fleet management easy for you

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

Two panel sessions of key industry providers and operators will share their views and experience on the program subjects and will discuss how infrastructure frameworks are keeping up with facilitating these initiatives

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INDUSTRY UPDATE

Proposed changes to the

driver licensing system

T

he NZTA has released the yellow draft of the amendments to the Driver Licensing Rule. A yellow draft is released for public consultation prior to the final analysis by Government, and the signing of the rule by the appropriate minister.

The release of this draft follows the analysis of the submissions received on a discussion document on amendments to the rule released in April 2016. There are 10 proposals in the draft rule, two of which will, if the proposals go ahead as written, have an immediate effect on the road transport industry.

The most significant change proposed is to remove the waiting time between getting a learner licence and when you can get the full class licence.

Proposal 2

Simplifies progression through the heavy vehicle licensing classes. Class 3 licences will disappear; these are not a requirement to move from class 2 to class 4 now, and there are few licence holders who have this class as their highest class of licence.

The most significant change proposed is to remove the waiting time between getting a learner licence and when you can get the full class licence. Currently, you must do an approved course to reduce this waiting time. In addition, there will be only one learner licence; for classes 2, 4 and 5 learner licences will disappear, but you will still have to do a theory test before you can sit the class 5 full licence test or complete an approved course.

The full licence tests and approved courses will be brought more in line with each other.

It’s worth noting the RTF, among others, believe it’s a pity that the repeated calls from the industry to have just two classes of heavy vehicle licence, a class 2 (rigid) and class 5 (heavy combination), have again not been listened to.

Proposal 3

Removes the requirements for special-type vehicle endorsements, (wheels, rollers, tracks and forklifts).

These proposals do present an opportunity for the industry to become more involved in training its drivers for the future.

This comes about because the proposals for getting a heavy vehicle licence do allow for a person who holds a full class of licence to drive a vehicle of a higher class, provided they are accompanied by a supervisor. Simply put, a person who holds a

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New Zealand Trucking

full class 2 licence can drive a vehicle requiring a class 4 licence until they qualify to sit the full licence test or complete the course, so long as they are accompanied by a supervisor. The same principle applies to the holder of a full class 4 licence.

Once the person has held the full class licence for six months (or three months if they are over 25 years of age), they can sit the full licence test or complete the course.

The removal of the special-type vehicle endorsements puts a greater emphasis on operators to make sure their drivers, who may operate a vehicle that currently requires one of these endorsements (W, T, R or F), are adequately trained in the safe use of the vehicle as required by the Health and Safety at Work Act, and for keeping records of the training.

May 2019

IT IS TIMELY to remind ourselves that one of the general requirements placed on all holders of a land transport document by the Land Transport Act (a transport service licence is a land transport document), is to provide training and supervision (see 5(b) in the link http://www.legislation.govt.nz/ act/public/1998/0110/latest/DLM434507. html?search=ts_act_Land+Transport_resel_25_a&p=1). This requirement is not new and is supported by other legislation such as the Health and Safety at Work Act, but it is something we all must be aware of and comply with.

Timing

In the Cabinet paper accompanying the draft, the Associate Minister for Transport Julie Anne Genter says she expects to report back to Cabinet on the results of the consultation in June this year and make the amendments to the rule in September. This suggests an implementation date late this year or early 2020.

Until the amendments to the rule are in effect, the current requirements still stand, including making sure you have the correct endorsements on your licence if driving a special-type vehicle on the road.

The yellow draft, overview of the proposals and other related documents are on the NZTA’s website https://www.nzta.govt. nz/about-us/consultations/land-transport-rule-driver-licensingamendment-2019/ 

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TECH TOPICS

The Roadranger gearbox has traditionally been to truckers what the Estwing hammer was to an old-school chippie. However, like the arrival of the Paslode nail gun, the AMT transmission has transformed what was once one of the craft’s yardsticks.

Advice on how to swap gears in an 18-speed Roadranger

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

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

W

hen Merle Haggard penned the words to his famous single that paid homage to the truck driver, Movin’ On, in 1975, he captured the real spirit of trucking that still holds true today: “the white line is the life line to the nation”. That song became the theme song for the NBC-TV hit series Movin’ On in the mid-seventies.

To a certain degree, his line, “Jammin’ gears has got to be a fever, ‘cause men become addicted to the grind” … is true for many drivers, however when Merle Haggard penned those words “Jammin’ gears”, it was the slang reference of the

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time used to describe the action of changing gears in crash or constant mesh gear boxes, which old seasoned truck drivers mastered, slipping each gear change through smoothly and silently without any grating sound.

Swapping gears in a Roadranger transmission is a skill that professional drivers pride themselves on.

“Jammin’ gears”, is not, and never has been, the method of how it is done; although if you stand at a roundabout or any major intersection for half an hour, you’ll hear plenty of gears being jammed.

Basic operation

Models in this series provide 18 forward speeds and four reverse, consisting of a 5-speed front section and a 4-speed auxiliary section. The auxiliary section contains LO and HI range ratios, plus a splitter gear.

The LO position in the front section is used only as a starting gear; it is never used when the transmission is in HI range.

The other four ratios are used once in LO range and once again in HI range.

