NZ Trucking Magazine, November 2023 by NZTrucking

WESTERN STAR AND TRT – HEROES OF THE GAME

Official magazine of the

Long Haul Publications

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kiwi favourites The results are in and we couldn’t be happier. Scania has been voted the number one* truck brand in the country by the people whose opinion we value the most New Zealand truckies.

We’re chuffed to have rated highest on all measures, including most preferred, comfort, safety, sustainability, performance, efficiency, service and parts. Thanks New Zealand. It means a lot.

*Nationwide online 2023 survey by NZ Trucking magazine with 720 respondents. 52% were heavy truck drivers, 23% were owner/operators or employees of a heavy truck brand. Truck brands currently driven by respondents – Scania 29%, Kenworth 28%, Volvo 18%, all other brands 25%.

This UD CG32-460 Quon belonging to Hocking Transport of Murchison was spotted rolling along SH7 into Springs Junction. Photo: Craig McCauley.

CONTENTS EDITORIAL DIRECTOR

THE

REST 6 Editorial

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

8 Road Noise News 20 Hall of Fame

EDITOR

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

42 Where’s that Road? 50 Inside ITOY – Big dumper on gas

For all advertising enquiries:

52 Wanaka Memory

ADVERTISING MANAGER

Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz

54 Just Trucking Around

Mike Devon Ph: 027 332 4127 Email: mike.devon@nztrucking.co.nz

66 New Bodies and Trailers

SUB EDITORS

Tracey Strange, Faye Lougher EDITORIAL SUPPORT

60 New Rigs 68 Million Mile Club

SCANIA SUPER STARS New Power for Today and Tomorrow

Carl Kirkbeck, Craig McCauley, Shannon Williams, Russell Walsh. CONTRIBUTORS

DIGITAL IMAGING

Craig Andrews Faye Lougher Alison Verran Mike Verran Andrew Geddes Niels Jansen (Europe) Paul O’Callaghan

Willie Coyle

(UK, Europe, Australia)

PUBLISHER

Howard Shanks Mike Williams (Australia)

Will Shiers (UK) Rod Simmonds (USA) VIDEO PRODUCTION

70 Craig’s Trucking Snapshot 76 International Truck Stop – Spanish flair 80 American Connection – Pristine Petes 82 Mini Big Rigs – Wood-working it

DIGITAL MANAGER

Louise Stowell

86 Little Truckers’ Club

OFFICE ADMINISTRATION

88 What’s On

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

Izaak Kirkbeck Milly McCauley Howard Shanks

44 COME RAIN OR SHINE Alex Blossom 2023

PRODUCTION MANAGER

Ricky Harris ART DIRECTOR

John Berkley New Zealand Trucking magazine is published by Long Haul Publications Ltd. The contents are copyright and may not be reproduced without the consent of the editor. Unsolicited editorial material may be submitted, but should include a stamped, self-addressed envelope. While every care is taken, no responsibility is accepted for material submitted. Opinions expressed by contributors are not necessarily those of New Zealand Trucking or Long Haul Publishing Ltd. All rights reserved. This magazine is subject to the New Zealand Press Council. Complaints are to be first directed to: editor@ nztrucking.co.nz with “Press Council Complaint” in the subject line. If unsatisfied, the complaint may be referred to the Press Council, PO Box 10 879, The Terrace, Wellington 6143 or by email at info@ presscouncil.org.nz

56 COMMUNITY SPIRIT PBR’s Western Stars

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92 Moving Metrics 96 Incoming Cargo – ZF e-Mobility 100 Business Profile – Alemlube 104 TDDA 106 Carriers Corner 108 Truckers’ Health 110 Health & Safety 112 Legal Lines 114 Employee Relations 116 NZ Trucking Association 118 National Road Carriers 120 Transporting New Zealand 122 The Last Mile

BROUG HT TO Y OU BY

THINGS 72 WHEN CHANGED FOREVER The Razorback Story

WESTERN STAR AND TRT – HEROES OF THE GAME

Official magazine of the

Colin makes his way out of Waikouaiti station Tumai, having just boarded some new passengers.

OFF IC

GIGA at its Best

Long Haul Publications

SCANIA’S POWER PRODIGIES HALL OF FAMERS HONOURED

24 FOR ALL THE RIGHT REASONS

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EDITORIAL

BLUE HIVE THINKING

ew Zealand has said farewell to Labour with a (yellowed) wave of blue – though by the time you read this, there may be a black tint in the mix. The country, frustrated by an era of red tape (no pun intended), popularism, ideology, less-thanfavourable economic conditions and higher living costs, has opted for change. I’ve always thought it could make sense for countries to be run like companies – the successful ones. It wouldn’t be uncommon for everyone at every level of a modern-day business to have some degree of suggestion in what the company does or maybe how it does it (blue-sky thinking and all that). But the ship will always be steered by one or two individuals with a vision of what the company stands for, a goal to achieve, and through it all a desire to make it as financially profitable and sustainable as possible. If they get this right, supported by a dedicated team, they may create something of a legacy in their wake. Given his previous business career, including 18 years with multinational Unilever and

seven years at the helm of Air New Zealand, Christopher Luxon would understand this idea and the mechanics behind it. In the company/country analogy, the common denominator is the bottom line: financial profitability for a company and economic prosperity for the country. It might make sense that an astute businessperson can create that in the seat of government. And maybe, in some distant world, it is as simple as that. However, there are obvious differences between Parliament and the boardroom – companies and countries are different beasts with different challenges. There’s no opposition in the boardroom for one, and while Luxon would have been accountable to the shareholders of Unilever and Air New Zealand, he’s now accountable to the Team of Five Million. And that must be a whole different type of pressure. National’s campaign was largely built on the failings that the outgoing Labour government served up on a silver platter. Now Luxon and Co need to make good on their promises to right the ship.

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6 New Zealand Trucking November 2023

Many of National’s campaign promises would directly affect the transport industry, including tax changes, amendments to the conditions governing the labour market and driving investment in roading infrastructure. While the government will have to hit the ground running to make good on as many of its goals as possible, it’s early days yet. No doubt, the pool of topics to fill editorial space will only grow as the wheels start turning in the months ahead. For now, though, I hope my theory is right. If Luxon (supported by his coalition partners) can successfully translate his years in the CEO’s office to his term in the Beehive – and stand for a good vision, achieve some important goals and sustainably improve the economic prosperity of the country and its people – his legacy in three or six years may well be greater than the one his blue bus has just overtaken.

Gavin Myers Editor

Eagle-eyed readers may have noticed the odd error in our October 2023 issue. It occurred because of an unfortunate mix-up in the final approvals process, as we were signing off on that issue for print. We endeavour to produce our publications to the highest standards possible and have therefore put in place additional processes to prevent this from happening again. Thank you for your continued support of New Zealand Trucking magazine. Onwards and upwards!

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ROAD NOISE NEWS

New HARMfree programme to reduce injury across transport sector

he New Zealand Trucking Association and National Road Carriers have unveiled the HARMfree Transport and Logistics Online Portal, which offers practical tools designed to help operators reduce injury and harm across the transport sector. HARMfree is designed to improve workplace safety and worker wellbeing in a language and style practical for the transport and logistics sector. For the year July 2022 to June 2023, WorkSafe recorded 14 fatalities across the transport, postal and warehousing sectors. Concerningly, for the period January to June 2023, workplace fatalities for the sector are already at nine. “The HARMfree portal gives the transport industry access to a bespoke programme designed specifically to help reduce these numbers. We can’t lose sight of the fact that every injury or life lost not only impacts the individual and their family, but it also has a negative flow-on effect to the New Zealand economy,” said Dave Boyce, chief executive at NTA. “The portal serves as an excellent platform for connecting

with peers, accessing resources and information on good work design, supporting wellbeing and mental health, and provides a roadmap for engaging with industry training providers.” Justin Tighe-Umbers, chief executive at NRC, said because the HARMfree portal is industryled and designed, it translates seamlessly to the people on the front line who need to use it. “Health and safety should matter to everyone. HARMfree provides access to a network of health and safety professionals across the industry who can give a helping hand to operators to grow their own knowledge and practices,” he said. “The ultimate goal is to create an industry of safety champions that encourage and support each other to create a safer working environment that excels in health and safety and HR best practice.” HARMfree is a collaboration between the NTA, NRC, and industry partners Success Formula, Fit For Duty, and AutoSense, and funding from the ACC Injury Prevention Grant has helped accelerate the programme. Supporting the programme

is a steering group comprising industry stakeholders, Health and safety professionals, and transport and logistics operators, who provide guidance and contribute resources and ideas to the programme, ensuring that the content is reliable and can be effectively implemented throughout workplaces.

HARMfree Transport and Logistics Programme Designed to empower both leaders and workers to instigate behavioural changes in the workplace and manage hazards related to psychosocial harm, HARMfree offers transport and logistics-specific content that addresses the unique challenges faced by the industry, particularly the high number of incidents in and around vehicles. “Transport and logistics workers often face high-pressure, demanding working conditions, circadian disruption, sleep deprivation, and, in some cases, long periods of isolation, leading to stress, anxiety, depression, and fatigue,” said Boyce. “HARMfree brings all of this together into an easy-to-follow

programme, saving time for employers and providing practical, easily implementable information.” The programme integrates into existing educational engagement programmes, including the Safety MAN Road Safety Truck and the AutoSense #EYESUPNZ campaign. HARMfree is split into four key focus areas, each practically designed to cultivate a sea of health and safety champions delivering world-leading results. Good Work Design (GWD) in the workplace is essential to help reduce psychosocial harm, increase productivity, and benefit worker wellbeing. GWD involves designing work tasks, systems, and equipment in a way that optimises workplace health and safety, worker performance, worker wellbeing, job satisfaction, and business success. Wellbeing is at the heart of the HARMfree programme. A company that champions their workers’ wellbeing will result in a better culture, with workers who are happier, focused, more productive, and motivated on the tasks ahead. Focused resources are provided to support mental,

8 New Zealand Trucking November 2023

Mills-Tu

physical, social, cultural, and spiritual wellbeing as well as diversity and inclusion and a range of other areas. Training provides companies with a host of benefits. HARMfree provides courses to upskill and empower leaders and workers across a range of training options and providers. Training is essential to regulatory compliance and risk management. The programme helps transport operators reduce the risk of accidents, incidents and injuries, avoid legal liabilities, and promote a safer, more productive workplace by ensuring staff are properly trained and qualified. Connecting and opening lines of communication between Health and safety champions provides a platform for knowledge sharing and continuous personal, company and industry improvement. Health and safety champions often work independently or wear multiple hats. HARMfree opens access to peers, support groups, events, seminars, webinars, and podcasts. The HARMfree Transport and Logistics portal is live now at: www.harmfreetransport.nz. For more information, turn to page 116.

NRC releases new Customisable Cost Index

ational Road Carriers has released its new Customisable Cost Index. The industry body worked with Infometrics and Statistics New Zealand over the last 12 months to build the interactive tool. NRC GM policy and advocacy James Smith said the next quarter is going to be “a shocker” with road user charges going back up after the discount came off in July, sharp increase in fuel prices from the falling dollar and increasing vehicle prices pushing up finance costs. “A significant number of operators are under stress because of these cost pressures and then on top of that we have a slowing economy,” said Smith. “The Customisable Cost Index is an interactive tool that allows operators to see the impact of cost increases on their businesses. It allows users to align the index to their business because there is no such thing as a generic transport business.”

To get the best value from the tool, transport companies need to know what percentage of their total costs are attributable to fuel, labour, tyres, maintenance, road user charges and finance. “If they don’t know these percentages they shouldn’t panic, as we can easily run a cost model for them that will provide these,” said Smith. “Users can then move a slider to select their starting quarter. The index has data from 2009 through to the June quarter of this year. “They can also choose to see their costs excluding fuel. This is important if they already have a Fuel Adjustment Factor in place. They can then print off their own cost index.” Included in the index is a brief commentary from Infometrics chief forecaster Gareth Kiernan on what he sees the key points to be.

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Bulls to Sanson safety improvements

ROAD NOISE NEWS

Commercial Vehicle Safety Centre site

onstruction on the new commercial vehicle safety centre outside RNZAF Base Ohakea is under way. The new CVSC will replace the old New Zealand Police weigh station on SH1/3 near Bulls. Waka Kotahi NZ Transport Agency said the location has been chosen for a CVSC site because it is a vital link to the central and lower North Island and is a highvolume freight route with more than 2000 heavy vehicles passing daily. It is one of 12 facilities the agency is building on highvolume freight routes around the country. The CVSC sites use advanced integrated roadside technology to screen passing vehicles 24/7, such as weigh-in-motion or in-road scales, automatic number

plate recognition cameras, and electronic signs. Potentially unsafe or non-compliant vehicles are directed into a CVSC, and police officers can undertake checks on vehicle weight, road user charges, certificates of fitness, logbook and driver impairment. The information gathered 24/7 is used to understand trends and focus on operator risk. The new facility will be built on Pukenui Road, outside the air force base. A new permanent double-laned roundabout and shared user path is also being constructed as part of a separate safety improvement project, due to be completed in mid-2024. Light vehicles will have their licence plates scanned and information is anonymised within

lls Bu

New commercial vehicle safety centre coming to SH1/3

Compliance building P

Parking

Weigh bridge

OA Off-load area IB

Inspection bay

Pukenui Road

seconds of being captured to maintain privacy. The exception to this is in the case of stolen vehicles. Everyday motorists will not be directed into a CVSC when they’re passing. “It will help deliver a more level playing field for the heavy vehicle industry and improve road safety outcomes across the transport system,” said

Commercial Vehicle Safety Programme manager Sean Bridge. “Enforcing weight restrictions and other forms of noncompliance, safe driving practices and road-ready vehicles is an integral part of keeping all road users safe and protecting the road network from damage.”

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ROAD NOISE NEWS

Volvo electric trial leads to investment

fter a rigorous eightmonth trial of a Volvo FL Electric, Fonterra has placed its first order for a fully electric Volvo truck. However, this time it’s for the larger Volvo FE Electric 6x2 rigid, with a GVM of 26 tonne and a range of up to 250km. In December 2022, Fonterra and Volvo Trucks New Zealand launched the first electric Volvo truck on New Zealand soil, followed by a trial to road test the unit in real world and real work conditions (New Zealand Trucking, February 2023).

Brent Fiecken, Fonterra GM logistics and distribution, had overall responsibility for the trial undertaken at Fonterra Brands NZ Distribution Centre in Mangere. “Improving emissions across our entire supply chain is part of Fonterra’s overall commitment to sustainability and the electric truck is only one part of our overall decarbonisation strategy. We are looking to transition one third of our light vehicle fleet by the end of FY24, where fit for purpose electric solutions exist,” he explained.

Fiecken admits that he had a few questions around the electric truck’s range under load. “I was pretty confident that the driver experience would be good because a new Volvo truck is always a good experience. Going into the trial, the untested component was the impact on range under load.” Over the course of the trial, the electric truck travelled 9000km, with loads maximised to deliver operational efficiencies, without any operational downtime. The FLE routinely charged overnight before heading

out for a day of metro runs. According to driver Raj Singh, the unit delivered a very different driving experience with a few surprises at the start. “Over the first 30 minutes driving, battery charge seemed to drop quite quickly before picking up again as it regenerated,” he said. The technology is designed to predict impact on battery use based on the previous day’s driving as well as variables like weather and air temperature. “I soon learned that this evens out. By the end of the day there was always more charge left than the 35% margin

Fonterra’s trial with the FL Electric proved successful, driving the company to invest in a larger FL Electric.

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From left: Lamine Abderrahim, value chain transformation manager, FBNZ; Raj Singh, driver; and Brent Fiecken, GM logistics and distribution FBNZ.

we maintained during the trial. “Pick-up and speed are both great. Compared with conventional trucks, it’s more powerful, quiet and smooth, with no vibration. You don’t have to build in stops and wait time at gas stations or worry about overheating and running low on fuel in traffic. At full charge, the truck range was between 280km and 320km, but I could get up to 350km as the battery regenerated in stop-start metro driving.” As confidence in battery performance and range grew, the Fonterra team started to test weight capacity. “We loaded the truck to the limits of its payload,” said Fonterra value chain transformation manager, Lamine Abderrahim. “There wasn’t much difference between performance

Right: The Volvo FE Electric will offer Fonterra a GVM of 26 tonnes and range of 250km. under load, compared with a light load or a completely empty truck. Then we started to trial the truck at maximum tare weight on half a charge. It was a good proof of concept.” Throughout the trial, manufacturer guidelines around drive speed and range were shown to be accurate. “We used the Volvo range simulator a lot at the start to explore distances and impact on battery levels,” said Abderrahim. With a successful trial in the bag, focus for the Fonterra and

Volvo Trucks team shifted to what would come next. “There was a strong, established relationship between our tanker fleet and the Volvo team,” said Fiecken. “But for us, this was a new relationship. “The Volvo Trucks team has shown a high level of commitment and been responsive to our needs. We took our time discussing how to turn the trial experience into something operationally sustainable. The FLE wasn’t quite the right fit for us, so we started to look at a bigger truck with a

refrigerated body.” Delivery of the FE Electric is expected mid-2024. The unit will be fully operational across Auckland, clocking up 25,000km per year. It will have a capacity of 1000 crates and be part of a chilled unit fleet of 12 operating out of Takanini, delivering to supermarkets. It will drive a metro route to make the most of the potential for regeneration. “This is part of Fonterra’s wider commitment to sustainability and we’re looking forward to having it on the road,” said Fiecken.