However, each of the five ratios (LO-1-2-3-4) in LO range and each of the four ratios (5-6-7-8) in HI range can be split

WWW.GOCLEAR.CO.NZ with the splitter gear, giving a total of 18 different ratios.

After shifting out of the LO position, you use the repeat ‘H’ shift pattern. LO range and HI range are selected with the range lever, commonly located at the front of the gear selection knob. It is used once during the upshift sequence and once during the downshift sequence.

Range shift

Always preselect the range shift just before making the selection. After preselection, the transmission automatically makes the synchroniser range shift as the shift lever passes through neutral. Preselecting all range shifts prevents damage to the transmission and provides for smoother shifts.

Splitter shift

When in LO or HI range, the ratios can be split by using the splitter control button.

The LO range ‘L’ split (rearward position) provides LO through 4th; the LO range ‘H’ split (forward position) splits each of those speeds (providing 10 ratios in LO range). The HI range ‘L’ (rearward position) provides for 5th through 8th; the HI range ‘H’ (forward position) splits each of those speeds (providing eight ratios in HI range). In total 18 progressive ratios can be obtained.

Clutch brake

(Used with pull-type clutches) – the clutch brake is applied by fully depressing the clutch pedal to the floorboard. When applied, the brake slows down and can stop the transmission front box gearing. It is a disc-type brake incorporated into the clutch and transmission drive gear assemblies.

Never use the clutch brake when upshifting or downshifting.

Use only for initial gear engagement when the vehicle is standing still.

Double-clutching procedure

1. Release accelerator.

2. Depress clutch pedal slightly to break torque enough to move the shift lever to neutral.

Note: Avoid depressing the clutch pedal too far and contacting the clutch brake.

3. When the shift lever is in neutral, let up on clutch pedal.

Note: Engaging the clutch with the shift lever in the neutral position connects the transmission input gearing to the engine. This allows the operator to speed up or slow down the transmission input gearing to properly match the desired gear speed to the current road speed. a. For upshifts – allow engine RPM to decrease to match road speed. b. For downshifts – increase engine RPM to match road speed.

4. At the correct engine RPM, depress the clutch pedal slightly and at the same time, move the shift lever into the desired gear.

5. Let up on the clutch pedal and apply accelerator.

Skip shifting

Skip shifting is an important technique to learn because it will save you a lot of work, energy and fuel! At the end of the day,

Above: Range change and splitter functions.

Right: Roadranger 18-speed shift diagram.

if the only gear changing you do is step shifting (going through each gear on the way up and down), then you will be changing gears up to 1200 to 1400 times a day. That is a lot of expended energy. By integrating skip shifting into your repertoire you can reduce your gear changing by up to 50%.

To skip shift successfully you will need to do as follows: 1. Accelerate the engine to 1700rpm.

2. At 1700rpm, simultaneously release accelerator, depress clutch and move gearstick to the neutral position.

3. Release clutch and position gearstick over the gear you are skipping to.

4. When engine revs have dropped to 1000rpm, depress clutch and move gearstick into gear. (If the revs drop below 1000rpm, release clutch, rev engine to 1500, depress clutch and put into gear!)

5. Release clutch smoothly.

Remember! Skip shifting is always done by moving the gearstick in the same plane, i.e. from left to right and right to left (not fore and aft).

You can skip from 1st to 3rd, from 3rd to 5th, from 5th to 7th (all the odd gears are in the forward part of the shift pattern), or from 2nd to 4th, from 4th to 6th from 6th to 8th (all the even gears are in the rearward part of the shift pattern).

It is important that when skip shifting you do not attempt to put the gearstick into gear too early. When you make a step shift (the next gear in progression), the emphasis is on making the change quickly (on a count of 1, 2).

Skip shifting is different. If you make the change too quickly the gears will clash and you’ll hear the grinding sound, so one of the easiest ways to ensure a smooth change is to say to yourself “out wait in” as you are changing gear, and move the stick into gear as you say “in”. Another way is to count “1, 2, 3” – this will give you the time frame required for the gears to mesh without clashing or grinding. 

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FUEL FOR THOUGHT

Taking the slippery path

By Russell Walsh

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

R

educing the influence of aerodynamic drag when a truck moves through the air has occupied the minds of designers for years. Pushing through the air creates an increasing resistance on the truck and trailer, not to mention every appendage bolted to or hanging off it, as does the turbulence in their wake. The slowing effect must be overcome or at least minimised to allow the vehicle to accelerate and then keep moving. Over the years there have been many ideas dreamt up to overcome the effect of air on a moving vehicle, some of them bordering on the bizarre.

Kenworth has offered operators here slipperier options. Here a T604 in the early 2000s in the Provincial Freightlines Ltd livery.

The physics…simply

As the truck moves forward it has to break up the compressed air (pressure drag) in front of it. This broken air flows down the side of the truck and creates an area of low pressure behind the body of the truck or trailer as the air particles are spread out behind (turbulence). This turbulence has the effect of creating a low pressure area and suction that holds the truck back, which the higher pressure around the body tries to fill.

We feel a similar effect every day in our weather, as wind. Air from high pressure areas moves and tries to fill in low pressure areas. Sometimes we use it to our advantage. Aircraft use the same effect of differential air pressure to get off the ground and keep flying.