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ROAD NOISE NEWS

Competenz Te Pukenga adds logistics qualification

ompetenz Te Pūkenga has added a new logistics qualification to its training offering in a bid to address critical labour shortavges in New Zealand’s freight and logistics sectors. Te Pūkenga offers more than 35 pathways into logistics sector careers, including supply chain and management qualifications, freight and shipping logistics, rail and marine operations, international freight, airport operations and commercial road transport. It’s these pathways that Te Pūkenga hopes will attract young people into the industry in time to address the critical labour shortage. Research conducted in May 2023 by HangaAro-Rau, the Manufacturing, Engineering and Logistics Workforce Development Council, identified that the logistics sector will have a shortage of 18,000 workers within the next five years. Te Pūkenga National Ako Director Manufacturing Logistics Engineering Mike Crossan said immediate intervention is

needed, or the implications for New Zealand’s economy are dire. “The importance of logistics services across the economy and industries cannot be understated. Future economic growth will be constrained if the worker shortage is not addressed,” Crossan said. “So New Zealand needs to invest in initiatives and training programmes to attract new people to the industry. We’d also like to see businesses offering competitive wages and benefits to attract and retain talent,” he said. “The shortage of skilled workers disrupts the smooth flow of goods and leads to delays, inefficiencies and increased costs.” Crossan said logistics is a great career option. ”Today’s logistics industry needs wellorganised people with excellent analytical, communication and negotiation skills. By addressing the worker shortage with a comprehensive training offering, Te

Pūkenga hopes to strengthen NZ’s logistics infrastructure to maintain its position as a key player in the global marketplace,” he said. Samantha McNaughton, deputy chief executive of Hanga-Aro-Rau, said the logistics industry acts as a critical enabler and lynchpin in the economy, intersecting and supporting the growth of every other sector in some way. “The logistics sector covers the movement of goods throughout our national and international supply chains – including order processing, inventory management and distribution across our air, sea and land ports,” she said. “This research identifies several systemic issues facing logistics firms and calls for the immediate introduction of an industry-wide strategic approach to reduce barriers to training. It also shows that the pandemic has accelerated the adoption of automation within logistics firms as they attempt to mitigate the international impact of skilled labour shortages.

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“Rather than reducing the size of the workforce, these new technologies are changing the nature of the roles within the industry and are creating opportunities to grow through a more gender and culturally diverse workforce as well as facilitating the entry of more disabled workers into the sector for the first time.” Te Pūkenga offers more than 60 qualifications in the logistics and transport sectors, including a Graduate Diploma in Supply Chain and Shipping Management, New Zealand Diploma in Aviation and New Zealand Certificate in International Freight Logistics. More recently, a new suite of New Zealand Certificate Level 5 qualifications has been developed for the automotive industry to upskill technicians to an advanced level. “We have worked with the automotive sector to create a new suite of qualifications that meet the growing demand for advanced technical knowledge,” Crossan said. “Te Pūkenga is pleased to offer scholarships alongside these new qualifications to help individuals with their studies.”

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own, it’s hard to find an outlet for your ideas. This competition is exactly that. And it’s well rewarded,” he said. “Neither does it have to be all about supply chains. What have you seen in and around our infrastructure that could be improved? Our first ever Trucking Toward a Better Future winner in 2021, Alan Critchley, submitted an infrastructure improvement based on his observations after years on the road. “Yes, there’s a strong environmental consideration in the judging, but any improvement in efficiency will likely score well on the environmental scale.” See the September 2023 issue of New Zealand Trucking magazine for all the details and entry requirements, or visit the New Zealand Trucking website at www.nztrucking.co.nz

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y the time you read this, you’ll have about a week to put the finishing touches on your Trucking Toward a Better Future competition entries, due to close 15 November. The annual probe into the intellectual property resident in the cabs of our nation’s truck fleet is designed to eke out that body of knowledge for the betterment of efficiency across the economy’s supply chains. “Truck drivers see so much,” said Dave McCoid, editorial director at New Zealand Trucking Media. “I know. I’ve spent so many years in and around truck drivers – my own life heroes, listening to them discuss shortcomings in one distribution or supply chain compared to another. I want these guys celebrated and what they know taken into consideration. When you spend 14 hours a day on your

KIWI 16/17

The clock is ticking… in more ways than one.

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ROAD NOISE NEWS

Kicking into the next gear

yTrucking has announced Tony Warwood’s appointment as general manager, effective from November. Warwood joined the advisory board last year and has already infused his wealth of knowledge and expertise into the mix. “MyTrucking is a breath of fresh air. The core of what MyTrucking does, and indeed what it was founded on, is helping people. Helping clients do what they need to do more seamlessly. It’s an exciting space to be in,” said Warwood. As a leader, he describes himself as a coach, mentor and motivator. Always seeking to unlock potential in whoever he works with. Stepping into the general manager role takes Warwood back to his heavy-vehicle

mechanic days. While an injury saw him need to take a slight diversion in his earlier career path, he’s never veered far from the transport world. “I progressed into transport technology; combine the two and you have a great group of people bringing innovative products to the market.” Since then he’s amassed a huge amount of experience, most notably his 15 years spent with EROAD in a variety of roles through to chief commercial officer for Netlogix. Warwood will bring his passion for developing innovative businesses and making the world their oyster to MyTrucking. “Being involved in a high growth business that’s entering new markets and constantly evolving is a really exciting thing to be part of. The people in the team are outstanding – their

whole culture and ethos is incredible.” Warwood said he’s looking forward to the challenges that lie ahead and seeing MyTrucking shift into the next gear. He’s also looking forward to a life away from the hustle and bustle of the city and hopefully, the chance to get back to Sunday drives in a Mustang in the Wairarapa.

Nikola Berryman.

Australia calling MyTrucking’s current head of customer success, Nikola Berryman, is heading over the ditch to Australia to take up a new role for MyTrucking as head of Victoria sales. Making the move in the New Year, she will be the first MyTrucking employee on the ground there. Nikola is looking forward to getting out and meeting new customers, and perhaps a spot of surf lessons

Tony Warwood. when she’s off the clock. “Up until now, we haven’t had anyone based over there. It’s a logical step for us to better support our customers, both current and future,” says Sara Osborne, head of sales and marketing.

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ROAD NOISE NEWS

TRT strengthens Hiab presence

RT has announced the appointment of two new Hiab sales engineers, Andrew Farell in the North Island and Matthew Tabb in the South Island. The appointments aim to strengthen TRT’s presence in the transport and truck loader crane sectors in New Zealand. TRT is the nationwide dealer for the complete stable of Hiab products, including Hiab Truck Cranes and Marine Cranes, Zepro Truck Tail Lifts, Jonsered, Loglift Log Cranes and Recycling Cranes, Multilift Equipment, and Moffett Truck-Mounted Forklifts. Andrew Farrell joined the TRT team this year and brings extensive experience to his new

role, with 17 years of expertise in the New Zealand transport and heavy automotive sectors. He has held various positions in sales, after-sales, and management. Matthew Tabb has been part of the TRT team for more than two years, starting in the warehouse before quickly advancing to a sales position. TRT’s national service dealer network provides software, training, and diagnostic tools for addressing crane-related problems. TRT’s Hiab service agents install, service, and repair the range of Hiab lifting and transport solutions. TRT’s Hiab service agents are all factorytrained specialists. Parts and

THIS MONTH’S WINNER: Our Peterson Night Moves winner this month is Kerry Taylor of Martinborough Transport. This photo was captured late last year by Kerry, out the back of the Greta Valley, in the Freightliner Argosy he was driving at the time for the South Island sister company, Mid Canterbury Transport.

ENTER NOW TO BE IN TO WIN Send your best night bling photo as well as contact details into nightmoves@nztrucking.co.nz

attachments are available from all TRT locations. Glen Harnett, TRT’s general manager of capital whole goods, said the restructuring of TRT’s Hiab division reflects a substantial commitment to the company’s mission of offering cutting-edge solutions within the heavy transport and lifting industry. “This initiative enhances TRT’s ability to provide

comprehensive, expert, endto-end solutions to its valued customers,” he said. “The Hiab brand has held a respected position in New Zealand for many years, and our commitment is to propel it even further. We have a remarkable team and an outstanding product. Our aspiration is for Hiab to be synonymous with excellence in cranes.”

Long haul eActros 600 breaks cover

ercedes-Benz Trucks has unveiled the series version of its first battery-electric long-haul truck. With this heavy-duty electric truck, the manufacturer said it plans to define the new standard in road freight transport – in terms of technology, sustainability, design and profitability for e-fleet operators. The eActros 600 has a battery capacity of more than 600kWh and a new, efficient electric drive axle enables the e-truck to achieve a range of 500km without intermediate charging. As a result, the vehicle should be able to travel more than 1000km per day, made possible by intermediate charging during the legally prescribed driver breaks.

In addition to CCS charging with up to 400kW, the eActros 600 will later also enable megawatt charging. From the start of sales, customers can order a pre-installation for this. As soon as MCS technology becomes available and is standardised across manufacturers, retrofitting is planned to be available for these models of the eActros 600. The batteries can be charged from 20% to 80% in about 30 minutes at a suitable charging station with an output of about one megawatt. The vehicle is technically designed for a gross combination weight of up to 44 tonnes. With a standard semitrailer, the eActros 600 has a payload of around 22 tonnes in the EU. In some cases, national law may permit a higher

payload. The start of series production is planned for the end of 2024. In addition to the tractor unit, Mercedes-Benz Trucks will also produce rigid variants of the eActros 600 right from market launch, offering customers further possible applications for all-electric transport. A fleet of about 50 prototype vehicles is currently being built, some of which will also be put into practical testing with first customers in a next step.

“The eActros 600 stands for the transformation of road freight transport towards CO2neutrality like no other truck with a three-pointed star,” said Karin Rådström, CEO MercedesBenz Trucks. “It is characterised by highly innovative drive technology that can offer our customers particularly high energy efficiency and thus profitability. This makes entry into e-mobility even more attractive for fleet operators.”

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HALL OF FAME 2023

INDUSTRY LEGENDS HONOURED Words and Images supplied

Current and past inductees celebrated together at the 2023 Hall of Fame gala dinner.

In September, five industry personalities, who have devoted much of their lives to road transport in New Zealand, were inducted into the Mobil Delvac 1 NZ Road Transport Hall of Fame. George Hedley George Hedley was born in Nightcaps, Southland, on 12 December 1926. As a child, he lived in Tinkertown but went to school in Nightcaps. Always interested in trucks, George would often go for rides with Sam McRae. When he left school, he worked in a small, familyowned coalmine with his father, Tom, and brother, Jack, until he was old enough to get his heavy traffic licence. He then went to drive for Sam McRae. George was married to Jean Russell. In 1952, he bought a small carrying business in Lumsden consisting of three trucks: two Fords and one military surplus Chev. He added an O Bedford from the coal mine, which had closed, and started G Hedley, Carrier, Lumsden, Phone 56. It wasn’t long before more trucks were needed, so two Commers were purchased – an artic and a flat deck. A Bedford tip truck was later added before Leyland became the preferred make. In the early days of transport, George, like other operators, would stretch rail restrictions to the limit, so his name quite often appeared in the court notices. This led to a name change to Lumsden Transport on the advice of Charley Hay, his accountant

20 New Zealand Trucking November September2023 2023

and adviser at that time. By the early 1960s, the fleet consisted of seven Leylands and two Albions, and in 1964, two Mercedes-Benz 1418s. In the early 1960s, development started on the Manapouri power scheme, which George Hedley. promised significant cartage contracts. In February 1964, George, along with Cliff Bennetts (Mossburn Transport) and Terry Gilligan (Te Anau Transport), formed a company with equal shareholding called Manapouri Haulage, with the specific purpose of carrying out these contracts and called on their own principal companies to help as required. This worked so well that in December 1964, the three principals merged with Manapouri Haulage, and the trio also purchased Five Rivers Transport to form what is now known as Northern Southland Transport (NSTH). ln 1967, they acquired J E Price of Garston with two trucks, and in February 1969, Wakatipu Transport amalgamated with NSTH. George then went on to develop new businesses that were purchased by NSTH, including Southland Bin Services, the Invercargill freight depot in Bond Street, and

Trans West Holdings on the West Coast. One of his achievements there was to develop a two-deck cattle trailer that would fit onto the Taramakau Road-Rail Bridge. He represented NSTH on the Trans West board of directors along with John Davies. In 1982, George was dismissed as a director of NSTH and set about starting a Lumsden-based transporter again. To obtain the goods services licences needed, he bought McDougalls Transport at Winton, and three of the licences were transferred to owner-drivers, and the balance was held by the company, now called Hedley’s Transport. George operated this company out of Winton until 1985, when his shares were taken over by Tom and Lanie Hedley, who operated until 2006 with 14 units. George retired in the late 1980s and went to Nerang, Australia, where he loved to travel, often going outback and stopping over in some of Jim Cooper’s roadhouses. George served the local community in many ways, giving whatever was needed in the way of machinery or cartage. He always turned up with a full water tank for the fire brigade whenever the alarm went off. George loved golf, was active in the club and shifted the clubhouse to the new golf course in one piece. He was chair of the Lumsden town board and was a member of the Lions. George passed away on 12 March 2003.

Ian Guise Ian Guise was born on 3 September 1928 in Riverton, Southland. Ian got his driver licence when he was 16, in the early years of World War II, and started work driving a truck on a Dacre farm. After the war, he graduated to driving excavators and draglines for contractor Pat Cody. In 1949, he acquired Mossburn Transport with his father, Herbert. That business became Northern Southland Transport. However, Herbert soon lost interest in trucking, and in 1950, the pair bought a 650ha property near Pleasant Point in South Canterbury. They spent five years working hard to develop the farm and struck it lucky when, in 1951, the Korean War triggered a wool price boom. The sale of the farm in 1955 left Ian with enough money to buy a house in Invercargill and 170-odd hectares of unproductive land on Awarua Bay Road. To earn a living for himself and his wife Joan, Ian bought a truck and a Spey Street depot from local carrier, Ossie Thyne. In August 1955, a few months after taking over, Ian had enough money to pay cash for another truck, a five-ton A5 Bedford with a hoist. Over the next five years, the business

grew, acquiring five more trucks, including a furniture truck to make deliveries for the local auction rooms. In 1960, Ian Guise Ltd was formed. Work in the construction sector continued, and the firm carried all the cement Ian Guise. for Newfield School and the Alliance Freezing Company’s cool store at Lorneville. In 1961, the Clyde Street site was expanded to create more offices, a workshop and storage space. In the 1960s, Ian added grain, steel and fertiliser cartage work to the business, to and from the port at Bluff, and by 1967, the firm had 11 trucks. That same year, Ian bought S & J McRae, a Nightcaps carrier with 17 trucks formed in 1932. He raised money through Mobil Oil to fund it, while Northern Southland Transport and Otapiri Transport each took a 20% stake. Nightcaps Amalgamated Haulage’s five-truck fleet came with the deal, and Ian Guise Ltd now had 32 trucks. In 1968, Ian Guise Ltd amalgamated with Ohai Carrying Company, Ohai Freight Service and Otautau Transport to become Southland

Freight Haulage. Construction of the Tiwai Point Aluminium Smelter near Bluff in the 1960s gave rise to, in Ian’s words, “the most important haulage contract to let in Southland”. In the face of stiff competition, including from Australia, Southland Freight Haulage successfully won this contract, which it still retains. The early 1980s saw the deregulation of the road transport sector and, with it, the threat of northern trucking operators heading south. Foreseeing this, in a classic offensive-defensive move, Ian made his boldest acquisition yet – Pheloung Holdings, the biggest trucking firm in Dunedin, which became Freight Haulage. In 1986, Australian company Southern Cross Enterprises acquired Freight Haulage, along with Transport North Canterbury of Rangiora, Child Freighters of Palmerston North, and TNL from Nelson, combining to become Trans Pacific (Transpac). Ian moved to Christchurch to become the organisation’s interim operational head before retiring to the south in 1988.

various committees. He served two terms as president and eventually became the Roading and Technical Committee chair. He was involved for many years with the Taranaki Association. When John was elected to the NZRTA, there were 20 John Geraghty. people around the table, and it was very much an old boys’ network. He was part of a group that was instrumental in restructuring the association, which resulted in the formation of regional associations and that saw the board reduce from 20 directors to seven. From this, the New Zealand Road Transport Forum (NZRTF) developed. In his role as chair of the Roading and Technical Committee, John helped lobby to lift vehicle truck and trailer weights from 39 to 44 tonnes in the mid-1980s. A staunch advocate of road safety and heavy vehicle safety, he spent a great deal of time advocating for the standardisation of many of the safety features we see in trucks and trailers today. John’s achievements have been acknowledged in different ways, including

winning the coveted Europa Management Scholarship in 1984. In recognition of his service to the road transport industry, he was awarded a life membership to the NZRTF in 2001. In 2001, 2002 and 2003, FBT’s success was recognised through the Westpac Business Awards. A gifted communicator, preferring a faceto-face conversation and always hopeful of coming away with a solution, John would meet with regulators, police, the New Zealand Transport Authority and councils when there was concern. He was not a fan of resolving matters via email. John is a mentor to many, and his advocacy continues today – his modesty and passion for fighting for truckers make him one of the best networkers in the industry. Even though John has handed over the company reigns to his son David, he keeps a close eye on things. However, the possibility of John embarking on a new project is never far away, as he is always looking for new opportunities and ways to keep busy.