Reducing the effects

Today’s trucks are designed to reduce as much drag as possible but there are limitations to what can be achieved practically.

There are many products on the market now designed to reduce aerodynamic drag; some work, many don’t. To optimise cost/return benefit, the best time to consider fitting these

devices is when speccing a new truck or trailer. The types of devices that have been shown to reduce drag in the right applications include rooftop deflectors, side skirts, and covers over bin bodies. Reducing the air gap between trucks and trailers also helps.

Rooftop deflectors/side skirts – ensure these devices are adjusted correctly. They should direct the air to flow up and over, and around the cab and body. A good indication of an incorrectly adjusted roof deflector are dead bugs along the top edge of the body. Side skirts must be kept in good order to be effective.

Bin body covers – must be closed whenever the truck is moving, regardless of whether you are carrying a load or not.

Mitigating unwanted influences

Curtainside vehicles – curtains must be kept tight, as loose curtains disrupt the airflow and add to drag.

Flat-deck vehicles – try to keep the load as close to the cab as possible as this helps to smooth airflow. Keep tarp jobs tight and tidy, and remember, a rooftop deflector on a flat-deck vehicle not loaded to maximum cube often may be a decorative expense only, ironically adding to aerodynamic drag.

How much fuel can you save?

The vastness of the US means aerodynamic aids can be a huge factor in running costs, A Freightliner Cascadia in Kansas with tractor and trailer aero-kit.

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Overseas research has shown that fuel savings in the vicinity of 10% are possible at open road speeds from a truck that is fully equipped with aerodynamic equipment, so the investment could be worthwhile, although what has been achieved overseas may not be fully realised in New Zealand conditions with our lack of long running and stop-start nature.

Reducing your fuel use is a result of many things, some of which may be more effective in your business than others, and fitting aerodynamic equipment is just one of them. Their potential, however, may not be fully realised if your maintenance is not up to scratch, your driver does not practice fuel efficient driving techniques, or the nature of your operations do not lend themselves to optimising airflow. 

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TRUCKERS’ HEALTH

Baby steps in big rigs

B

eing healthy isn’t about going to Kmart and buying 30 ClickClack containers and filling them with boiled broccoli and chicken breasts – it’s about making small but important steps towards being a healthier version of yourself.

When I first jumped on board the health train I decided to cut down the sugars in my coffee. I would have three coffees a day with two spoonsful of sugar in each (six teaspoons of sugar just from my coffees!). I weaned myself down from two teaspoons to none at all. My first cuppa with no sugar was absolutely horrendous – but I grew to love the strong coffee taste and have never looked back.

Being a trucker, or in any occupation where you spend a large part of your day traveling, can make preparing meals and making healthy choices really difficult.

The glow of the Golden Arches and the smell of a freshly cooked pie at a bakery can pull at your heart strings and your hunger pangs – but there are always healthier options at your disposal.

Granted, you may not have the time or energy to prepare a quinoa, kale, rocket, feta, and tofu salad in the morning – but that doesn’t mean you can’t enjoy nutritious and delicious meals on the run. Some healthier options out on the road might include Subway or Pita Pit. They have a huge range of meat, salad and wrap options to choose from, so you can make your grub exactly to your liking. Although bakery pies are 80% pastry and yellow in colour, there are some healthier options such as filled rolls or wraps – try and opt for wholegrain over white breads where you can.

Keeping hydrated while out on the road is crucial as well. I understand that tiredness can come into play with long hours driving and concentrating

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“Twenty-five kilograms down and feeling happier, healthier and stronger than ever! All of my ‘baby steps’ helped towards achieving my weight loss and fitness goals and inspired me to become a personal trainer so I could help and encourage other people to do the same.”

– but it is so important to choose the right things to keep you hydrated and sustain your energy levels. Though the temptation of having an energy drink to pep you up may be very real, the reality is that you may feel energised and invincible for about an hour and then your energy levels crash and burn something fierce. In terms of hydration, absolutely nothing beats good old H2O. If you find water boring or tasteless, you can always opt for the flavoured water varieties. They do have a bit more sugar – but much less than that of orange juice or fizzy drinks.

Having cab snacks on hand is a great way to curb hunger and cravings while you’re cruising the countryside.

I refuse to leave on a road trip without my compulsory road snacks as I am a hungry critter and need feeding every few hours like a young lamb. Some healthy options for cab snacks are fruit, nuts, and crackers such as rice or corn thins.

If you choose one small thing each week that you would like to work on,

in three months’ time you will have taken 12 amazing baby steps that have amounted to a huge change in your health. But because you made small, gradual changes, you won’t feel as though you have deprived yourself and gone from eating whatever you like to living off celery in a matter of days.

What is your first baby step going to be?