John Geraghty John Geraghty was born in Pukekohe in 1945. In 1950, his family bought a farm in Waipu. At 16, John moved to bigger pastures in Auckland to assemble lawnmowers. In 1963, he transferred to New Plymouth, working for Lou Stonnell, driving tractors, spreading fertiliser, and haymaking and doing other farm tasks. One evening over a beer, John and Malcolm Campbell decided business ownership was a better idea. When they purchased Farmers Bulk Topdressers (FBT) in 1966, John and Malcolm formed a partnership that lasted more than 55 years. The company experienced tremendous growth over the next 40 years. Initially a fertiliser-spreading company, it diversified through various acquisitions and new ventures. John was always looking for ways to innovate – to streamline processes and drive efficiency – so in 1980, FBT purchased the first customised transport computing system in New Plymouth. In 1972, John was president of the Western Central region of the New Zealand Road Transport Association (NZRTA). In 1980, he became a national councillor for the NZRTA, serving several terms on

New Zealand Trucking

October 2023 21

Peter Walker

Trevor Jackson Trevor Jackson was born in the small North Island town of Pahiatua in September 1955. Trevor informally started engineering by working at Joe Ridley Engineering after school, turning up at home one day with a custom-built go-kart. After leaving school, Trevor Trevor Jackson. formally started his diesel mechanic apprenticeship at DP Ryan & Sons and proceeded to build himself numerous projects, including a beach buggy, stock car and custom A30 car. Whatever Trevor created, it was innovative or bespoke and always involved engineering, motors or motorsport. After his time with DP Ryan & Sons in Pahiatua, Trevor worked for Eric Gleeson & Sons before moving to Feast Contractors near Huntly. When he moved back to Pahiatua, he worked on developing the LPG-powered trucks for the Tui/Kiwi Dairy Company. A series of events led to Trevor establishing Jackson Enterprises in 1990.

22 New Zealand Trucking November September2023 2023

travelled to Aria to have a look. After the visit, Peter went back to Te Kuiti to meet with the accountant, who sounded Peter out on the business. He was very interested. Having little money, they needed to source financing. Once approved, Peter and Maureen were the proud owners of the four-wheel Morris truck, and P J Walker Ltd was started. The Walkers were welcomed into the community and found Aria a great place to have a business. After a few years, the company was going well, and with opportunities arising, it was time to expand the fleet. First was a Thames Trader in 1960, followed by a petrol Commer in 1962 and then an Austin loader and cream pickup run. The Walkers then bought Gordon Evans Carrier in 1963. Later, they acquired Frank Bennett and expanded their fleet to six trucks. Peter had six licences and carted everything, including buildings, fertiliser and stock to the rail head. Once the 40-mile (64km) restriction was lifted, Peter ventured to haul stock to the works in Auckland, Fielding and Hawke’s Bay. Over the next few years, Peter expanded

further, purchasing Mokauiti Transport. Deciding the business was enough for him and Maureen to manage, they continued to operate in Aria until the opportunity arose for the business to be bought out by Progress Transport in 1979. Peter worked for Progress Transport as the sales manager until his retirement in 2004. After Maureen passed away, Peter moved to Taupo to be near family. It also meant he was in a more central location for getting out the caravan and visiting friends around the North Island. Peter has always been a member of the King Country Road Transport Association, including time as president. He also served as the Waikato Regional Road Transport Association president and was made a life member in 1988. At the fine age of 88, he still attends regional meetings and has attended every conference over the years except three held in Wellington and one other. The business’ success has been a real family effort, and Peter says that without the support of Maureen, looking after the children and answering the phone and RT, he would not have been able to achieve his dream.

What started as a general engineering, servicing and repairs business has progressively grown to Jackson Enterprises as we now know it. Jackson Enterprises built its first tip-truck body for Stringfellows Contracting and then the business’ first livestock deck for David Pope. The first complete truck and trailer unit to roll out of Jackson Enterprises was a livestock unit for JP Trucking. After 33 years in business, Trevor has made Jackson Enterprises a much soughtafter body-builder and trailer manufacturer, having completed work for customers nationwide. His can-do attitude and ability to think outside the square have led to a lot of innovative products emerging out of Jackson Enterprises. The aluminium monocoque livestock chassis has become one of Jackson Enterprises’ most effective trademarks, coming about from the desire to reduce tare weight and maximise load.

Another speciality has been the company’s remotely operated effluent valves, developed in the 1990s, as standard on all Jackson stock trailers. Jackson Enterprises’ effluent valves have gained a solid reputation in Australia, where they are utilised by four of Australia’s trailer manufacturers. Jackson Enterprises’ car transporters have become a regular sight on highways, transporting vehicles across Aotearoa. Trevor, or Jacko as he is widely known in the heavy transport industry, has a drive and uncanny ability to achieve things that most would say are not possible. One only needs to look at the fully functional 380m rollercoaster he has built in his backyard as an example of what is possible. He is heavily involved in the local community, always giving back to the town he calls home, whether it be sponsoring events, donating to fundraisers or giving up his time to help those in need. He has been known on a hot day to buy a bunch of ice blocks and hand them out to roadworkers as he drives past. It’s these little things and his thoughtfulness that make Trevor, Trevor.

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Peter John Walker was born in Dannevirke on 21 March 1934, the second of six children. He lived in Hamoa. His family moved to Alfredton before settling in Eketahuna when he was 11, where he attended the Eketahuna District High School. Peter Walker. He left at 15 to go farming, which he did for 18 months before an interest in trucks led him to work for Eketahuna Carrying. It was hard work with long hours. When his previous boss bought a new farm, he asked Peter to return to farming. As he had met his wife Maureen, and the job came with a house, it seemed the right thing to do. Peter and Maureen married in 1955. After his farming boss passed away, Peter started searching for jobs on stations. However, he was still interested in trucking. After spying an ad in the paper for a transport business in Aria in the King Country, the couple started looking at transport opportunities and made some calls. There were four carriers in the area, but this was the only one-truck company for sale – a four-wheel Morris. After a call to the company accountant in Te Kuiti, they

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We’re back on a truck bent this month. Isuzu’s latest heavyweight GIGA has a new – somewhat polarising – face. On the other hand, like archrival Hino, it has arrived holus-bolus into the 21st-century automotive safety enclave. It is festooned with protective paraphernalia, but has the big Suzi retained all that made people love it – the reliability, the simplicity, and the price? To find out, we went to a brand stronghold, and a line of work that has made the GIGA many long-time friends.

Story Gavin Myers and Dave McCoid Photos and video by Gavin Myers and Dave McCoid

New Zealand Trucking

November 2023 25

o say Isuzu’s heavytruck range has positively impacted the balance sheets of many well-known New Zealand carriers across the years is an understatement in the extreme. Talk to people like Merv and Ed Solly in Golden Bay, or Bruce Stephenson in Waipawa, and the marque’s virtues flow forth. Rural cartage men aren’t prone to hyperbole; their respect for the Isuzu product is largely focused on the simplicity of construction, capability, price and above all else, reliability. ‘When you turn the key, it starts’. It’s an attribute we hear spoken of the Isuzu product so often in our travels. And let’s face it, Japan’s manufacturers have owned automotive reliability for almost 60 years. Yes, owners agree there was a sticky patch at Isuzu’s heavy end mid-way through the century’s first decade: trucks that didn’t live up to historical expectations and dropped the baton somewhat. However, the brand’s reputation before and since has allowed it a glitch now consigned to the archives – forgiven but not forgotten. As they say, a lesson taken on board qualifies as both education and dignity. For the transport business owner, having a truck that turns up on the go line every morning

26 New Zealand Trucking November 2023

The archetypal rural transport business. means many of its potentially less endearing qualities can be forgiven; things like heavier tare weight, lack of power and lesser high-tech swank encompassing things like safety suites. That last one had deeper tentacles for Isuzu and Hino, its key competitor in the ‘uncomplicated truck’ space for much of the past decade. Body builders will regularly convey the ease of working on both brands due to the simplicity of the trucks’ engineering and electrical architecture, especially when fitting expensive ancillary gear, such as cranes. It made those applications a happy hunting ground for sales staff. With the competitive upfront cost of the truck and a simplified fitout, customers could entertain a new bumper-to-bumper set-up with an invoice that didn’t send the balance sheet into apoplectic seizure. Likewise, the rural sector. The vagaries of weather, meat schedules, wool prices and dairy auctions always mean a rural carrier must cut its cloth according to primary industry performance over longer periods; where there’s feast, there will surely be famine. Today’s lush pasture is tomorrow’s drought. Strong, reliable, competitively priced trucks meant the Japanese marques always found a happy

home in the primary industry. In recent years, however, that niche has come under pressure. The rise of dairying in the county’s southern extremities, the rationalisation of meat processing locations and kill profile, and live cattle exports – although now defunct – are reasons New Zealand livestock haulage is today an end-to-end game requiring bigger, higher-output trucks. The other key component is, of course, the competitive labour market for drivers. But that doesn’t mean Isuzu and Co’s utility in regional rural cartage is any less appealing. Where the need to dart away to far-off places is only an occasional requirement, such machines still offer an incredibly compelling option. Hanging 10 on the surfboard of simplicity was always going to be a fleeting opportunity in time. ‘We’, our customers, and insurers, demand far more from our trucks in 2023 when it comes to pillars like occupant preservation and contribution to productivity. Having the truck stop all on its own for an errant road user the moment you glanced in the mirror to check out an unfamiliar noise down the back might well mean you, your lorry and your trolley will live to fight another day. And let’s not forget it helps

avoid the colossal emotional and financial price paid by all parties involved in an unscheduled coming together. In a scenario like that, advanced emergency braking might well mean a two pack of Jockey skants – one pair for the perpetrator and the other for the aggrieved – at about $32.50, will likely be the only cost incurred. As such, the heavy end of the Isuzu and Hino product lines have had the clever wand waved over them in the past couple of years and have taken their place at the big truck safety table. For those who follow wider industry manoeuvrings, you’ll be aware there’s a hell of a lot going on as the globe’s OEMs all reset themselves in ways that optimise investment in research and development and balance-sheet health, ensuring they don’t succumb to Darwin’s theory. This year, Toyota and Daimler Truck have merged their respective Hino and Mitsubishi Fuso Truck and Bus brands. But the one we’re most interested in this issue is Volvo selling off UD to Isuzu in 2021 as part of an ongoing alliance. (Interestingly, in 2021, Isuzu, Hino and Toyota also announced a collaboration and equity swap.) Key bullet points in the Volvo/Isuzu press material

accompanying this shift in the tectonic plates of heavy-vehicle manufacture were: “The alliance between the Volvo Group and Isuzu Motors is set to build a longterm and robust relationship. Alliance work is now entering the next phase to derive potential synergies…” and “Forming a technology partnership, intended to leverage the parties’ complementary areas of expertise within both well-known and new technologies and creating a larger volume base to support investments for world-class technology.”

Palmerston – Perfect We’ve been looking for a new GIGA in a rural environment since launch. Apart from the fact we love rural cartage, we wanted to see if the new trucks retained everything that makes them a solid performer in regional rural transport. As always, the wait was well worth it. Located on SH1 roughly 74km north of Dunedin, Palmerston is home to the 18-truck Otago Transport Ltd (OTL) fleet, servicing the primary sector in and around its Otago base. An archetypal rural transport business, OTL’s depot on Tiverton Street comprises all the core necessities: an office, fert shed, fuel bowser, wash, workshop,

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loading ramp and parking. In classic South Island style, the trucks drive straight off the yard, and away. The fact the company’s cream, brown and red livery bears a striking resemblance to that of Balclutha-based Clutha Valley Transport is no coincidence. OTL was set up in 1998 by Clutha Valley owners Evan ‘Chow’ Williams, Grant Paterson and Howard Paterson. Howard owned a chicken farm in nearby Waikouaiti, providing a work base for the initial three-truck operation that comprised a cattle truck, a drop-side unit and a spreader. When Howard passed in 2003, driver Carey Turner bought his share of OTL. A Karitane lad, Carey was born into rural transport. His dad Russell ran Clulee Transport (A S Clulee Ltd) for a spell. Carey had served his time as a

mechanic and worked in Australia and the United States prior to moving home and taking the job at OTL. That was 26 years ago. Evan Williams’ sudden death following a short battle with cancer in 2020 resulted in Carey taking the remaining OTL shareholding, and both companies still have a close association. OTL is an easy business to hang around, and a more humble bloke than Carey you will not find. He asked that we acknowledge the company founders in this story, and in terms of his own story, not much more, such is the man’s character. Like so many of his ilk in this neck of the woods, Carey knows his customers inside out and is always at work – whether physically there or not. He’ll probably be out in the flea truck if he’s not on site. “Local areas still need local transport. The big boys are after the one-pickup loads, but someone

is needed to do the six-pick-up loads and piecemeal service work.”

Not one, but two! While the Palmerston-based rural carrier has an association with the brand back to the turn of the century, OTL is an Isuzu stronghold today for all the reasons we’ve listed. “They’re a good, reliable machine at a good price,” says Carey. “We’ve always dealt with Dunedin dealer Cooke Howlison, and they’ve always been great. The trucks come with a 500,000km, five-year warranty, and we do about 110,000km a year. We don’t have much in the way of hills; they’re a no-brainer. I have a good steady crew. They know what we run, it’s as simple as that.” At the risk of pushing the boat out, we will say at this point that it’s not surprising his crew of drivers is steady. If you didn’t know who owned the business on your arrival, you’d never be able to pick it in a million years. OTL is led from the front – entirely. As a mechanic,

Carey maintains the units. Every driver carries tools and is trusted to be responsible for their own truck. It’s the antithesis to many other contemporary trucking operations. Our visit would turn out even better than we’d hoped. We were allowed access to not one, but two of OTL’s four new 8x4 GIGAs; one on bulk tip work driven by 25-year veteran Peter Stevenson, and the other a stock unit driven by local identity Colin Foley. Colin is currently on 19 years of service on his second stint at OTL. But wait, it gets better. Peter comes from a non-Isuzu background, and Colin from a multiple-Isuzu background, so Peter can tell us how the new GIGA compares with other trucks he’s driven, and Colin can tell us how it compares with previous incarnations. Little did we know, but we were about to embark on two enjoyable days with two bloody awesome blokes. You know the sort, if you were racing to catch a plane and knew they were in the pub you just passed, you’d miss your plane. What

better opportunity to get a full perspective on the new model in a no-frills operation it couldn’t be more suited to?

Being bolder We’re perched alongside SH1 at the Waitaki River Bridge, the border of Otago and Canterbury about mid-way between Oamaru and Waimate. A constant stream of trucks rolls by as we wait to capture some images of OTL’s new GIGAs. It’s a great opportunity to gauge some context – one of the common comments we’ve encountered about the new GIGA is often along the lines of ‘I’m not sure about the way it looks’. And in the context of the myriad trucks to pass us in the time it takes for two of OTL’s new GIGA stock trucks and two of its bulkies (one of which is previous generation) to come rolling past, in all honesty, the new trucks fit in quite well with their contemporaries. Each OTL unit has been treated to a dash of individuality. One stock unit retains the

standard CYJ530 dark-chrome grille, the other has been wrapped matte black, while the bulkie’s has been painted body colour. There’s a bit of visual trickery, too, as the stock units have high aerofoils upon their cabs, raising their visual weight. Which combination looks best will be a matter of personal taste, but certain design elements raise the new model’s visual appeal over its predecessor. Apart from the bolder grille (that ties up the look of the big Suzi with its smaller siblings, right down to the D-Max), the lines are tighter and more sculpted overall. The bumper may be fussier at first glance, but it now flows cohesively into the door cladding which itself raises higher above the front wheel arches, broadening the GIGA’s shoulders. The awkward corner air deflectors are replaced by formed bulges to direct airflow down the side of the cab. The windscreen is deeper, visually tying in with the curve of the grille and lower cab. The more time we spent

with the OTL trucks, the more we grew to like the new style. Given the decade or so that the previous generation was in the local market, we can only conclude it’s just a matter of familiarity. However, looks, as they say, are only skin deep. And while we all appreciate a goodlooking truck, they all exist for the same purpose – to move stuff from A to B as efficiently and reliably as possible. With that in mind, it’s time to jump aboard and assess the new GIGA’s merits as a tool of the trade.

Keeping pace First up is Peter’s bulky. Having pursued him back to base from the Waitaki, we meet him at Hewvan Timber on Tiverton Street, a block away from OTL’s yard. The truck is parked at the loading ramp taking on its last load for the day, wood chip for delivery the following morning, leaving the truck all up at 36-tonnes. Pete keeps an eye on proceedings from the side lines. Jovial, enthusiastic and immediately up for a good yarn,

Pete loads up at Hewvan timber.

GO WITH THE FLOW… Collaboration and joint ventures are nothing new for Isuzu Motors. In fact, its birth was the result of the Ishikawajima Shipbuilding and Engineering Company and the Tokyo Gas and Electrical Industrial Company teaming up to build automobiles in 1916. Believe it or not, they got technical cooperation with Wolseley Motors and in 1919, the first passenger car produced in Japan rolled off the line bearing the Wolseley name. Two years later, the Wolseleysourced CP truck followed. The car business spun off from the main business in 1929 and became the Ishikawa Automotive Works, and four years later, it produced a governmentstandard vehicle named the Isuzu. Translating to ‘fifty bells’, it was named after a river that flows past the Ise Shrine of the Mie Prefecture, the country’s oldest shrine. In 1949, the decision was made to hang the name Isuzu above the company’s front gates, and the rest as they say…

he wastes no time delving into the merits of his new charge. “I didn’t think I’d like it at the start, but I’ve gotten used to it,” he comments. His truck being only five months and 45,000km old, Pete’s still new to the Japanese way. His truckdriving history with OTL has been fully red, white and blue until now. He started with a 454 Ultra-Liner when joining the company in 1998 and got out of it at 960,000km. It was replaced by a Qantum 470, which he took to 970,000km before piloting an Argosy for eight years and 925,000km. In line with OTL policy, all trucks are purchased new and with a manual transmission. The CYJ530 retains the previous model’s 6WG1, 15.6L, six-cylinder motor in Euro-5 trim. Official outputs are 382kW (520ps/512hp) and 2256Nm (1664lb/ft). While it gets along well enough with a deep rumble typical of a large-capacity motor, it must be said this old war horse is showing its age. It still has its advantages, sure. For example, while its rivals Hino and Fuso both run 13L engines in their

Fantastic rural depots … Peter fills up at the end of the day. 700 and Shogun models, and UD an 11L, there’s no doubt the big 6WG1 will be the least stressed under load. It must also be remembered that with this motor, Isuzu offers the highest power and torque outputs of the Japanese OEMs in the allimportant 8x4 configuration. However its delivery is behind the curve, so to speak. Peak power sits at 1800rpm, way up in the rev range and long after the

900 – 1300rpm torque plateau has dropped off by more than 200Nm, which may mean the transmission sees its share of action to keep it on the boil. Speaking of which, Isuzu is the only Japanese OEM to offer the trusty 18-speed Roadranger in its latest heavy trucks (Hino still offers it in the older Euro-5 700), undoubtedly a real point of difference for the brand among buyers looking for just that.