Let me know how you go – flick me an email: laura@tcafitnessclub.co.nz 

Laura Peacock Personal trainer TCA Fitness Club

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HEALTH AND SAFETY

Fatigue, logbooks and accountability

T

should be ensuring that dispatchers are aware of the drivers’ he media has been reporting that some transport hours and that they do not breach these. Employees should be organisations are having trouble with meeting their encouraged to speak up if they are asked to undertake work logbook requirements, thereby raising concerns about that might cause them to exceed their hours. A way to monitor maintaining their transport service licence. excessive hours is to check drivers’ timesheets. Drivers are less Logbooks were developed to manage drivers’ fatigue by likely to falsify their timesheets than their limiting the number of hours they can logbooks. work, and the breaks they must take Managers need to be accountable for within the working day/week. Failure to the actions of their workers. Although manage work time hours can result in How can Safewise the Health and Safety at Work Act has fatigue, which can contribute to accidents. help? accountabilities for workers, they will The Land Transport Rule: Work Time We work with organisations usually be following the culture of the and Logbooks 2007 states that drivers that need more health organisation. It is up to the officers to must hand a copy of their completed and safety knowledge, create a culture that supports compliance logbook to their employer within 14 or more time, than they with the law and looking after workers’ days of the end of the cumulative work have in-house. For more health and safety.  period. Employers should be reviewing information, check the this copy as a check that the driver is website completing their logbook accurately and www.safewise.co.nz that they are complying with work time hours as defined by the above rule. The Transport Services Licensing Regulations 1989 require that a transport service licence is held by a senior Tracey Murphy is the owner and manager of a transport organisation. This ensures that senior director of Safewise Limited, a health managers are aware of the requirements that their organisation and safety consultancy. She has must meet. The Health and Safety at Work Act 2015 states more than eight years’ experience that officers (directors or people who have significant influence working with organisations from many different industries. Tracey over a business) must undertake due diligence, which includes holds a Diploma in Health and Safety verifying the health and safety systems are working.

Management and a Graduate These three different pieces of legislation all tie together to Diploma in Occupational ensure workers are safe and legislation requirements are met.

Safety and Health. She is a It is possible, although not legal, that drivers may exceed Graduate Member of New their legal hours, for whatever reason. Employers (or officers) Zealand Institute of Safety Management and is the Waikato branch manager.

23031 DANI1 TRUCKING AD.pdf

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Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: 64 9 379 7658 mobile: 021 326 642 danielle.beston@hobsonchambers.co.nz Referral Through Solicitor Required and Arranged

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May 2019

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LEGAL LINES

A refresher course in contracts – continued

L

ast month I explained that a contract is a legally binding agreement between two or more parties, containing an offer, an acceptance, and consideration, which recognises and governs the rights and duties of the parties to the agreement. I also dispelled the myth that just because there is nothing in writing does not mean that there is no binding contract. You can never be too careful when entering into a contract but there are a few golden rules that are worth remembering before you sign on the dotted line.

The basic rules of entering a contract • • • • • •

If at all possible, put the contract in writing Don’t sign a contract you haven’t read Don’t sign a contract you don’t understand Don’t sign a contract that you don’t agree with Make sure that when you sign the contract you date it Get a copy of what you sign and keep it in a safe place.

They may seem pretty obvious, but if you skip any of these steps then things can become expensive and take up a lot of your time if there is litigation over the meaning of a contract.

Written contracts

think you’re contracting with company A when you’re actually contracting with company B. Obviously, a mistake about who you’re contracting with can have serious ramifications down the track. There’s a big difference between thinking that you’re contracting with a big publicly listed freight forwarder only to find that you’ve actually contracted with a very small subsidiary company should it go into liquidation owing you large amounts of money.

WHEN YOU CONTRACT with a limited liability company, know who the people are behind the company, know who the directors are, and know what the paid up capital of the company is. Is it a company run by reputable people with a good track record? Does it have significant paid up capital or a good asset base? Or it is run by the sort of people whose last three transport companies folded, leaving unsecured creditors out of pocket?

If you’re thinking of contracting with a company then the thing to do for very little money and time is to search the New Zealand Companies Office website. The address is www.companiesregister.companiesoffice.govt.nz. A company search will tell you who the directors of the company are and it will also give you a good idea of the financial position of the company.

If you’re contracting with a company then make sure that the person representing the company has the authority to bind the company. The person you’re dealing with should preferably be a principal and/or a director of the company. If they’re not, then you should get confirmation from a director that the person you’re dealing with does have the proper authority to contract on behalf of the company. 

“Unless there are compelling reasons why it shouldn’t, the court will find that the plain written words are what was agreed to.”

Written contracts can take many forms, from 50 pages to a single page. Whatever the size of the contract, and however many words it has, the same basic rules apply. Remember never to sign anything that you haven’t read, that you don’t understand, or that you don’t agree with.

It’s no use thinking that what is written in the contract doesn’t really matter because you know what you really meant. If the contract goes wrong and a court is called upon to decide exactly what the terms of the agreement are, then the written words of the contract are what the court will examine first. Unless there are compelling reasons why it shouldn’t, the court will find that the plain written words are what was agreed to. It won’t be particularly interested in what one of the parties to the contract thought it meant.

Know who you are contracting with

It sounds obvious to say that you should always know who you’re contracting with, but it is not uncommon for people to overlook this. It is easy to think you’re contracting with an individual only to find it’s a limited liability company, or to

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

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Danielle Beston

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NZ TRUCKING ASSOCIATION

Is the image of the industry good enough?

W

hile at the Australian Trucking Association 2019 conference in Perth recently, I attended a session about Image-Initiatives-Attraction.

The trucking industry here and in Australia needs to improve its image and attract new employees and business owners, including women. The workshop featured some insights from Ellen Voie, from the Women in Trucking Association in the USA, who talked about perception of the industry. She especially highlighted how we don’t celebrate the achievements of women. She said women in management do not ask for promotion, and when they do get a promotion, they don’t negotiate or ask for a higher salary. Men doing the same jobs are often paid more because they have asked for it.

During the session, it was shown that the image of trucking is predominantly men driving trucks. Jodie Broadbent, the national compliance manager from Americold, showed a snapshot of a Google search when searching ‘truck driver’.

The images were mostly male truck drivers, wearing singlets and shorts, standing next to their trucks. While that might be true for a lot of our truck drivers, it fails to show all the female truck drivers out there.

Coralie Chapman, transport scheduler for Linfox (she also won the 2019 National Trucking Industry Woman of the Year), told the group how she entered the industry. Basically, it was one person who spoke to her about it. The industry is built by families introducing the industry to the next generations and that has happened because fathers/mothers have talked to their sons/daughters about trucking. So how do we get kids who don’t have a parent in trucking to know about the industry?

Mainstream media is not always kind about trucks, always reporting truck crashes, which often make it seem that it is the truck’s fault. This negatively affects the image of the industry.

The industry needs to do more with the media; we hardly ever talk about the cool technology or publish the good stories.

It’s obvious that not enough is being done in New Zealand to improve the image of the industry. Before the NZ Trucking Association started organising the Trucking Industry Show in 2014, there was basically nothing going on to celebrate the truck driver and the professionalism that exists in the industry.

Over time the show has grown to become the largest show in New Zealand. It showcases many aspects of the industry, and the introduction of the TR Group Trucking Relay Competition in 2018 was a massive highlight. Competitions are extremely positive for the industry: they encourage friendly competition amongst peers, showcase the operator’s skills, and also provide a public spectacle, which helps to change the image of the industry. The 2020 show has now added more industry competitions for divisions that support, supply or align with the trucking industry. Cranes, forklifts and diggers will all have their special place at the show to showcase their operators’ skills and compete to find the best crane, forklift and digger operator.

When attending workshops like the ones in Australia,

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New Zealand Trucking

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I always like to develop an action plan so that we can put something into place to assist with the image of the industry and the employment of more women.

One idea would be to select one day of the year and invite each country from around the world to post as many pictures on that day as they can, of women in trucks, or women with careers in transport. The pictures could have the common title ‘I AM IN TRUCKING’. Google would capture the images, and when someone is searching in the future, there will be a wider variety of images appearing. 

USA’s Women in Trucking Association The Women in Trucking Association in the USA has a leadership conference in Dallas each year. This year it is September 30 to October 2. The conference is now attracting 1200 delegates and nine countries were represented last year.

Their goal is to ‘Bring gender diversity to transportation’. The Women in Trucking Association is a non-profit organisation with the mission of encouraging the employment of women in the trucking industry, promoting their accomplishments, and minimising obstacles faced by women working in the industry.

At the conference, there are 60-plus educational sessions on critical transportation issues and trends, along with perspectives of women in the industry. There are five educational areas of focus to ensure you receive relevant information that can be invaluable to your career: leadership, professional development, human resources (recruiting and talent management), operations, and sales and marketing, as well as the following breakout sessions: • Tips and success stories from females in the maledominated trucking field • How to improve the driver experience at shipping facilities • Zap the gap: generational differences re-examined • No woman left behind: the mentor factor • Rockin’ your leadership: the three beats that will attract, retain, and inspire your team • Trusting your voice: sort through the clutter and discover clarity, confidence, and direction.

If you are interested in attending this conference as part of an Australian/New Zealand contingent, please contact Carol McGeady 021 252 7272 carol. mcgeady@nztruckingassn.co.nz.

NZ Trucking Association, 23 Islington Avenue, Waterloo Business Park, Christchurch 0800 338 338 www.nztruckingassn.co.nz

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ROAD TRANSPORT FORUM

Driver licensing changes don’t work for industry

L

ike a number of industries, road transport faces a significant workforce shortage. There are many reasons for it, but we do know that the complexity of our driver licensing scheme only serves to perpetuate it.

For 15 years the Road Transport Forum has pushed for reform of the driver licensing system to make it more responsive to industry needs, which is why we are so disappointed at the proposed driver licensing changes announced by the Government in March.

The proposed rule is little more than a recasting of the original discussion document of 2016, offering some small level of improvement to the present driver licensing regime. It falls far short of RTF’s expectations and will do very little to make it easier for young people wanting to get into the sector.

We are disappointed that Cabinet did not see the value in RTF’s carefully considered proposal, which had at its core a simplified and fast-tracked regime where there are three licence classes – class 1, 2 and 5 – gained through appropriate testing and assessment.

A key aspect of our proposed licence scheme is that the class 2 theory and practical skill tests need to be significantly enhanced as part of a more streamlined approach and should be closely aligned to New Zealand’s difficult driving conditions.

RTF also want the mass thresholds related to the licence levels to be widened in scope to make them more applicable to the real world and operators’ needs. The changes the Government is proposing also do not address the fundamental issue: that the present system is far too onerous and expensive for those going through it.