As we hinted in the intro, with UD and Isuzu under one umbrella, we wouldn’t be surprised to see mechanical developments in the big Suzi’s future. Pete usually traverses the mid-to-lower South Island, from Rangiora to Invercargill and inland to Cromwell. “This hangs onto hills better than I thought it would,” he comments, citing the Kilmog as an example as we

Peter heads home, approaching Shag Point from the south.

Colin Foley (left) and Peter Stevenson.

Lessons in loyalty

was talking to a young fella the other day – he’s just got out of a Scania and gone building to have a trade behind him – and he asked how Carey can get people to drive for him when he’s running Isuzus,” Colin says as we’re discussing the feeling among OTL’s drivers towards their Japanese chariots. “I said to him, there’s a bit more to it than that, than just what you’re driving, it’s about how you get on with the boss, the other drivers and everything else,” he adds, giving us a glimpse into the camaraderie among the OTL team. Both his and Peter’s careers with OTL span two decades (though Colin had a four-year stint elsewhere in the 2000s). Each day Colin makes the 45 to 50-minute journey from his home in Ranfurly to work, while Peter travels 45 minutes from Oamaru. A three-quarter-ofan-hour journey is usually like a trip around the block for the average truck driver, but doing

it daily to and from work for 20 years or more surely says something about the men and the company. “I was born in South Canterbury and was four years old when the old man bought a butcher shop in Ranfurly. So, apart from four years overseas, I’ve been there 54 years. It’s a good place to live,” Colin says. Truck driving wasn’t always on Colin’s radar. As a young man he did his apprenticeship as a bricklayer, which he stuck with for eight years. “Then I made the mistake of spending my holiday money on the piss over Christmas, as you do when you’re young. So I started working for a shearing contractor at the weekends,” he says. Returning from a trip north after a few months, Colin bought a shearing run, which he also did for around eight years. “Now, when I was doing my apprenticeship, I was in the fire brigade, so I only got my HT so I could drive the fire engine. I

failed my driving test poorly. In fact, he was going to cancel me and said I’d probably never be a truck driver. When I said, ‘I only want to get my licence for the fire brigade’, he said, ‘Why didn’t you tell me that in the beginning?’ and gave me the stamp!” Selling the shearing run, Colin found work driving the silage truck at McLeod’s Transport, sometimes stacking hay or picking up some wool if the silage work was quiet. “So I started there, and this is what I’ve done for almost the last 30 years,” he says. Pete’s also a South Canterbury boy, born and raised in Waimate, though he went to boarding school in Dunedin. His working life began on local farms, and he originally had the intention of buying a farm. However, life’s meandering led him to Australia in the late 1980s. “I worked on farms, then I took to bulldozing for a few years, slowly getting into trucks.”

When a tragedy took his cousin’s life, his uncle Lin Stevenson (Lin Stevenson Ltd), rang and asked Pete to come home to drive one of his trucks while he looked for another driver. “However, after seven years he got bought out and retired, so I had to go with the job. I remained for three or four years and then, in August 1998, Michael Williams from Clutha Valley rung me to work for them. That’s when my journey with OTL started. “I’ve been on this job – on bins – for 25 years. I’ve previously done some stock and swap body work, but I enjoy bulk work. With this job, I’m home every night, and if I can’t get home but want to, Carey will send a ute to pick me up. I’ve got a small 50-acre farm just outside Oamaru – a few sheep and cattle. With the kids having left home, it fills in my weekends,” he says.

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“For fert work at the airstrips, we really want a manual transmission to manage the rough country,” he adds. Pete runs 50MAX and it seems he encounters similar issues to the Neweys featured last month. “We do a lot of contract work for farmers in South Canterbury. You can’t even get 50 tonnes across a lot of the small bridges. We often cart across wooden bridges and have to cut it right back to 45 tonne,” he says. The bins and trailer are by Lusk Engineering in Ashburton. “They build good gear; we’re happy with them,” says Peter. “We’ve got the bins the way we like them now, high enough to accommodate greater loads, so all new bulk trucks will get these going forward.” There’s not much else on it. Roadrunner supplied the hydraulic tanks, feeding an Edbro ram, and both trucks feature Alcoa alloys – simple, to the point, for the job.

Turning on a dime

2 1) One of the more famous intersections in South Island trucking, Colin turns off SH1 at Palmerston and heads up SH85, the infamous ‘Pig Root’. 2) Impressive steering lock ... nimble as a flea. 3 & 4) Colin reckons for his work, the light and easy to handle A-frame drawbar works just fine.

really have nothing challenging to judge it against on our trip back to Pete’s home base of Oamaru. “I’m down to the low box, probably still in the same gear as I was in the Freightliner – maybe half a gear down if anything

– but not doing the same speed. It goes all right. But you have to watch it on the Canterbury plains when cruising along … In the Argosy, I could hear the speed, this is a lot quieter and more refined,” he says with a laugh. More on that later.

Talking weight leads us to retardation. The GIGA features Isuzu’s air-operated exhaust brake as well as its magnetic driveshaft retarder. Pete comments the auxiliary braking isn’t as strong as expected: “At 40-tonne it’s okay, but when you’re running at 50-tonne you’re often on the brakes to maintain speed.” However, he’s full of praise for the AEB, relating it wasn’t long before it came to his aid when an inattentive driver indicated to turn left before turning right ahead of his truck.

BIG SAFE SUZI It stands for Advanced Driver Assistance System and it makes the new GIGA like none that has preceded it. So, what’s in the big Suzi’s ADAS safety dowry? There are a few well-known acronyms for sure, but others that might raise an eyebrow or two.

Active

Caption

Colin would later share a similar sentiment about the GIGA’s retardation: “To me, the braking used to be stronger. The retarder works alright, but it really depends on how you drive them.” He should know… for the past 12 years or so, he’s only

4 driven Isuzus on stock work. First starting with OTL in 2000, Colin piloted an Isuzu for about six years and 400,000km. “That was a good truck, the only thing that went wrong was the high-low split on the gearbox,” he comments. After a stint on a

Adaptive Cruise Control (ACC) – Maintains a preselected following distance when cruise control is engaged. Not available on manual transmissions. Customisable Speed Limited (CSL) – Monitors the fuel injection volume to the engine so the truck can’t exceed a pre-set speed. Anti-lock Braking System (ABS) – Prevents wheel lock-up and therefore loss of control. Electronic Stability Control (ESC) – Sensors monitoring driver input and vehicle control reduce power or apply individual wheel braking if understeer, oversteer, or rollover is detected. Advanced Emergency Braking (AEB) – The truck brakes automatically to avoid a collision. Forward Collision Warning (FCW) – Raises the alarm pre-AEB. Distance Warning System (DWS) – Helps maintain a safe distance from the vehicle ahead by warning if a pre-set distance is reached. The driver has four pre-set minimum distances to choose from. Traffic Movement Warning (TMW) – Monitors stationary traffic and alerts the driver if it starts to move. Handy at the lights if you’re not paying attention. Lane Departure Warning (LDW) – Raises the alarm when the truck wanders from the lane. Vehicle Assistance Technology (VAT) – Provides early detection of potential risks. Anti-skid Regulator (ASR) – Traction-assist mechanism that detects when one drive wheel is spinning faster than another on loose surfaces. Torque is reduced and/or the brakes applied to the spinning wheel. Hill Start Aid (HSA) – When stopped on a hill, the brake pressure is retained until the clutch is released (or eight minutes), preventing roll-back when starting. Available on manual transmission as well. Driving beam Lights (ADB) – Adaptive headlights. Automatic Lighting System (ALS) – Monitors exterior light levels and turns head- and tail-lights on when required. Cab Tilt Warning (CTW) – Driver warning in the event the cab is not fully locked in position.

Passive • ECE-R29 Cabin • Dual Airbags (driver and front passenger) • Seatbelt pre-tensioner (driver and front passenger) • Anti-intrusion bars in the doors • Light-up cornering lamps Colin releases the top-deck ramp and lowers it into place for the top-deck passengers.

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Split-unit pick-ups are part of OTL’s everyday operation. Scania with Beckers, he returned to OTL in about 2011 and drove a Qantum for about 300,000km. In 2016 Colin returned to the Isuzu fold, piloting a previousgeneration GIGA for some 700,000km in six and a half years before his new GIGA arrived. At the time of our visit, he’d covered 47,000km in six months. It’s day two with the OTL team, and Colin’s job for the day is to collect cattle from local farms for the Palmerston sale the following day. OTL’s stock units run Delta

crates and (on the new models) MD trailers, although Colin tows his older TES trailer. The decks are built in-house – and OTL does the paint itself too. On the trailers, Colin says: “The trailers have been spec’d and set down so that the bottom three pens are deep to avoid back rub on big cattle.” One aspect of Colin’s daily operation that’ll have a few eyebrows raised in the stocktruck driving fraternity is the A-frame drawbar on the trailer

– as opposed to a telescopic drawbar usually fitted without so much as a second thought in 2023. “Yep, I know, but I like it,” says Colin. “The amount of unhooking and hooking up we do some days, those bloody big telescopic ones are too much to handle if they drop. Plus there’s a lot of working bits in them. These are simple and so easy to handle.” Interestingly, when we dropped the trailer to shoot off and load the animals at Logan

Rowland’s farm in Waikouaiti, the trailer drawbar did in fact sink in the loose gravel. It was a one-handed effort to right it as Colin backed in. “I’ve seen trucks with telescopics come over the weighbridge with the trailer hooked up, but not pull it on, then come across again truckonly. The difference is 100kg. My back isn’t going to last long lifting that!” Horses for courses ... what you’re used to, or simply what you prefer. At the end of the day that’s what it comes down to … take your pick. Like Pete, Colin runs 50MAX. Having done his rounds to local farms, Colin’s moving 52 heads of cattle in this first truck and trailer load to the sale, weighing in all up in the mid-40-tonne range. “One thing I’ve noticed,” he says, “is that the truck doesn’t like it if the front pens on the truck are full.” Interestingly, Peter would comment that there’s the odd jolt from the second steer when his truck is not fully loaded. What both can agree on, though, is the GIGA’s excellent steering lock. We noticed it too witnessing Colin exit a tight rural drive after one of the collections, and thought back to our March

1) Still a classic Japanese truck interior, which is fine – they own the look and you know what you’re buying when you sign the dotted line. 2 & 3) Dash and wrap are in keeping with the industry look for the age. 4) Sleeper cab affords more room as they always do, although still a scramble to get to. 2018 test with Robert Wood in the Stephenson Transport GIGA, doing a U-turn on a dime. A glance at the spec sheet reveals impressive maximum inner wheel angles of 47° and 39° at the first and second steers at full lock.

Improved inside “Really, it’s much the same as the old ones,” Colin says. “They’re reliable. You get into them in the morning and they start and that’s all you need, isn’t it?” Ah, there it is again. “On the hills, I just let the others pass if needed. Horsepower doesn’t worry me. Anyway, I keep up with Barry Ritchie (better known as Spoon) who drives the Freightliner stock unit. Plus, I don’t need to have to stretch out when I climb out at the end of the day,” he quips. In fact, Peter and Colin both comment on the GIGA’s improved ride comfort – like its predecessor, the CYJ runs on front parabolic leaf springs and double-acting shock absorbers,

although the rear now rests on an eight-bag air suspension and hydraulic shock absorbers over the old model’s four-bag setup. They also both approve of the enhanced interior environment. “The biggest difference between this one and the old one is the interior,” Colin remarks. “Everything’s at your fingertips,” Pete adds. Indeed, everything feels well-built, solidly fitted and hard-wearing. The cab is dominated by a squared-off dash that provides more space for radios, auxiliary switches and storage compared with the rounded-off design of the previous version. The driver faces a chunky, airbagequipped steering wheel (similar in design to the previous-gen D-Max) with controls for the cruise on the right spoke and for the comprehensive multiinformation display on the left. That colour display is flanked by a large, clear rev counter and speedo – the instrumentation is clear and easy to understand. The instrument binnacle is

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S P E C I F I C AT I O N S

Isuzu CYJ530 8x4 Tare: 10,360kg (minus crate) GVM: 29,000kg GCM: 55,000kg Wheelbase: 5980mm Engine: Isuzu 6WG1 - TCS Capacity: 15.6L Power: 382kW (520PS/512hp) Torque: 2256Nm (1664lb/ft) Emissions: Euro-5 Transmission: Eaton Roadranger RTLO18918B Clutch: Eaton twin plate 394mm Chassis: 285mm x 85mm x 7mm

surrounded by six switches and a pair of air vents for the driver (the passenger gets two of their own). Isuzu’s 6.2in Android touchscreen infotainment system and electronic climate control sit directly to the left. In addition to radio and Bluetooth connectivity, the infotainment system also provides for external camera inputs, navigation, reverse sensors and tyre pressure monitoring. Just below these are another two rows of large, easy-to-press switches. The centre console offers a shallow storage bin and dual cup holders alongside the gear lever. There’s a shallow centre storage cubby between the seats and two surprisingly narrow overhead lockers. Entry is an easy four-step process with the driver’s door opening to 88° and the passenger’s to 70°. The driver occupies a heated and ventilated Isringhausen seat, while the passenger’s is rigidly mounted though not uncomfortable. Cab space is good, the Isuzu benefitting from less division and clutter than the UD and Fuso, with their bulky centre consoles.

There’s 671mm of space behind the seats, in which is a simple bunk.

Perception and reality “They’re easy to drive, comfortable. They’re honest trucks; people grow to like them,” Peter would comment. Indeed, if one trait is carried through the generations of big Isuzus, it would be their charm as honest, hard workers. Operations like OTL’s prove this, the GIGA fits with the company’s honest-togoodness operations (so much so that there’s a fourth in the workshop being set up as a dropsider). Despite all this, it’s the ‘flash’ end of the market that tends to catch the eye of drivers these days – a shame, given there’s still plenty of space in the market for trucks like the GIGA … especially now that its safety spec is on par with the best out there. We can’t wait to see what the future holds for this Japanese manufacturer, a name that’s worth so much to so many, as it enters its forthcoming era.

Front axle: Isuzu F066 Reverse Elliot I-Beam, tandem steer Front axle rating: 13,200kg (combined) Front-suspension: Tapered parabolic, shock absorbers, stabiliser on first axle Rear axle: Isuzu RT210 hypoid tandem with interaxle lock Rear-axle rating: 21,000kg Rear suspension: Isuzu 8-bag air suspension, shock absorbers, stabiliser on both Brakes: Drum. EBS, ABS Auxiliary braking: Isuzu air-operated exhaust brake Isuzu magnetic driveshaft retarder Additional safety: Advance Driver Assistance System (ADAS) (Ref Sidebar), incl ESC Additional productivity: Advance Driver Assistance System (ADAS) (Ref Sidebar) Fuel: 400L DEF tank: 75L Wheels: Alcoa alloy wheels Tyres: 275/70 R22.5 Electrical: 24V Cab exterior: Steel ECE-R29 compliant. LED adaptive lights and roof mounted clearance. Headlights with wash function. Heated and power adjusted mirrors. Remote key. Cab interior: ISRI 6860 driver’s seat (with armrest on AMT) – fully adjustable, heated, with pre-tensioner seatbelt. Adjustable steering column. Power windows and central locking. Air conditioning. Cruise control (Adaptive on AMT). Infotainment – Android, (15.7cm screen). Connectivity plus USB (2) and 24V socket (1).

Special thanks A hearty thanks to Carey Turner, Trudey Helm, Peter Stevenson and Colin Foley, for allowing us a glimpse into OTL and to sample not one, but two, new GIGAs in the most ideal of operations. To the team at Dunedin’s Cooke Howlison Isuzu, thank you for your support with the requisite technical information. And to Dave Ballantyne, GM at Isuzu Trucks New Zealand, for your continued support of our publication.