RTF strongly rejects officials’ opinion that our proposal would be costlier and less safe. We cannot see how a streamlined system with three simple licence classes would be more costly than the protracted system we currently have, or that Government is recommending. We also consider our proposal would actually improve safety by separating the incestuous situation where those doing the training also undertake the assessment. Disappointingly, the Government’s proposed changes are silent on this point.

Despite our obvious disappointment, there are some worthwhile aspects to the changes. Those with lower class licences will be able to drive in the next class up if supervised, which should help operators assist their drivers through the licensing classes. The minimum three months wait time before moving to the next learner licence class for drivers over 25

years of age has been removed, which is good, but does not go far enough. RTF believes that to even have a chance of helping to alleviate the industry’s workforce issues, the 25-year-old threshold needs to be brought down to 19. This would greatly assist the pathway from school into the industry.

Overall this is a missed opportunity and will not make the fundamental changes that are required to make the driver licensing scheme responsive to the demands of the 21st century transport environment or relevant to the needs of young people starting out in a career.

RTF will submit on the proposal but we do not expect significant changes to the Government’s package.

Unfortunately, it seems, the die has already been cast.

Conference 2019

In other news, I can finally announce the dates for the 2019 RTF Conference. This year’s conference, which is being organised by RTANZ Region 2 and CARTA, has been pencilled in for Tuesday 24 and Wednesday 25 September at the Wairakei Resort near Taupo. More information on the event will be available on the RTF website and in industry publications in the near future.

Nominations are now open for the 2019 NZ Road Transport Industry Awards and Castrol Truck Driver Hero Award. The awards will once again be presented at a gala awards dinner at the conference. The dinner is a really special event and is a fantastic opportunity to celebrate the outstanding people in our industry.

The nomination process for the awards is very straightforward, so if you know someone or an organisation that you think deserves broad industry recognition, get that nomination in. Entry guidelines and information on how to make a nomination are available through the RTF website.

Nominations are due around the beginning of September, after which time a panel of judges will determine the winners.

Finally, I’m always keen to hear from those of you at the coalface of our industry, so please don’t hesitate to contact me at nick@rtf.nz if you have any feedback you wish to pass on to the forum. 

RTF strongly rejects officials’ opinion that our proposal would be costlier and less safe. We cannot see how a streamlined system… would be more costly than the protracted system we currently have, or that Government is recommending.

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New Zealand Trucking

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Nick Leggett Chief executive officer

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Renault Lander 460.32 8x4 RenaultR620 Lander Scania 8x4460.32 rigid 8x4 Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Nationwide Livestock Ltd Driver Frank Richards Driver Frank Richards Engine: DC16 V8 462kW (620hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: GRS0905R Opticruise 14-speed Transmission Optidriver Transmission Optidriver Rear axles: Renault P2191 R662/R660 Rear axles with hub reduction Rear axles Renault P2191 with hub reduction Body: Nationwide Stock Crates Ltd Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Trailer: 5-axle Palfinger crane Jackson Enterprises Ltd

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Dura-Bright alloy wheels Operation roofing material around throughout New Operation: Livestock movements Operation Carting Carting roofing material around thethe Bay of Plenty area Bay of Plenty area Zealand, based out of Newstead, Hamilton

Renault Lander 460.32 8x4 Renault Lander 8x4 Kenworth T659460.32 8x4 tractor unit Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank PGF Transport Ltd Driver Richards Driver Frank Richards Engine: Cummins X15 Engine 0Xi11, 460hp Engine Transmission:0Xi11, 460hp Roadranger RTLO20918B manual Transmission Transmission Optidriver Optidriver Rear axles: Renault P2191 Meritorwith 46-160 Rear axles hub reduction Rear axles Renault P2191 with hub reduction Rear suspension: Airglide Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000 Stainless steel sun visor, bonnet bug crane Features: Palfinger Palfinger crane Features Disc brakes, Bluetooth, deflector, factory specced in-chassis Features Disc brakes, Bluetooth, Dura-Bright alloy wheels Convair blower unit

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Operator Roadex Roadex logistics Ltd, Mount Maunganui Operator logistics Ltd, Mount Maunganui Operator: IXOM Driver Frank Richards Driver Frank Richards Engine: Cummins X15 Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission OptidriverEaton UltraShift Rear axles: Renault Meritorwith 46-160 Rear axles Renault P2191 with hub reduction Rear axles P2191 hub reduction Rear suspension: Truck body Flat deck with front mounted PK12000 Truck body Flat deckAirglide with front mounted PK12000 Tanks: NDA

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Operator Roadex logistics Ltd, Mount Maunganui Operator Roadex logistics Ltd, Mount Maunganui Operator: Frank Richards McCarthy Transport Ltd Driver Driver Frank Richards Engine: DC16 V8 462kW (620hp) Engine 0Xi11, 460hp Engine 0Xi11, 460hp Transmission: Transmission Optidriver Transmission Optidriver GRS0905R Opticruise 14-speed Rear RBP735 hub reduction reduction Rear axles Renault P2191 with hub reduction Rear axlesaxles:Renault P2191 with hub Body: Hyva hook-lift equipment Truck body Flat deck with front mounted PK12000 Truck body Flat deck with front mounted PK12000and bins Forestry site clearance Operation: Palfinger Palfinger crane crane Features Disc brakes, Bluetooth, Features Disc brakes, Bluetooth,