G T W

36 New Zealand Trucking November 2023

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SCANIA Customers and the media recently had a crack behind the wheel of two of Scania’s most advanced powertrains: the 25P battery electric and the new 560hp six-cylinder Super. Story by Gavin Myers

f more proof was needed that Scania New Zealand were on a charge second to none, it’s this: 19.5%. That was the company’s market share (over 16 tonne) at the end of September. “The Scania New Zealand team has done a very good job here so far. We’re the market leader, but we’re not satisfied,” says Scania New Zealand’s new managing director, Victor Carvalho. “We’re investing a lot in New Zealand with our brand, facilities and

Photos by Dave McCoid and Gavin Myers people, increasing technicians and salesmen to keep that leadership.” Having landed only two days before, Victor has wasted no time getting into the job. Brazil-born, his previous posting saw him lead Scania Portugal for the past four years. “I’m still recovering from jetlag, but I couldn’t pass up this opportunity to meet our customers and the media this week,” he says. And an important week it

38 New Zealand Trucking November 2023

was, as Scania New Zealand took over the Hampton Downs racetrack to show off its wider range of solutions and give guests a taste of its new six-cylinder/12-speed Super powertrain and 25P battery electric vehicle (BEV). The Scania Super 560 is powered by Scania’s latest DC13 173 13L engine in Euro-6 trim. Headline numbers are a power output of 412kW (560hp) and torque of 2800Nm (2065lb/ft). The 13L Super platform is also available in

500, 460 and 420 varieties. Euro-6 is achieved by twin SCR. The latest DC13 is partnered with Scania’s new G33CM Opticruise gearbox. “The gearbox is smoothershifting and better matched to the engine. The software that controls it all is nextgeneration and fully integrated,” comments Deon Stephens, sales director at Scania New Zealand. The Super package promises impressive efficiency gains over its predecessor. “From

Diesel and electric – both have lots to offer.

what we’re seeing in Europe, there’s an 8% to 10% saving in fuel consumption alone. We see that as also achievable in New Zealand. The new powertrain combined with the right specification and driver training can contribute to significant fuel and emissions savings. “We’re predominantly a strong V8 market, but we see a lot of customers transitioning to six-cylinders for fuel efficiency and operating gains,” Deon adds. And should they transition, we don’t see many drivers turning around feeling shortchanged. While not on the same level as the outright punch delivered by Scania’s V8 powertrain, the new 560 Super’s torque output and delivery certainly push it into the 15L territory held by many competitors. Delivery is flat from 900rpm to 1400rpm, at which point power is virtually at its maximum (peak is 1800rpm). She’s sure grunty, and the thrust is maintained by the slick operation of the G33CM. When Deon says it’s “smoother”, he’s not exaggerating. The final piece of the Super puzzle is its improved auxiliary braking. The new engineintegrated compression release

brake (CRB) weighs only 7kg and offers up to 350kW retardation with fully integrated brake blending. The CRB system can be combined with Scania’s R4700D retarder. It’s over a year since Scania New Zealand unveiled the 25P BEV (New Zealand Trucking, July 2022). We were lucky enough to feature it on the cover of the February 2023 issue in operation with the company’s first EV customer, the enterprising Reliance Transport of Mark and Grant Darrah. “It’s been positive; they’ve approached the journey as a learning experience in partnership with us. Their two 25P units have done around 20,000km now,” says presales and logistics director Rob Covich. “Enquiry and understanding of how those trucks are performing is hot.” There’s more to come, too. “By the end of 2024, we should be into a 6x4 spec, which will suit our market well. It will offer twice the energy capacity and range, and a gross train weight of 64 tonne – so we’ll be into the true heavy-truck space,” Rob says. “We’ve had a lot of enquiry into how it can adapt to New Zealand. The order book is open now for next year.” As we know, New Zealand’s

The Euro-6 Super drivetrain promises up to 10% better fuel consumption.

The fully electric 25P for metro operation is just the start of Scania’s EV line-up, with heavy regional models to follow soon.

Thanks to its electric powertrain, 25P gets down the road smothly and quietly. VDAM rules have been a stumbling block for the EV rollout locally. “We’re working around a few challenges with VDAM, the prescriptive rules make it a little difficult …” Rob says. Other challenges to EV adoption have included their up-front cost, limited subsidy opportunities and general hesitation. “A lot of people are waiting to see how they perform locally and globally. The driving factor is now coming from our customers’ customers, providing a lot of momentum.”

Of course, the lack of supporting infrastructure also needs to be overcome. “That’s key to uptake – and kicking off into longer-haul BEVs. New Zealand is in a good position to take advantage of green electricity,” Rob says. Deon adds that ‘supporting infrastructure’ also extends inwards. “It’s not just charging infrastructure. We have to be service-ready, with the right training and the ability to service in each particular area. We have to make sure we have the right backup in place for

the product to perform. It’s a significant investment in our own facilities.” Designed for short- to medium-range routes in urban operation, the 25P is offered in 4x2, 6x2, and 6x2*4 configurations. Its electric drivetrain offers 230kW continuous and 295kW peak power, with corresponding torque figures of 1300 and 2200Nm. Battery capacity is either 300kW (nine batteries) or 165kW (five batteries), with a range of up to 250km. The 25P gets on with ease;

It’s a 13L, but the 560 Super’s torque output reaches the level of some 15L units.

40 New Zealand Trucking November 2023

smoothness and uninterrupted continuity of power delivery that will surprise drivers of even the best diesel-powered trucks. It’s a different experience but one you acclimatise to within minutes. The 25P offers a gross combination mass of 29 tonnes, and for those applications that require it, a 60kW electric PTO is available. The Dhollandia tail lift and Carrier refrigeration system on the test-drive truck are perfect examples. Scania New Zealand senior product engineer Alfons Reitsma says they are specifically designed for BEV trucks. “Our calculations include topography, train weight, average train weight, charging times, and cycled energy of all the componentry to give the best possible indication of the vehicle’s energy consumption. “Then we must measure how often the tail lift goes up and down, how much energy is required for it to lift certain weights, and what it takes out of the propulsion system. Then we do the same for the electric fridge unit.” The driver can see what the fridge unit’s consumption is in cab. “It’s not as easy to electrify a truck as a car. Ultimately, the whole vehicle has to be as efficient as possible,” Alfons says.

Voted no. 1 in Safety.

We’re incredibly proud to be voted #1 in safety in NZ Trucking magazine 2023 national trucking survey.

From stronger cabs, to smart emergency brakes, to side-detection alerts, our focus is always on the best possible protection for our drivers and fellow road users.

*Nationwide online 2023 survey by NZ Trucking magazine with 720 respondents - made up of heavy truck drivers, owner/operators or employees of a heavy truck brand. Volvo came in second in comfort at 17%, followed by Kenworth at 14%.

WHERE’S THAT ROAD?

Look below, eagle-eyed truckers, and see if you know where this stretch of bitumen is. Okay, you had a gift last time, and the inbox showed it. This month might get you reconnaissance experts scratching the old bonce. Shall we give you a clue? Nah, you’re all too good.

So where was it? It’s surely one of the most identifiable stretches of SH1 in the South Island, that wiggly stretch of road just south of the Hundalee Hills at Conway Flat, Canterbury. You always wonder, ‘Are no bulldozers or motor-scrapers able to straighten that out?’ But then, that would mean a little more character lost from the network, wouldn’t it? Great job, Gavin Russell from Richmond.

TO ENTER To enter, flick us an email at editor@nztrucking.co.nz Subject line: Where’s that road? Nov 2023 Tell us your answer, and let us know your postal address. Note: Please include the subject line above, or your entry might get lost in the pile. We’ll randomly pick a winner from the correct entries and see what’s in the prize basket. The competition closes at midnight on 30 November 2023.

SH1 at Conway Flat, south of the Hundalee Hills (the photographer is facing north).

TD33816

ALEX BLOSSOM FESTIVAL 2023

A&L Coombs Contracting’s Scania raised the bar.

COME RAIN OR SHINE Entry numbers were low this year for the Alexandra Blossom Festival Parade of Trucks, but Mother Nature can take a bow for that. Adverse weather conditions leading up to the Saturday of the truck show saw Friday’s festival events canned altogether. Some entrants from the Maniototo were even preparing trucks in the snow… Story and photos by Craig Andrews

Brendon Savage took home Best Isuzu with this sharp example from McNulty’s Transport in Cromwell.

A thrilled Sheridan Foot walked away with a haul of prizes and the Star of the Show trophy.

Another striking K200 in the Eden Haulage fleet saw operator Sean Doyle win Best Kenworth.

hankfully, come show day, Mother Nature closed the window, made herself a cup of tea and pulled up a chair. This meant the 49 official entrants in the Alexandra Blossom Festival Parade of Trucks turned up in relatively sunny conditions. The show’s main organiser, Kate Booth, was stoked with the turnout, considering how bad the weather was and was highly appreciative of those who made the effort to enter. Sheridan Foot took away the Star of the Show Award this year. The Scania he operates for Allan and Leanne Coombs from Dunedin could not be faulted and was a worthy winner. Sheridan was stoked as and very thankful for the prizes he won. Best Fleet was bagged by the team at Booths, but competition was tough from Mainfreight. Along with those who entered, Kate wanted to pass on a huge thanks to the major prize sponsors – Scania NZ, TR Group and Spark Palmerston North – and the companies and individuals who provided merchandise. They were also supported by Bridgestone, Southpac Trucks Palmerston North, Z Energy Palmerston North, Crombie Lockwood Palmerston North, Dommet Trailers, Patchell Trailers, TMC Trailers, Aspiring Traffic, CAL Isuzu, MTD Trucks, Nissan, Cable Price Invercargill and James Crisp Ltd. In the end, there was so much donated merchandise and so many prizes that most if not all participants went away with an award. Lastly, Kate would like to mention the judges for the day – Brett Borrell, Chris North, Marc Turnock and Oakley West. A big thanks to them, as it is the hardest part of the show.

Nice new FH Volvo from Upper Clutha Transport won Best Curtainsider.

The heavies of the Booths brigade made an impressive sight all lined up. Combined with the metro units, they took out Best Fleet.

Mason Murphy from Ranfurly Transport won Best Livestock Truck with this K200 Kenworth.

Clyde Hiab Services always turns up and was rewarded with Best Nissan/UD on the day.

Paul Guthrie turned up with his neat Cromwell Bulk Distribution FM 540 Volvo.

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November 2023 45

A couple of Hinos were part of a strong turnout from the Mainfreight team.

Sharp Scania from WasteCo. Brandon Bell at the wheel of this West Otago Transport K104.

Dave Blair from Maungatua Contracting in Wanaka entered this T610 SAR Kenworth.

An ex-Heikell Transport Scania P360 Scania gets a new life with Beckers Transport. Shawn Barbour was at the wheel for the day. Another new Fuso for the local Fulton Hogan fleet.

John Craigie with his cool R-model Mack. A lovely, restored Autocar in the Central Machine Hire fleet from Wanaka.

SHOW RESULTS, ALEX BLOSSOM FESTIVAL 2023 Star of the Show Furthest Travelled Best Presented Fleet Best Presented Hino Best Presented Volvo Best Presented Nissan/UD Best Presented Isuzu Best Presented Kenworth Best Presented Scania Best Presented Stock Truck Best Presented Other Best Presented Bulk Truck Best Flatdeck Best Presented Curtainsider

Sheridan Foot, A&L Coombs Scania R650 The Produce Connection Kenworth K200 Booth’s Logistics Mainfreight MZL134 Upper Clutha Transport QDH450 Clyde Hiab Services PYF183 Brendon Savage, McNulty’s Transport NYY66 Sean Doyle, Eden Haulage EDEN17 Sheridan Foot, A&L Coombs Scania R650 Mason Murphy, Ranfurly Transport Kenworth K200 Ranfurly Transport International Eagle Joint winners, Fulton Hogan Fuso QDE485 and Volvo MUD807 Booth’s Logistics Scania, V8S730 Joint winners, Mainfreight, MAN EVL460 and Booth’s Logistics, K200 Kenworth QCN288

46 New Zealand Trucking November 2023

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HWR DRIVING COMPETITION WINNER COMPLETES MITO - TE PŪKENGA LEVEL 3 CERTIFICATION

W Richardson’s Driving Skills Competition winner Zoe Ward has completed the New Zealand Certificate in Commercial Road Transport Skills Level 3 with MITO - Te Pūkenga. Zoe works as a concrete driver with Allied Concrete, where she started as a cadet driver back in 2021. During her cadetship, Zoe obtained her full Class 4 licence, and has been trained to perform a concrete batching role. Zoe received the Harold Richardson Memorial and Concrete Rookie Award - the first female contestant to take out an overall division award. Zoe says she started in the transport sector after being unsure what to do after she finished school. “I couldn’t find anything at university that interested me, and I was working in a supermarket during my first year out of school. I started doing deliveries, and I found I quite liked driving, so decided to go from there, and it all sort of happened,” she says.

Zoe’s uncle is a driver trainer and helped her get her cadetship with Allied Concrete, and her training started from there. She said she found working and training quite easy to balance. “You can do the MITO - Te Pūkenga training in your spare time, and with the practicals, you don’t have to do them all at once, you can do parts of it and come back to it,” Zoe says. “Our company was really supportive and flexible, so if I needed to do practicals I could just come off the truck for the

day and get that done, and I had great support from MITO - Te Pūkenga through email and phone.” She says the content of the MITO - Te Pūkenga courses was interesting and she got to learn things she may not have done in her job. “I got to complete a dangerous goods course, which is a great extra qualification that is good to have.” Zoe says the training she received through MITO - Te Pūkenga put her in good stead at the HWR competition.

“I had to do a pre-start for my MITO - Te Pūkenga certification and I also had to do that for the competition, so that pre-start course definitely helped me there. I also had to be assessed on my driving during the course so that would have helped too,” she says. Zoe says she is keen to keep learning and training moving forward in her career. “It’s good to learn new things. I want to keep learning and developing my skills.”

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We bring you exclusive truck industry content from fellow International Truck of the Year member publications.

HYDROGEN GETS HEAVY Mining giant Anglo American has unveiled a prototype of the world’s largest hydrogen-powered mine-haul truck as part of its nuGen Zero Emission Haulage Solution (ZEHS).

n December 2019, Anglo American signed an agreement with the United States engineering company, First Mode, to design the world’s largest fuel-cell electric vehicle (FCEV). After a robust testing process, a plan would exchange the current heavy-haul fleet’s diesel ICEpower system with a hybrid hydrogen fuel-cell and battery powerplant. The model chosen for the exchange was the Komatsu 930E-4 Ultra Class haul

Not much outwardly different to give the game away.

truck with a 2700hp diesel engine connected to an alternator at Anglo American’s Mogalakwena Platinum Group Metals (PGM) mine in South Africa. The converted truck, designed to operate in everyday mining conditions, is part of Anglo American’s nuGen Zero Emission Haulage Solution (ZEHS). nuGen provides a fully integrated green hydrogen system of production, fuelling and

haulage, with green hydrogen to be produced at the mine site. nuGen is part of FutureSmart Mining, Anglo American’s innovationled approach to sustainable mining that brings together technology and digitalisation to drive sustainability outcomes, including its commitment to carbon neutrality across its operations by 2040. Diesel emissions from Anglo American’s haul-truck fleet account for 10-15% of its total

Scope 1 emissions, with about 16% of the Scope 1 emissions from the direct use of diesel in mining and processing. There are more than 400 heavy-haul trucks within its worldwide operations, each typically burns 2500L to 3000L of diesel and generates eight tonnes of CO2 per day (900,000L per year). “Over the next several years, we envisage converting or replacing of our current fleet of diesel-powered trucks with this zero-emission haulage system, fuelled with green hydrogen. If this pilot is successful, we could remove up to 80% of diesel emissions at our open-pit mines by rolling this technology across our global fleet,” says Duncan Wanblad, chief executive of Anglo American. For the nuGen project, Anglo American worked with some of the world’s leading creative engineering and technology companies, such as ENGIE, First Mode, Ballard and NPROXX. The partners developed the fuel-cell battery system and drivetrain

1) With a 290-tonne payload, the nuGen heavy-haul truck is up to the task. 2 & 3) In goes the hydrogen fuel cell, replacing the original dieselcombustion engine. 4) The first of 40 heavy-haul trucks to be converted for the South African mine and 400 globally.

as well as the software solution that manages the power and energy between them. And it was a significant undertaking – nothing on this scale had ever been built, and a key challenge was to retrofit an entirely new power system into a space formerly occupied by the diesel powerplant while continuing to support all the auxiliary systems of the truck. The truck has eight fuel cells, with a collective capacity of 837kW, and a 1.2MWh lithium-ion battery pack. These allow it to generate a staggering 2MW of power. It’s capable of carrying a 290-tonne payload, and with a tare weight of 220 tonnes, it tips the scales

at 510 tonnes fully laden. In parallel, Engie, a French multinational specialising in energy transition, provided an integrated hydrogen solution for the Mogalakwena Mine that could produce, compress and store hydrogen on site and enable the trucks to be refuelled in record time. Critical to the project was that the hydrogen would be generated as far as possible using local solar energy, maximising the amount of ‘green’ hydrogen used to fuel the truck. A 100MW solar photovoltaic plant is under construction, due to enter service by the end of 2024. The site incorporates the largest

electrolyser in Africa, which will be able to generate and store an estimated one tonne per day of hydrogen to refuel the trucks. At its official launch last year, the nuGen hybrid hydrogen-battery power system performed faultlessly, demonstrating its ability to improve overall efficiency by recovering energy through regenerative braking. Anglo American plans to retrofit 40 diesel haul trucks at Mogalakwena with hydrogen power, before rolling out the technology across its global fleet of about 400 trucks at seven open-pit mine sites by 2030.

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WHEELS AT WANAKA MEMORIES

The date is out for 2025. Keep 18 to 20 April free in the diary for Wheels at Wanaka. Until then, as Barbra sang, “misty watercoloured memories” ...

He either watered it, fertilised it, or has more than one, but Alister Macdonald’s 10RB Ruston Bucyrus from 2021 suddenly became a 30RB Series Two in 2023. No, but seriously, there really is more than one dragline in the family. Having a couple of Harleys, a boat, a chainsaw collection, a vintage car, a truck, or a bulldozer is one thing. But draglines? Now that’s savage! Once again, it was mesmerising watching Alister dispense his craft ... Truly hard to pull yourself away.

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JUST TRUCKING AROUND

www.trt.co.nz

Hamish Dalziell Hamish Dalziell isn’t your typical truck driver. He can be found behind the wheel of Fire and Emergency New Zealand’s 290hp 2015 MAN TGM, responding with lights and sirens to fires, car accidents and medical calls. Alison Verran spoke with Hamish at BP Tauriko, where he was fuelling up after a callout to a vehicle accident on Pyes Pa Road, Tauranga. Hamish has been with the fire service for almost 20 years and driving trucks for 18 years. Not only has he driven fire trucks, but he also worked and drove for Treescape on his days off when living in Wellington. As a firefighter, becoming an emergency response driver is a requirement. “We usually get our Class 2 within the first couple of years. We then go through emergency driver training. I had to drive around all different areas of Wellington, negotiating small, tight roads, as well as night driving. I also went to Ohakea Air Base to train for emergency braking, reactions in emergencies and to learn how to utilise the ESC (electronic stability control),” explains Hamish. “After a few years of Class 2, some firefighters go on to get their Class 4 or 5 for the different types of ladder trucks that some stations have. We often have firefighters who are truck drivers on their days off. With the shifts we work it allows for a second job. In the service, we are allowed to do two shifts back-to-back. However, we can only drive the fire trucks on one of those shifts. Our day shift is a 10-hour day, and our night shift is 14 hours. If we do a double shift, we try and

54 New Zealand Trucking November September2023 2023

catch some sleep between emergencies.” It’s clear that Hamish enjoys the driving part of the job. “Driving relatively quickly through the traffic enhances your skills and makes you very aware of the other vehicles around you. We are allowed to go 20km/h over the designated speed limit, apart from roadworks and past schools.” One thing Hamish notices with other drivers is the lack of knowledge about pulling over for emergency vehicles. “On a road with a single lane each way, vehicles should always pull to the left. If there are two lanes each way, we would expect the vehicles to split left and right, and we will travel through the middle. Where we place our fire truck behind other vehicles determines the line we would like to take, indicating to those in front of us which way to pull over,” he explains. “Tauranga roadworks are an issue at the moment. I feel sorry for the locals in cars when we come up behind them … they have nowhere to pull over. We turn off the sirens because we’re fully aware they are trying to move out of the way but simply can’t. “We also have an issue in our industry – the fleet needs to be upgraded. If this truck breaks down, we get a 30-year-old truck as a stand-in.” According to Hamish and his colleagues, the horsepower in their trucks could definitely benefit from an upgrade too. When presented with the vexing question, “rugby or soccer?”, Hamish answers: “Rugby … I’ve played ever since I was young. Although I do enjoy social soccer. I played a bit in Wellington.”

JUST TRUCKING AROUND www.trt.co.nz

Daya Vala On a recent Saturday morning trip to Hamilton, Carl Kirkbeck caught up with Daya Vala at the Schick Civil Construction yard in Te Rapa. Carl found Daya busy with the wash brush and sponges, cleaning the new Western-Star 4864 bulk unit he pilots. Daya’s interest in machinery and trucks goes back to his childhood. “It has been in the blood my entire life. So, it was straight into it as soon as I could. I started out in general contracting, spending a chunk of time at Tauwhare Contractors on the tractors, which eventually became driving Isuzu stock trucks for R&K Brunt.” In February 2024, Daya will celebrate 30 years with Schick Civil Construction. “They are a really good crowd to work for. Pat Peoples [Schick Civil Construction’s director] is a great boss. Yeah, it’s a really enjoyable job. I just get on and get the job done.” The new Western Star replaces an older 5864 model Daya used to drive. It is his pride and joy, and he is renowned for spending a good 10 hours a week keeping his charge in immaculate condition. Daya shares his philosophy: “If you look after the gear, it looks after you. Keep up with the regular maintenance, and you will keep it looking right. If it gets away on you, it just takes longer to bring it back. Use your time productively. If work gets quiet, then get out there and use that time to do the maintenance, so when things get busy again, you are set to go.” In something of a two-for-one JTA interview, Peoples also bestows praise on Daya. “He reflects the work ethic and professionalism cemented in Schick’s core values at the very beginning under

Lyndsay Schick 50 years ago. In the 23 years I’ve worked with Daya, I can’t recall him missing a day of work or being late. He can put his truck and trailer where many can’t. He works the gear hard but looks after it like it is his own. We’re fortunate to have Daya in our team.” Daya’s vexing question was, ‘What’s your preference, tea or coffee?’ He replied: “Coffee, but I would prefer a large bottle of Lion Red.”

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TOP TRUCK

COMMUNITY Story by Carl Kirkbeck Photos by Carl Kirkbeck and as credited

14 February is long associated with Valentine’s Day. But the impact of cyclone Gabrielle in 2023 has forever altered that. The weather event affected many, including the crew behind this month’s Top Truck.

n the night of 13 February, in worsening conditions, the Prestige Building Removal (PBR) team of Horotiu, a little north of Hamilton, gingerly made its way across the Napier-Taupo road. On the move that night was one of the company’s Kenworth T610 SAR tractor units, paired with a near-new TRT four-axle ESS house-removal trailer. Manager Rangi Joyce was at the helm of the loaded rig, and assisting with clearing a safe passage for BGMAH1 were pilots Keirod Saussey, David Greer and Harmonie Moke-Pouwhare.

56 New Zealand Trucking November 2023

The Advantage Designer Home was loaded up and destined for the Wairarapa, a move involving a two-night shift, with a pause midway in Napier. As the team approached the Esk Valley, the wind began to have a dramatic effect on proceedings, so the decision was made to park the house and trailer in a lay-by area at the base of the Esk Valley rather than the location of choice alongside the Bayview Causeway. Of real concern for the crew was the risk of the stationary unit being blown over, as sustained gale-force wind gusts were predicted to hit the exposed Hawke’s Bay coastline.

A quick disconnect of the trailer in the pouring rain, and the team made for Napier to warm up and rest. The following morning, the news was sobering. The Esk Valley had been hit hard by extreme flooding. The team immediately headed into the disaster zone to check on trailer and load. Their worst fears were realised; the new ADH house was all but completely gone, with the trailer half buried in silt, laying on its side entwined within what was left of the Gizzy railway line. It was a shocking sight, but standing around looking at the

The business relationship between PBR and TRT is stronger than ever in the face of adversity.

The number plate on the TRT ESS house trailer is a reminder of a destructive event most would rather forget.

Big Cummins up front, 22-series Roadranger in the middle, and a Meritor-Neway rear end make perfect house moving pedigree.

devastation was not an option for the team. An immediate and concerted effort was required to save the state-of-the-art TRT trailer. The call went out for assistance with the lift to retrieve the trailer, and among the turmoil, the locals rallied the troops and got the required help. First, a solid pad was formed to work from. Then, a pair of large mobile cranes were moved into place, one at each end. It was extremely slow going because of the railway lines and the fact that all care was being taken not to further damage the trailer. There were challenges but, working tirelessly, the PBR team completed a successful rescue mission. Once free from the clutches of the floods, the trailer was given a once-over to ensure

Right: Full control on the go, with both Traction Air CTI and the TRT ESS interfaces close to hand for the drivers.

PBR’s Western Star 4864 pilots, Tom Worrall and Keirod Saussey.

The aftermath of Gabrielle: pure destruction. Here, the extraction of the TRT ESS house trailer gets underway with welcome assistance from the locals. Photo: TRT. that it was mechanically sound for transporting. It was then hooked up and taken to TRT in Hamilton. The return trip was a mission. With the Napier-Taupo Road completely closed, the only way home was down to Woodville and up and over the saddle. Upon arrival at TRT, it was straight into the manufacturing facility for a thorough examination of the damage. Although directly in the weather’s line of fire, the trailer’s structural integrity was still intact. The ensuing refurbishment process included a complete strip-down of all hydraulics, electrics, pneumatics, power pack, axles and suspension – an intense and meticulous undertaking that required specialised expertise from several TRT departments. Mechanical Services, Repair Bay,

Crane Service, Manufacturing, Assembly and Paint Shop all played a part, with Trailer Sales managing the customer relationship throughout the repair process. “TRT was committed to getting this trailer back to fully operational condition as soon as possible for PBR,” says TRT marketing and content coordinator Dayna Rae. “Our team really got in behind this one. There were many hours of overtime put into it, weekends included. It was awesome to see; a real joint effort by everyone.” The process took the TRT team just under three months, with no stone left unturned. Now fully re-commissioned and delivered back to PBR, GABBI, as the TRT ESS house-removal trailer has become affectionately known, is again an active member of the fleet. No time has been wasted getting her straight back to the

What do they say about ‘an apple a day’? Photo: TRT.

coalface doing what she does best – effectively and efficiently transporting homes. She is now teamed up behind IPBRI, one of a pair of new 4864 Western Stars in the fleet. The combination certainly makes light work of house removal, especially when you look under the hood and find Cummins X-15 engines set at 447kW (600hp), coupled to 18-speed RTLO22918B Roadranger transmissions, and a set of Meritor RT50-160GP axles riding on Neway AD-246 air suspension sets. Prestige Building Removals director Jason Barnes explains how the decision was made to order the Western Star pair. “We looked over the Stars and, spec for spec, we could easily get them with the gear we needed for house removal. Western Star is a well-respected brand in North America. You will find

them working in the bush on all the tough stuff, so they are wellproven. Resale is also strong; they hold their value, and the drivers love them. They really are good on the road, and they also look the part, especially with their King Bars bullbars. You can easily customise them.” Penske account manager Mitch James says working with PBR on these builds was a rewarding experience. “This pair of Western Stars were absolutely 100% bespoke custom-builds for Jason. Between the chassis rails lies some heavy-duty gear that will definitely get the job done for the PBR team. They certainly have a presence on the road. The big King Bars were a first for us at Penske to fit on this model. They really top off the builds.” We could not agree more – most definitely house-moving pedigree.

Thank you from PBR Jason Barnes and the PBR team would like to sincerely thank all who came to their aid in the aftermath of Cyclone Gabrielle. “We were up against it, and the immediate support and assistance from the locals was outstanding – Nui and the team at B.R. Satherley, Chris Diack and his team at Diack Cranes and the entire team at TRT in Hamilton. Everyone was just amazing, dropping everything among complete mayhem to come and help us out. We are absolutely blown away with all that you did for us. Thank you for everything to everyone.”

Straight into the operating theatre once back at TRT in Hamilton. Photo: TRT.

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THIRD TIME A CHARM OPERATOR: Lakeland Transport, Taupo ENGINE: Cummins X-15 15L 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual

Kenworth T610 6x4 rigid – day cab

REAR AXLES: Meritor RT46160GP with full cross locks REAR SUSPENSION: Hendrickson Primaax BRAKES: Drum. ABS SAFETY: ABS BODY/TRAILER: Patchell logging equipment fitout and

multi-bay five-axle trailer FEATURES/EXTRAS: Twin exhaust stacks, SLS stainless-steel drop visor and bug deflector, Willy Malcolm headlight covers, blacked-out grille, extra grille bars, Alcoa Dura-Bright alloy rims, CTI

INCREDIBLE BULK Scania R650XT B6x4HA 6x4 rigid – sleeper cab OPERATOR: Watchorn Transport, Whakatane ENGINE: Scania DC16 16L Euro-6 484kW (650hp) 3300Nm (2434lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania air suspension rear – spring front BRAKES: Disc. ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: Transport and General Transport Trailers alloy bath-tub body and matching five-axle pull trailer FEATURES/EXTRAS: V8 leather trim, fridge, Alcoa Dura-Bright alloy rims, toolboxes PAINT: Vaughans Road Spraypainters, Rotorua SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Sand and general bulk commodities throughout central North Island DRIVER: Johnny SALES: Callan Short

w w w. t r g r o u p. c o . n z 60 New Zealand Trucking

November 2023

PAINT: Factory OPERATION: Log haulage in and around the central North Island DRIVER: Brad Maxwell SALES: Adam McIntosh

RAMBLIN’ MAN OPERATOR: Sheldrake Haulage, Tokoroa ENGINE: Cummins X-15 15L 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual

Kenworth T659 8x4 rigid – day cab REAR AXLES: Meritor RT46160GP with full cross locks REAR SUSPENSION: Kenworth Airglide 460 BRAKES: Disc BODY/TRAILER: Kraft logging equipment fitout and Kraft multi-bay five-axle trailer

FEATURES/EXTRAS: Red-Dot air conditioning, dual exhaust stacks, 15in stainless-steel air cleaners with raised intakes, Willy Malcolm painted drop visor, stainless-steel guard extenders, lower grille panel, mirror marker light trims

PAINT: Factory SIGNAGE: Truck Signs, Mt Maunganui OPERATION: Log haulage throughout the central North Island DRIVER: Liam Adie SALES: Adam McIntosh

OMOKOROA 8-BALL DAF CF530 Euro-6 8x4 rigid – sleeper cab OPERATOR: Omokoroa General Carriers, Omokoroa ENGINE: Paccar MX-13 13L Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon 16TX2620 16-speed AMT REAR AXLES: Paccar SR1360T with dual diff locks REAR SUSPENSION: Paccar eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: Full safety suite – ACC, AEB, LKA, DA BODY/TRAILER: Domett curtainsider body and matching five-axle Domett trailer FEATURES/EXTRAS: Premium interior trim, underbunk fridge, additional marker lights to mirrors and sun visor, Alcoa Dura-Bright alloy rims PAINT: Factory SIGNAGE: Truck Signs, Mt Maunganui OPERATION: General freight operations from its Omokoroa base DRIVER: Anthony Leek SALES: Tim Finlay

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

NEW RI GS ON THE R OAD

Photo: Nigel Turner.

Scania S770 B8x4NA 8x4 rigid – sleeper cab

RUAUMOKO OPERATOR: Waikawa Haulage, Napier ENGINE: Scania DC16 16L Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania airsuspension rear – spring front

BRAKES: Disc. ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: New Patchell shorts logging setup with new Patchell five-axle multi-bay trailer FEATURES/EXTRAS: V8 leather trim, RVE leather seats, fridge, scales, CTI, LED light bars, Broshmik stoneguard, Caulfield drop visor, Alcoa Dura-Bright alloy rims all around, offset steerers

LASER FOCUS Scania S770 B8x4NA 8x4 rigid – sleeper cab OPERATOR: Shorts Cartage Contractors, Koutu ENGINE: Scania DC16 16L Euro-6 574kW (770hp) 3700Nm (2729lb/ft) TRANSMISSION: Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB735 hub reduction REAR SUSPENSION: Scania air suspension rear – spring front BRAKES: Disc. ABS, EBS SAFETY: ABS, EBS, AEB, ACC BODY/TRAILER: Patchell logging equipment fitout and multi-bay five-axle trailer FEATURES/EXTRAS: RVE leather seats, fridge, subwoofer, scales, CTI, Alcoa Dura-Bright alloy rims all around, Caulfield drop visor, LED light bar PAINT: Cab – factory; chassis – Caulfield Signs and Graphics SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage in and around the wider Central Plateau DRIVER: Caleb Short SALES: Callan Short

w w w. t r g r o u p. c o . n z 62 New Zealand Trucking

November 2023

PAINT: Cab – Haddock Spray Painters; chassis – Caulfield Signs and Graphics SIGNAGE: Caulfield Signs and Graphics, Rotorua OPERATION: Log cartage in and around the Hawke’s Bay region DRIVER: Jarvis Harrison SALES: Callan Short

International ProStar R6 6x4 rigid – day cab

BLUE KNIGHT OPERATOR: Knight Cartage, Bayview Napier ENGINE: Cummins X-15 15L 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP

REAR SUSPENSION: International Ride Optimised Suspension (IROS) BRAKES: Disc. ABS, EBS BODY/TRAILER: Deakin Trucks Hardox tipper bin FEATURES/EXTRAS: Dual exhaust stacks, premium cab trim, Ali-Arc

bumper, CTI PAINT: Factory OPERATION: Bulk aggregate in and around Hawke’s Bay DRIVER: Curtis McMullen SALES: IDNZ Hawke’s Bay – Hugh Green

KING OF THE SOUTH International RH-R8HD 8x4 rigid – day cab OPERATOR: Kings Log Transport, Invercargill ENGINE: Cummins X-15 15L 410kW (550hp) 2508Nm (1850lb/ft) TRANSMISSION: Eaton UltraShift MXP 18-speed AMT REAR AXLES: Meritor RT46-160GP with full cross locks REAR SUSPENSION: International Ride Optimised Suspension (IROS) HD BRAKES: Drum. ABS, EBS SAFETY: ABS, EBS BODY/TRAILER: New log truck build by Modern Transport Trailers and refurbished Modern Transport Trailers five-axle, multi-bolster trailer FEATURES/EXTRAS: ECAS, log spec, Ali-Arc bumper, dual exhaust stacks, 9in Alcoa offset steerers PAINT: Factory OPERATION: Log haulage throughout the deep south DRIVER: Truckie SALES: Shaun Jury

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

NEW RI GS O N THE ROAD SAFETY KEY – ACRONYM BY ALPHA AB – Air Bag ABS – Antilock Braking System ACC – Adaptive Cruise Control ABA – Active Brake Assist AEB – Autonomous/Active Emergency Braking AEBS – Advanced Emergency Braking System ALA – Active Lane Assist ASR – Anti Slip Regulation / Auto Slip Regulation ATC – Automatic Traction Control BAS – Brake Assistant System

BB – Brake Blending CAB – Curtain Air Bag DA – Driver Alert DAS – Driver Assistant Support DM – Driver Monitoring DS – Driver Support DTC – Drag Torque Control EBA - Emergency Brake Assist EBS – Electronic Braking System EBSS – Electronic Braking Safety System ESC – Electronic Stability Control ESP – Electronically Stability

Programme FCA – Forward Collision Avoidance FCW – Forward Collision Warning FUPS – Front Under-run Protection System HH – Hill hold HSA – Hill Start Assist LCS – Lane Change Support LDW – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist PCS – Pre Collision System PD – Pedestrian Detection

RB – Reversing Buzzer RM – Rocking Mode RW – Reverse Warning SAB – Side Air Bag SC – Speed Control SD – Side Detection SGA – Side Guard Assist TEBS – Traffic Eye Braking System TECC – Traffic Eye Cruise Control TPM – Tyre Pressure Monitoring VSC – Vehicle Stability Control

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New Bodies & Trailers 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. To feature on these pages, send a photo, features and the manufacturer’s name to carl@nztrucking.co.nz.

Crisp Kraft for JKF When the time came to plan a logger build for their new Scania R650, Josh and Karen Fletcher talked to the team at Kraft Engineering. Fixed bolsters were the order of the day for this unit, as well as Hendrickson ZMD shockless air-suspension sets under the rails of the new five-axle step-frame trailer. The axles are also fitted with Hendrickson Tiremaax, keeping the tyres at optimal pressure.