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Operator Roadex logistics Ltd, Mount Maunganui Driver Operator: Frank Richards N&J Wood Ltd Engine 0Xi11, 460hp Engine: Cummins X15 458kW (615hp) Transmission Transmission:OptidriverRoadranger manual Rear hub reduction Rearaxles axles: Renault P2191 Meritorwith 46-160 Truck body Flat deckTransfleet with front mounted PK12000 Body: Palfinger crane Trailer: Transfleet 5AT Features Disc brakes, Bluetooth, Features: Stainless steel sun visor, painted tanks, onDura-Bright alloy wheels board scales, disc brakes, stone guard, Ali Operation Carting roofing material around Arc alloy front bumper the Bay of Plenty area

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New Zealand has a rich heritage of body and

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

Tight turning Twist Recently rolled out of the Transfleet workshops in Wiri is this very tidy combination for Twist Trucking Ltd from the Central Hawke’s Bay. The unit, based on a new International ProStar, is purpose-built with agility in mind to assist with manoeuvrability of bulk deliveries into the

confined spaces it visits.

Features: Hendrickson air suspension and disc brake assemblies, Hella LED lighting

package, roll-over covers, grain doors, Alcoa alloys and Bridgestone G540 tyres.

Transfleet Equipment Ltd

Making hay Quigley Feeds’ new 6-axle skeletal/ transporter B-train is a clever concept for their unique application.

The unit is set up for transporting compressed bales of straw in the 40’ container on the front trailer, with unpacking carried out on site via the loader that is to be transported on the rear trailer.

Features: 19.5” ROR disc brake axles and air suspension, polished alloy wheels and LED lighting.

TMC Trailers Ltd

KIWI 16, 17 100

New Zealand Trucking

May 2019

KIWI 175

WWW.GOCLEAR.CO.NZ Farmers’ twins Farmers Transport Ltd Logging Division of Hastings has added these identical twins to the fleet, direct out of the Patchell Industries factory.

Based on Kenworth K200 chassis, the units are fitted with Patchell 5-axle step chassis billet trailers.

Features: SI Lodec weigh systems, certified trailer park brake release fitted to the cab-guard to release brakes while loading for greater accuracy of the scale system, VB5550 thermoplastic toolbox, Bigfoot

CTI, EVO3 stepped chassis complete with log riser, ROR SL9 integrated air suspension, air bag weigh system gauges fitted to bolster, LED Peterson lights, Patchell load restraint winches to bolsters, rifle bolt extension pins fitted to bolsters, grapple grab and WABCO Smart Board Braking System.

Patchell Industries Ltd

Protecting what matters Charter Transport Ltd has received its sharp new Volvo FH540 fresh out of the TMC workshops in Hornby.

alloy wheels, stainless steel toolboxes and LED lighting throughout, with the trailer running 19.5” BPW disc brake axles and air suspension.

Features: Both the curtainsider truck body and matching 5-axle curtainsider trailer feature polished

TMC Trailers Ltd

Spec your trailer on KIWIs – the new tyre of choice for KIWIs KIWI 16

KIWI 17

KIWI 175

Wide grooves will not hold stones

The KIWI 16’s tougher twin

Multi use tread pattern

Heavy duty case

Super heavy duty case

Urban/highway/off road

Excellent mileage performance

Puncture resistant

Puncture resistant

17mm extra deep tread

17mm extra deep tread

17.5mm extra deep tread

0800 KIWI TYRES Matt – 021 190 1002

John – 027 226 9995

www.kiwitrucktyres.co.nz New Zealand Trucking

May 2019

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LITTLE TRUCKERS’ CLUB

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Billy Adams Gracie Bell-Booth Jake Bell-Booth

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Truck-mad siblings

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New Zealand Trucking

May 2019

WWW.GOCLEAR.CO.NZ

TRUCKIES TRUCKIES DAY-OUT DAY-OUT

& 25th SAT/SUN & 25th SAT/SUN SAT/SUN SAT/SUN25th 25th && 2019 MAY 26th 2019 2019 MAY MAY MAY 26th 26th 26th MAY 2019

REGISTRATION REGISTRATION REGISTRATION REGISTRATION REGISTRATION ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL ESSENTIAL

Phone/text name and Phone/text Phone/text Phone/text name name name and and and Phone/text name and number attending to number attending to number number attending attending to to number attending to

021 108 6189 021 021 021 108 108 108 6189 6189 6189 021 108 6189

20

New Zealand Trucking

May 2019

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WHAT’S ON Brisbane Truck Show 16 to 19 May 2019 Brisbane Convention Centre Contact: www.brisbanetruckshow.com.au “Why not match Brissy up with …”

Heritage Truck Association Show 18 to 19 May 2019 Rocklea Showgrounds Contact: secretary@heritagetruckassociation. com.au

Truckers’ day out

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

28 September 2019 Contact: www.blossom.co.nz/events/truck-show

Gore Truck Show 1 June (Queen’s Birthday Weekend Saturday) Contact: Rhonda Wilson 027 257-8895

Reunion – former transport staff NZCDC Te Awamutu Queen’s Birthday Weekend 2019 Contact: Lloyd Jackson 027 370 6485 pamandlloyd@xtra.co.nz Eric Riddet 021 127 2018 erdriddet@xtra.co.nz

New Zealand Trucking

‘Technology & Infrastructure – Rapid change, constrained frameworks’ 20 to 22 August 2019 Rydges Hotel Rotorua Contact: Kate Bucknell kate.bucknell@jostnz.co.nz

Alexandra Blossom Festival Truck Show

25 and 26 May 2019 Matamata Registration essential Contact: 021 108-6189

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IRTENZ 16th International Conference

May 2019

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

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

WWW.GOCLEAR.CO.NZ MEMBERS’ REVIEW MD Engineering

NZTTMF member since: 2016 MD Engineering is a general transport engineering company based in the prosperous rural hub of Clinton in South Otago.

The company opened in 2000, offering a full-service workshop that, as well as its specialist truck body and trailer builds, provides repairs and maintenance of road transport equipment.

That remains its core business, and it is still owned by its founder and managing director Michael Jelley, and his wife, Donna.

MD Engineering was one of the first transport engineering companies in the area to master the art of high-tensile fabrication. Michael says it remains a highly sought-after specialty.

MD Engineering’s trailers and truck bodies are considered among the most resilient on the road; some have served several owners.

Michael says the key to MD Engineering’s success, however, is that it provides exactly what the customer wants.

WHO:

MD Engineering.

WHERE:

Clinton, South Otago.

WHAT:

High-tensile, high-performance customised trucks and trailers, repairs and maintenance.

EMAIL:

mj.mdengineering@gmail.com

PHONE:

0274 157 073.

WHO TO ASK FOR:

Michael Jelley.

WHAT TO ASK FOR:

A truck or trailer built to your specifications.

“We don’t work to templates or off-the-shelf plans,” says Michael.

The starting point with each customer is to determine exactly what is required of the truck body or trailer and then plan and build accordingly.

“It is what suits the customer, not what suits us.”

Nor will Michael be drawn into predetermining the specs, beyond what the customer needs. Specs such as running gear are left entirely to the customer’s preference, though Michael will make recommendations if requested.

Michael believes that MD Engineering’s flexibility is one of its strengths. “By giving the customer what he needs we build trust and that is resulting in a lot of repeat business.”

For some time, MD Engineering has—and continues to have—a waiting list for many of its key services.

Which is always a sure sign of a company that’s mastered its craft.

New Zealand Trucking

May 2019

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THE LAST MILE

Stop the carnage – now!

J

ust before the end of last year, three close relations of mine were involved in a car crash. They were driving north on SH1 when a ute coming the other way crossed the centreline and smashed into their car around the right front guard and door area. One of my relatives, who was sitting in the front passenger seat, saw the ute crossing the centreline and the driver of the car they were in managed to move to the left before the impact, otherwise it would have hit them head-on. As a result of the crash their three-year-old car is a writeoff. To most New Zealanders this crash will be just another statistic that adds to the shame of the increasing number of road crashes we are seeing, but it becomes very real when close family or friends are involved, as many readers can testify.

In due course we may find out why the ute crossed the

The condition of our state highway system is horrifying.

To paraphrase the Wellington City Council logo, our highways are ‘Absolutely, Positively, Disgusting’…

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centreline, somebody may eventually be charged, possibly the driver could lose their licence for a period, who knows, but it cannot compensate for the distress many in our family are going through. Perhaps one day the lawmakers may realise that suspending or cancelling a person’s licence does not stop them from driving; they can still drive, just not legally.

The road on which this crash happened is part of our state highway network.

Each day thousands of people travel this same piece of road; many do so in conjunction with earning an income.

The divide between oncoming traffic is a white painted centreline. There is no room to take evasive action, even if the time between identifying a potential crash and it happening allowed for such action.

The condition of our state highway system is horrifying. To paraphrase the Wellington City Council logo, our highways are ‘Absolutely, Positively, Disgusting’, yet as a society we seem to be immune to this; road trauma has become business as usual. We get more concerned and wound up about a dead whale washed up in Indonesia than the carnage that takes place almost daily on our roads. I know that we cannot have gold-plated highways and perfect drivers, but the government could do a lot more to reverse the increasing road carnage we are seeing. How long will it take for them to realise that spending billions of dollars rebuilding tram networks to move people to Auckland and Wellington airports is never going to improve the state of our highways? The money – and the resources – these projects will consume would be better spent elsewhere. So, too, the time and efforts of some ideological lobby groups would be better spent pressuring the government to fix up our roads and making them fit for purpose, rather than attempting to make an event that happened some years back in a country torn by internal conflict our collective responsibility.

We often hear that the government wants to give people choices. The news for them is many of us have done this and made the choice to use our car to move about while others have chosen to drive a truck to make a living. Having made this choice, the government must now respect this and do whatever they can to make sure the roads they provide for us to pursue this choice are fit for purpose. Frivolous projects such as trams and cycleways must be put on hold until our roads are safe for all those who choose to use them, and who pay for them.

While the government and its bureaucrats continue to pontificate, the carnage will continue. 

New Zealand Trucking

May 2019

The accidental trucker.

WWW.GOCLEAR.CO.NZ Brisbane

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Find out about our new solutions now available across Australia and New Zealand.

teletracnavman.co.nz 0419-24

0800 447 735

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