FEATURES: Wabco EBS, Hella LED lighting, Boto tyres, Pacific scales. Kraft Engineering

Refined Foxpine A refined approach was needed for Foxpine’s new Kenworth T659 logger, and the team at Kraft Engineering certainly delivered. The build features some tech extras to make life a little easier in the bush, as well as safer on the road, with a set of Waimea chain throwers on the truck and ExTe chain tensioners throughout. The new five-axle step-frame trailer runs Hendrickson ZMD shockless air suspension sets, complete with Hendrickson Tiremaax to keep inflation in check.

FEATURES: Hella LED lighting, Traction-Air CTI, Wabco EBS, Pacific Scales, Alcoa Dura-Bright alloy rims, Longmarch tyres. Kraft Engineering

YEARS

Supporting the transport industry since 1953

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FEATURES: Wabco EBS, air-actuated safety handrails, stainless-steel guards. Total Transport Engineers LP

Maintain the mix Early October saw another custom-built Tieman Bitumen Tanker hit the road for Mt Maunganui-based Tranz-Liquid. Supplied by the team at Total Transport Engineers LP of Mt Maunganui, the spec was very much a carbon copy of

the bitumen tankers already supplied to Tranz-Liquid. The three-axle semi-trailer runs Hendrickson 19.5in airsuspended axle sets, complete with disc brakes, so a smooth and safe ride is assured.

FEATURES: Wabco EBS, SAF INTRADISC air-suspended axle sets, Rhino plastic guards. Transport Engineering Southland (TES)

Big is good Open Country’s need to move bulk milk products saw it commission the team at TES to supply a fourth seven-axle B-train tanker. The decision was easy because the first unit is now well-proven at four years old and with nearly 1,000,000km under its belt. The design is based on capacity, with the combination

capable of 60 tonne under HPMV regulations. The highest possible SRT rating has been achieved by utilising a monocoque chassis design for the rear unit. Manoeuvrability has not been compromised either with a camber steer axle fitted at the rear of the quad-axle set of the front unit.

SAF Axles • Light and robust for New Zealand’s toughest roads. • Lightweight without compromise to strength • 6-year/unlimited kilometre warranty • Local support, over 54 parts and service sites nationwide • Custom design (CD) program to suit your fleet’s needs.

Above: New to Rene Niovara-Dave, Insomnicat, with its airbrushed murals, was a real head-turner. Left: In great shape, ‘FATKDB’ is looking good for a bit over 3,600,000km on the clock. Photos: Andrew Geddes.

FAT KDB

he first inductee for November 2023 is this extremely tidy K104 Kenworth combination. Carrying the personalised plate ‘FATKDB’, this mighty K104 was put on the road in 2003 by Rene Niovara-Dave to service his Mainfreight interisland contract. When Rene puts a truck on the road, it is always something special. Sporting an outstanding airbrushed mural across the Aerodyne’s party hat, it featured a jet-black panther as well as a slinky Michelle Pfeiffer in her Catwoman outfit. Running the name Insomnicat, it was a head-turner for sure. Under the floorboards of the big K model was the venerable Caterpillar C15 and 18-speed Roadranger combination; some would say a marriage made in heaven. Rene could not fault the K104. “It was a great truck for me, we put 2,800,000km on the clock in the time I had it and it only ever let us down six times out on the road. Three times it was broken rocker arms, a C15 thing, once a transmission oil cooler line that wore through, and twice for the throttle sensor cable. You really can’t complain

with that. When I got the ChristchurchDunedin grocery run, it had done 1,300,000km. I wanted guaranteed reliability, so we fitted a rebuild kit into the Roadranger, as well as a new clutch just to be sure. At 1,500,000km, we did a complete rebuild of the Cat, as well as fitting a new radiator and intercooler.” Rene credits maintenance guidance like this, from HDPS, that gave him full confidence regardless of the numbers on the clock. “Being young in the industry, I have always respected my elders. The likes of Jim Garters and [the late] Andrew Bulman, also Steve Herring at Southpac trucks. If you listen, they will give you their knowledge. It was only the confidence I had in those three guys that kept me going, long days for man and machine.” There were many hoping to purchase the K104 when Rene finally put it up for sale at 2,800,000km. Front of the queue was the Brenics’ team. A chat with Brendon Johnstone of Brenics reveals that they are stoked to have the K104 in the fleet. “Yeah, we chatted to Rene early on

to make sure he knew we wanted the truck once he was ready to sell it. We have put about another 850,000km on it since we have had it, so it is sitting somewhere around 3,600,000km now. It was unfortunately involved in an incident that required fitting a new cab, so it was sent to Willy Malcolm in Rotorua for the treatment. He did a great job of it, and it is in damn good shape again,” says Brendon. “We fitted a new crate motor into it after we had put about 100,000km on it. A sensor issue that no one knew about between the wrecked cab and the replacement meant that the new crate C15 was running too hot, and ended up slipping liners. There was only one thing to do, remove it and rebuild it from top to bottom, the only way to guarantee solid reliability. We also did a suspension and chassis tidy up, just going through it and inspecting it and replacing anything that was worn. “Yeah, it is a solid truck and it has a lot of good working life left in it, for sure,” says Brendon.

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

68 New Zealand Trucking November 2023

GOOD HEARTED WOMAN

ur second new member into the Bridgestone Million Mile Club this month is a unique bit of kit that started out within a unique fleet. New in 2003, it hit the road for Eltham-based Uhlenberg Haulage. The 378 Peterbilt, like the rest of the Uhlenberg fleet, was a showstopper. Daryl Uhlenberg explains: “The Highwayman, UHL24 as we knew it, was a great truck for us, and is sister truck to UHL23, which we still have. They were a solid spec, pre-ACERT Cat C15 engines with 18-speed manual Roadrangers … bulletproof. The Highwayman spent most of its life with us based in the Waikato on the Hamilton-Gisborne LPG run. It was a solid truck and I do wonder why we ever sold it so early, seeing as we have some in the fleet now nearing

3,000,000km.” From here The Highwayman found its next home in the Leif Blair Transport fleet, based out of Wiri. The tractor unit spent its time within the LBT fleet mostly as a backup unit within the fuel tanker side of the business. “It was a great truck,” says Leif Blair, director of LBT. “We did our fair share of maintenance on it keeping it up to spec, but yeah, a great truck.” But about two years later, with ongoing fleet replacement, The Highwayman was in need of a new home again. Enter once more the Johnstone family of Brenics’ fame in Christchurch. With a laugh, Brendon Johnstone explains: “We saw it for sale, and my brother said to Dad [Gary], ‘You should buy this, it’ll get you out of the office.’ So we jumped on a flight to

Auckland, caught up with Leif, negotiated a deal, and drove it away there and then – straight to the signwriters, just that simple. Dad was stoked. We bought it really as a toy for him to play around with. It is what he likes, and it was a way for him to fill his jollies. “But, as soon as it was ready for the road, we had a solid-sider quad hooked up to it, and not before too long Dad was doing one a week in and out of the North Island, living out of it and sleeping in it. He did that for a bit over 12 months. So, yeah it worked out real good really.” Now known as Good

In Brenics fleet colours, the 378 Pete, now known as Good Hearted Woman, definitely still has the look. Photo: Brett Flower.

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

Hearted Woman, it has continued as a solid performer within the Brenics fleet, only really requiring routine maintenance. “It has had a power divider and it did need a new fan hub assembly. Oh, and a window winder handle just broke 5000km away from rolling over 2,000,000km,” says Brendon with a laugh. You really cannot ask for much more than that, and judging by what Daryl Uhlenberg says, Gary is going to be busy behind the wheel of his pride and joy for a while yet.

New in 2003 to Uhlenberg Haulage, The Highwayman was a showstopper. Photo: Uhlenberg Family collection.

TO JOIN, EMAIL:

Those selected will get a Million Mile Club cap and badge for the truck. Terms • Only owners can submit • NZ trucks only • Supply chain may affect the timing of cap and badge arrival

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

New Zealand Trucking November 2023

CRAIG’S TRUCKIN’ SNAPSHOT

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

On a wet afternoon in 1998, this Mack RB belonging to Paul Steegh was pictured tipping rock into the Buller River near Westport.

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NZT 19

DGL Factory Signage Guidelines (March 2022)

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AUSSIE ANGLES

More than 20,000 trucks and drivers blockaded roads around the country.

WHEN THINGS CHANGED FOREVER The 45th anniversary of the heroic Razorback Blockade is next year. After the recent induction of its protagonists into the Road Transport Hall of Fame at Alice Springs, we felt it only right to recall the events of this pivotal point in time for the Australian road transport industry.

Story by Mike Williams

n 1959, Australia’s road transport industry faced a looming threat – a new road tax that threatened to devastate the livelihoods of truck owner-drivers. Introduced initially in Victoria and then in every state (except Tasmania) under varying acts, these ‘road maintenance charges’ proportioned monies collected into a separate fund purely for the purpose of road

Photos: Razorback – The Real Story. Photo boards: Road Transport Hall of Fame maintenance. Charges were levied on a ton/mile basis driven within each state and applied to vehicles depending on their load capacities. Different states nominated different weights and lengths, placing drivers in a challenging situation; they would load legally in one state and find themselves loaded illegally in another. Ernie Stevens and Bert

72 New Zealand Trucking November 2023

Dyble, two such drivers from Frankston in Victoria, were quick to recognise the tax’s consequences, including imprisonment for non-payment. The government’s heavy-handed tactics, including using spy cars, only added to their fears. Despite the efforts of many, the tax was implemented in 1958, and big companies started taking over the freight sector.

This, combined with inadequate and slow payments, pushed many owner-drivers to the brink of financial ruin. Families suffered, marriages strained, and properties were lost due to repossession. Ernie and Bert’s arrest for the non-payment of road tax in Victoria symbolised a nationwide trend of suffering within the industry. Against his father Ernie’s

Although the blockades were mostly peaceful, there was some conflict with law enforcement.

advice, Ted Stevens ventured into the trucking business in the 1960s. A third-generation truck driver, Ted faced various challenges, including attempting to outsmart the road tax system. Drivers, often aided by stimulants, were trying to do more work in a vain attempt to generate more income. Drivers worked themselves into the ground and suffered the medical consequences. Exhaustion led to poor judgement, which led to accidents. There was no one cause for any of it; the overall environment either prompted the issues or allowed them to develop. The more drivers did, the more they were expected to do. Some companies imposed penalties for late deliveries,

further complicating the landscape. Then, when Dick Smith began importing CB radios in about 1976, and these found their way into the cabs of trucks, the breaking down of communication barriers among drivers had begun. These radios allowed drivers to discuss their shared struggles and concerns, but initial meetings often resulted in disagreements and chaos. Amid rising tensions, Ted and others found themselves in violent altercations with other non-owner-drivers who didn’t have the same issues, union heavies and dissatisfied transport workers, foreshadowing larger civil protests in the years to come that would reshape Australia’s

trucking industry. In about the mid-1970s, Ted transitioned from Australia-wide work to a regular route between Melbourne and Sydney, where he engaged more often with fellow owner-drivers. Discussions about freight rates and road tax frequently took place at truck stops. Ted was a vocal advocate for change, but many struggled with financial management, leaving their families in distress. Barry Grimson emerged as an ally, and together, they reached out to the Transport Workers Union to represent owner-drivers in New South Wales. However, union promises fell short, leading to further frustration. In 1978, collaborating with Trucks Against Government

(TAG) – a non-union-aligned group made up of a coalition of owner-drivers but independent of the six men who started Razorback – Ted and Barry organised a protest involving hundreds of trucks that drove through Sydney. Despite their efforts, the transport minister remained unresponsive. Ted faced repercussions for his outspokenness, yet he remained committed to the cause. Financial struggles persisted for many, and Ted himself fell behind on truck payments due to delayed payment for his work and constant police visits for road tax. Meetings had failed to yield solutions, but Ted’s campaign along the Hume Highway to raise awareness about the challenges

The drivers stuck it out for 10 days. faced by owner-drivers had gained momentum. Despite some initial resistance, he found allies among fellow drivers who shared his concerns. The events that made Ted “Greendog” Stevens, Barry Grimson, Spencer Wattling, Colin Bird, Jack Hibburt and Carle Goodfellow legends in the Australian trucking industry were about to explode. Ted had made a vow to take a stand for change. On 2 April 1979, at about 5pm, he did so. The Razorback Mountain blockade, which would last 10 days, was set in motion. Ted, Barry, Spencer, Colin and Jack used their trucks to block the road. Despite initial doubts and fears of repercussions, the blockade gained momentum when Carle Goodfellow joined in by blocking Menangle Road at the bottom of Razorback – the Hume Highway was now closed. Late into the night, about 50 semis gathered at Razorback Mountain, and by the morning of 3 April, more than 300 had congregated. Numerous other blockades around the country were organised in unison. Ted, standing on Jack Hibburt’s trailer, passionately articulated the grievances of the trucking industry, denouncing excessive taxes, gruelling work conditions,

unfair wages and lack of union support. The drivers voiced their approval and elected Ted to lead the committee representing their cause. As the protest continued, Ted and the committee condensed their demands into a clear list, which included equitable freight rates, abolishing road tax, and ensuring equal pay for all drivers, among other key points. The drivers were resolute in their commitment to these demands. Despite initial scepticism from the media and some within the industry, the protest gained support from unexpected sources, including country and western band Saltbush, arranged by John Laws. While rival media criticised Laws’ involvement, his radio station, 2UW, provided accurate coverage, helping to spread the message. With the support of legal experts, the protesters navigated negotiations and media scrutiny. David Galbally, a barrister, joined their cause pro bono, adding a valuable ally who believed in their mission. After days of negotiations, Premier Neville Wran finally agreed to talk. However, the protesters were cautious, as previous discussions had yielded little progress. An alternative meeting was planned with the

74 New Zealand Trucking November 2023

hope of ending the standoff. Ted and the committee faced the challenge of convincing the protesters that their goal was to find a resolution, but the decision had to be made collectively. The debate over attending the meeting raged among the protesters, with some strongly opposed and others reluctant. Ted’s confrontation with a vocal troublemaker changed the tone of the meeting, and a vote resulted in a 90% majority in favour of meeting Wran. When concurrent blockades in other states ended without addressing core issues, Ted shared the disappointment and betrayal of politicians, particularly Wran, with the protesters at Razorback. The determination of the group remained unwavering, and they decided they needed to secure written agreements to their demands. Finally, the protesters secured parity with other states, pending the removal of blockades. Ted announced the return to work, and they held the document with Wran’s signature, solidifying their victory. While not all their goals were met, the protesters achieved significant changes. They had abolished the hated road tax, eliminated the threat of imprisonment and gained

Razorback – The Real Story, by Ted Stevens. extra loading capacity. Above all, they demonstrated that unified, peaceful protests could change the rules and reshape perceptions. They showed the world that standing together can make a difference, even in the face of government indifference. The Razorback Blockade was a testament to the power of collective action in pursuit of justice. It remains the greatest act of insurrection in Australian history. More than 20,000 trucks and drivers in over 100 locations nationwide participated in the protest. At the most recent Road Transport Hall of Fame Induction Ceremony held at Alice Springs (New Zealand Trucking, October 2023), a new award called the History Makers Award was initiated. The inaugural recipients of this award were the six men who stood up at Razorback. The award was created by the hall at the suggestion of industry icon Bob McMillan and Truckin’ Life editor Mike Williams, and will continue to be awarded to men and women who have made history in Australian road transport.

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INTERNATIONAL TRUCK STOP

VIVA ESPANA! Intimate gatherings of interesting trucks and enthusiastic drivers often make for the best truck shows. Story and Photos by Niels Jansen

ega truck festivals like those in Britain or The Netherlands are not held in Spain. That’s not because the Spaniards don’t know how to organise such an event – Southern Europeans are always up for a good party. The problem is that owneroperators are nowadays rare, and transport companies have been forced to standardise their fleets due to tough competition. So, no-frills commercial vehicles rule. Eight out of 10 wagons passing by on the road or parked at a truck stop are plain white or, at best, painted in standard factory colours. Some 25 years ago, commercial vehicles were still as brightly painted as the subtropical surroundings. In recent years, several modest events

were organised across Spain, in which mainly local truck owners participated. These festivals, with classic and modern commercial vehicles, are called ‘concentraciones’, freely translated as ‘get-togethers’. They usually last a weekend and are modest in our eyes. The number of participants varies from a few dozen to about 150 vehicles. Most of these venues are only announced at the last minute, which makes it difficult for truck enthusiasts to visit them – mainly because distances on the Iberian Peninsula are great. Earlier this year, we visited the ‘Concentracion de Camiones’ in Torrebaja, a small town some 130km northwest of Valencia. On a hot day, some 40 old and new vehicles had gathered on the outskirts of the village. Food

and drinks were available in an adjacent building and a band played for entertainment. Also, the owner of a very aggressivelooking hot rod gave burnout demonstrations that blinded the sun for many minutes. This Fordpowered contraption, called Rat Rod, was based on an Ebro lightweight truck chassis. The crowd loved it. Small event or not, the enthusiasm of the participants and the public was high. The line-up of vehicles consisted of classics, young-timers and modern trucks. As is often the case at European truck festivals, big American prime movers drew in the crowds. The ones that made it to Torrebaja looked awesome, and the owners all took the time to show their gleaming rigs to the interested mob. There were

Class 8 examples of Freightliner, International, Kenworth, Peterbilt and Volvo VNL trucks. American cabover models are less popular in the show circuit, but they stand out among the long noses, exactly as the immaculate, brightly liveried International 9000-series Eagle of owner Conchi Aparicio did. The blue Kenworth W900L of Gruas Dotahur SL was not just for show. It pulls a low-loader daily for the Torrent-based crane and heavy-haulage contractor. Likewise, the gleaming black Volvo VNL conventional of Alvatrans SL, which came all the way from Madrid, pulls a bulk trailer daily together with a second similarly equipped VNL. With a long bonnet and huge sleeper cab, the blue Peterbilt 379 owned by Bar Restaurant Las Horcas in Alcanez was a nice

No Euro show is complete without some fancy American trucks.

A rare, immaculately restored Pegaso Comet 4x4.

This 1960s Avia A30 is still in its original condition. This partly restored Spanish Ebro is basically a Ford Thames.

These 500S and T124 Scanias are working trucks from Aragón.

When the day ends, the parade is a feast for drivers and spectators.

Airbrushed Volvo FH Always Strong stands out.

A 1998 Magnum with Mack power and full bling treatment. Metal fans Ricardo and Silvia drive the Mack Magnum. Spanish drivers are always up for a good time.

Bizarre Fordpowered Ebrobased hot rod did burnouts for the crowd. A Freightliner Classic XL, seldom seen in Europe. This one sports some great airbrushing at the rear of its cab. example from the 1980s/1990s. To the delight of the spectators, all the (mostly elderly) ownerdrivers of these Yank trucks had their big Cat and Cummins diesel engines idling a lot of the time. Several neatly decked-out European trucks made it to the festival too. An owner-operator with the curious name Inaki had brought his modified black Volvo FH tractor along. He had christened his workhorse Siémpre Fuertes (Always Strong), and it sure looked up to its task. Spanish drivers have always liked to name their trucks. Sometimes they refer to family members, but religious sayings are also popular. Juan Carlos had adorned his Scania 500S tractor Virgen del Tremedal. The latter refers to a shrine (Hermitage) near Teruel. This haulage operator also brought a bonneted Scania 124G 470 to the event. RS Reparación from Zaragoza is active in coach building,

repairing and selling truck parts and accessories. Two of its drivers, Ricardo and Silvia, had taken a bright green Renault Magnum of 1998 vintage to the show. Powered by a 400hp Mack diesel engine, it normally pulls a van trailer throughout Spain. The couple, keen hardrock and metal fans, attracted a lot of attention, not only with their heavily customised Magnum but also because of their appearance. Like most Spanish drivers, they were very friendly and keen to talk about their truck and work. Of course, several painstakingly restored older commercial vehicles could also be admired. Local firm Transportes Aparicio was present with a 1960s Ebro B-35 diesel truck. The red and blue vehicle was only partly restored. Ebros were built by Motor Iberica SA, which started in 1956 with license production of the British Ford Thames normalcontrol trucks.

78 New Zealand Trucking November 2023

This ‘Chinese Six’ Pegaso 1083 from 1979 is still in working order.

Volvo VNL is not just for show but normally pulls a bulk trailer. Another attention grabber was the 1964 Pegaso Comet 3020 rigid belonging to Carlos Hernandez from Los Santos. Only 70 of these rare 4x4 models were built. It looked superb in its new orange livery. The so-called ‘Chinese Six’ rigids, with two axles up front and 6x2 drive, could be seen

in quite large numbers on Spanish roads in the 1970s and 1980s. Bloy Artero from the Zaragoza area had used his 1979 Pegaso 1083 ‘Chinese Six’ until recently. It was nice seeing a non-restored, working truck among all the shiny wagons for a change.

AMERICAN CONNECTION

SWEET, SWEET

LEMMONS Lemmons Trucking is known for its activity in Pacific North West forestry, for its dedication to the Peterbilt and Caterpillar brands, and for its immaculate restoration and preservation of models from

No.352, a Peterbilt 352, harks back to a bygone era of American trucking.

80 New Zealand Trucking November 2023

Story and photos by Rod Simmonds

emmons Trucking Inc is based in Longview, Washington State, right in the heart of Pacific North West forestry. Larry Lemmons now runs it with his family. They are renowned for presenting clean, sharp gear in their local area, and more frequently at classic-truck shows nationally. The company might have been around for a long time, but things took a big turn when Mt St Helens erupted in 1980 and put this moderately-sized trucking outfit on a new and exciting trajectory. One of the big timber operations near Mt St Helens lost thousands of trees in the eruption. A proposal was made to Larry’s dad, John, to buy a mobile chip trailer and keep the operations busy. So, Lemmons Trucking bought a chipper, took it up the mountain to one of the sites being cleared, and began chipping the downed trees. From there, the wood chips were hauled down the mountain in Lemmons trucks to Longview, where much of it was burned as fuel in the nearby wood and paper mills.

In 1982, Larry and his dad decided it would be better to create a separate business for the wood-chipping operation and Pacific Fibre Products (PFP) was born. Lemmons Trucking is now a wholly owned subsidiary of Pacific Fibre Products. Combined, the companies have about 200 employees. They remain fiercely family-owned and operated. Their motto – ‘Nothing beats reliability in products or people’ – was created by John several decades ago, and the company still stands behind it today. Initially International was the favoured fleet truck, and Cat power was the preferred choice in the trucks and forestry equipment. In the past 20 years or so, Peterbilt became the dominant brand – old and new variants alike – with as many as possible powered by Caterpillar. Lemmons Trucking runs a diverse fleet of chip trailers, walking floors, dry vans, dump trucks, and other equipment, with custom-built equipment designed to handle various wood product cargo, including wood chips and their landscaping

bark products. The operating area remains close to customers in Washington, Oregon and Idaho. Many specially developed rail wagons form part of its innovation for longer distance hauls as well. The company’s unwavering passion extends to the fully equipped onsite restoration and servicing workshop, with lead mechanic Wes Kurtis having been part of the team for more than 45 years. The dedication to restore and maintain the older trucks shows in Lemmons running its own truck show every year in June, where visitors can wander around the many workshops and buildings jam-packed with rare, unique or just plain awesome trucks accumulated throughout the company’s history. We caught up with Lemmons at the Reno Truck Show this year. The team travelled in force, covering the 1000km to show off its latest and well-regarded working show trucks. Included in the strong Peterbilt presence was a rare, fully rebuilt 525 Cumminspowered Transtar 4300-KTA factory long hood.

Little to split the company’s superbly restored Internationals and current fleet Peterbilts.

To prove without doubt the admiration of the early cabovers (now virtually extinct in the United States), fleet No.352, a Peterbilt 352 ‘Pacemaker’, rolled into Reno ahead of the pack. The twin stacks crackled as it approached the car park. Cool old school! This unit was built in 1979 and is one of the early 352 H models. H indicated a higher cab to create extra room and cooling for the higher-powered engine options becoming available at the time (KTA Cummins, 12V71 GMs, and 1693 and 3408 Cats). For such a legendary model it has only covered 60,000 miles (96,000km). After having been in storage for more than 30 years, it was given a full end-to-end Lemmon restoration. While it is used just for truck shows, it is still fully capable of interstate work – only without the modern-day refinement. Powered by an early model Cat 3408 V8 and towing a restored, period shiny semi, it was the hotrod of the show trucks. No auto, no air con, no cruise control, no DPF, no load – just haulin’ ass with class!

New Zealand Trucking

November 2023 81

MINI BIG RIGS

The Peterbilt project out of a woodworking book that started it all for Mike.

Mike’s initiative found him visiting Pacific Haulage to size up a T659 Kenworth for his second project.

RETIREMENT CAN WAIT Faced with the prospect of a bit of spare time on his hands as retirement loomed about two years ago, Mike O’Connell of Gisborne decided that there was only one thing for it: head to his workshop and get busy.

Story by Carl Kirkbeck

or Mike it was never an option to sit idle when retirement came around. For a career car painter who was always on the go at work, he needed to find something to keep his mind busy and his hands productive. Being a dab hand at building and home renovations in his spare time, Mike was flicking through a woodworking book, and stumbled across a set of plans for building your own Peterbilt logging truck. “Looking at the plans I thought, ‘I can build that’, so

Photos by Mike O’Connell

it was out with the tools and straight into it. The finished product was pretty good, and I enjoyed the project,” Mike says. “Next I thought, I can do better than that, and build something more Kiwi-like and closer to scale, so I popped around to Pacific Haulage here in Gisborne and met with general manager Campbell Gilmour. I explained to Campbell what I was up to, and he gave me the opportunity to photograph and measure up one of their T659 Kenworths. Armed with these details, I was straight back to the workshop

and into it again.” The T659 was a big step forward for Mike with regard to detail and proportion, and truly represented a typical Kiwi log truck that we can all relate to. Mike returned to Pacific Haulage to show the team his handiwork. Upon seeing the creation, Campbell asked Mike how much he wanted for it, as it would look fantastic sitting in the company’s boardroom. A deal was struck, and Mike returned home without his model. “It was good to see it sitting there, but now I was heading

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1) The beginnings of a T909 Kenworth, seen here having accessories test fitted to check size and scale. 2) The T909 progressing: note the aluminium mesh grille material Mike has used, repurposed kitchen rangehood filters – clever lad. 3) The T909 going through final assembly and nearly ready for three coats of UV-protecting clear lacquer. 4) The completed T909 looking like it has just rolled down the Pacific Coast Highway on its way to the Gisborne Port. 5) The beginnings of a K200, once again, enter ex-kitchen rangehood extractor fan grille mesh, this time used for steps. 6) Air intake and exhaust stack installation under way on the K200. Note the two different timbers being used to construct the guards over the wheels. 7) The K200 with its pine cab and recycled rimu floorboard chassis, wheels, tanks and front bumper.

7 New Zealand Trucking

November 2023 83

back to the workshop to build another. Funny thing was, a bit later Campbell contacted me again and asked me to build one for the Mt Maunganui boardroom as well,” says Mike with a laugh. With each model Mike’s skills and abilities have grown, as well as the range of truck models he has replicated. In the fleet now you will find sitting alongside the T659 both T909 and K200 Kenworths as well as a Volvo FM 10x4 crane truck, based on the real truck that works locally within Gisborne Hiabs’ fleet. “I always enjoyed woodwork classes back at school, was never much into engineering as those projects took too long, but working with wood is rewarding. Choosing the different coloured timbers for the different parts, like new pine for the cabs and recycled rimu floorboards for the wheels and diesel tanks, gives the model character, and then seeing those colours of the bare woodgrain pop when I apply the clear coats to it. This also protects the timbers from UV damage as well.” The level of finishing detail Mike applies to his creations is just enough to give a sense of realism, without adding too much and sacrificing the art form that is the natural timber finish. “I have a good friend, Dave Gooch, who is a local signwriter, and he does a fantastic job of scaling down to size the actual stripes and signage of the life-size trucks for me, so that they fit the models correctly, even things like grilles and headlights. It is also funny the things you find around the house that can be used, like the grille mesh from out of kitchen rangehoods is perfect for exhaust stack grilles and aircleaner intakes.” The trucks that Mike creates are most definitely scale model replicas, but it is fair to say they are works of art in their own right. It just goes to show that the old chestnut that is Kiwi number 8 wire creativity is still alive and well in the backyard workshops of New Zealand.

1) The K200 completed and hooked up to its four-rows-of-eight low-loader, complete with a Caterpillar bully on the back. 2) A recent T909 tractor unit build, including long-range fuel tanks all set to head across the Nullarbor. 3) The FM Volvo 10x4, based on the actual truck in the Gisborne Hiabs’ fleet. Note the signwriting scaled down and printed by good signwriter friend Dave Gooch. 4) The Hiab crane on the FM Volvo 10x4 is a work of art on its own.

84 New Zealand Trucking November 2023

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LITTLE TRUCKERS’ CLUB The Little Truckers’ Club logo is hidden somewhere in this issue, Find it, and you may win a prize. Email rochelle@nztrucking.co.nz with your name, age and where you found the logo.

JOKE OF THE MONTH WHAT BREAKS EVERY TIME YOU USE IT? TRUCK (BRAKES)!

HI, LITTLE TRUCKERS! I hope you are enjoying your last term of school – and all the warmer weather. I love this time of year, with daylight saving allowing extra time to get things done. But boy, it’s been windy this spring. I even lost part of the roof of my deck! Have you had any damage from the wind or lost anything that got blown away? Congratulations to nine-year-old Ben Ricketts, who found the Little Truckers’ Club logo on page 55 of the October issue. Keep an eye on your mailbox, Ben, something awesome is heading your way. If you would like to see yourself here in Little Truckers’ Club, email your stories, jokes, photos, and/ or drawings to me at rochelle@ nztrucking.co.nz with a short paragraph telling us about them along with your name and age. We love seeing them all.

last mon exactly where Ben shows us at work, Ben! logo was. Gre

Colouring competition

Colour in the Peterbilt on the opposite page and be in to win a cool prize. Grab your crayons, pencils or felt tips and show us your fantastic artwork. To enter, just take a photo or scan your completed picture and send it to me at rochelle@nztrucking.co.nz, with your full name and age. I look forward to seeing your entries.

Just for fun! Peterbilt puzzle S

86 New Zealand Trucking November 2023

th’s

Pop on your thinking caps, kids. To complete this puzzle, just fit the following words into the empty spaces. If they are in the correct order, PETERBILT should appear down the centre. Have fun!

1: Wheels 2: Truck 3: Sleeper 4: Tank 5: Steering 6: Big 7: Exhaust 8: Airhorn 9: Engine

Name:

Age:

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

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

IRTENZ Conference 2023

Kenworth 100 Celebration

Future Highways 14-16 November Jet Park Hotel, Hamilton Airport Contact: Kate Bucknell, kateb@tenz.com, 021 917 506

3 February 2024 Mystery Creek, Hamilton Contact: Facebook – Southpac Trucks, spt.co.nz

Dunedin Truck Show

Bay of Islands Classic Truck Run Launch of the book 100 years of Bay of Islands Road Transport

27 January 2024 A&P Showgrounds, Mosgiel Contact: Facebook – DunedinTruckShow, 021 146 5229

17 February 2024 Kaikohe Pioneer Village Contact: hndixonohaeawai@outlook.co.nz

Wings and Wheels

NZTA and NRC Conference 2024

27 January 2024 Sir Keith Park Memorial Airfield, Thames Contact: wingsandwheelsthames.com, 027 200 3433

Technology Maintenance Safety 13-14 March 2024 Te Pae, Christchurch Contact: bill.james@trucking.nz, 0800 338 338

NZ Super Truck Racing - Round 2 27-28 January 2024 Levels Raceway, Timaru Contact: Facebook – NZ Super Truck Racing

WHAT’S BEEN Alex Blossom Festival, 23 September.

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

88 New Zealand Trucking November 2023

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MOVING METRICS

THE SALES

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

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

Summary of heavy trucks and trailers first registered in September 2023 This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal. The data used in this information reflects any amendments to the data previously reported.

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

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

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

Vehicle class

Description

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

(mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

A goods vehicle that has a gross vehicle mass exceeding 12 tonnes. A trailer that has a gross vehicle mass exceeding 10 tonnes.

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

92 New Zealand Trucking November 2023

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

First registration of TD class heavy trailers for First registration of TD class heavy trailers for September, September, year on year, by major manufacturer

Sep-20

Sep-21

9 6

Ro ad m as t

Sep-22

10 9

ra ile rs

Pa tc he l

Fr ue

gh t Fr ei

Sep-19

M .T .E .

ha uf

7 7 2 2 0

Do m et

po rt T

15 1414 14

13 11 10

TM C

12 11

Tr an s

12 1111

TE S

18 16 15

20 18 16 14 12 10 8 6 4 2 0

Fa irf ax

Number of units

year on year by major manufacturer

Sep-23

Other suppliers of class TD heavy trailers not included in above Sep-19 50

Sep-20 42

Sep-21 43

Sep-22 48

Sep-23 48

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

First registration of TD class heavy trailers year to date 2018 – 2023, by major manufacturer 180

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

140 120 100 80 60 40 20

2019

2022

ra ile rs

Tr an s

po rt T

TM C

TE S

2021

Ro ad m as t

2020

l Pa tc he l

Fr ue

2018

M .T .E .

ha uf

er gh t Fr ei

Fa irf ax

Do m et

Number of units

160

2023

Other suppliers of class TD heavy trailers not included in above Sep-18 464

Sep-19 404

Sep-20 312

Sep-21 350

Sep-22 338

Sep-23 394

New Zealand Trucking

November 2023 93

This information is put together from metrics provided by the NZ Transport Agency. New Zealand Trucking acknowledges the assistance of the media team at NZTA in providing the data.

ROAD USER CHARGES Total value and distance of road user charges purchased

Summary of RUC transactions for September 2023 Number of individual RUC licences issued for month

254,296

Total kilometre RUC distance purchased (All types)

1,059,307,995

Total value of all RUC purchases (All types)

$161,127,909

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 Dec 2022

17,683,361,155

$1,710,831,998

1 Jan 2023 – 30 Sep 2023

12,870,714,670

$1,284,726,461

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Dec 2022

13,375,038,937

1,114,586,578

1 Jan 2023 – 30 Sep 2023

9,421,532,816

1,046,836,980

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

Description

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

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

Unpowered vehicles with four axles

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

951

Unpowered vehicles with five or more axles

H94

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

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

408

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

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

94 New Zealand Trucking November 2023

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

RUC purchases all RUC types

Average monthly RUC purchases for year (All RUC types)

RUC purchases September for selected types

RUC distance purchased year to date for selected RUC types

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

New Zealand Trucking

November 2023 95

INCOMING CARGO

ZF This year, ZF has launched a range of electric drive solutions. While some are upgrades, others are entirely new. Let’s see what this giant of automotive systems and technology has to offer for the future of trucking.

POWERS FORWARD Story by Gavin Myers

F has set itself on a path to speed up the transformation to electromobility and networked chassis technology across passenger, light and heavy commercial, and off-road vehicle applications – its Next Generation Mobility strategy. Calling on its 30 years of experience in electric driveline technology, the company has positioned itself as a strategic partner for OEMs, offering solutions for nearly all driveline technologies – from internal combustion (including gas and biofuels) to battery and fuel cell technologies, as well as transmission and integrated axle solutions. When it comes to the electrification of commercial vehicles, the company has developed e-motor, silicon carbide (SiC) inverter, e-drive control unit, e-actuator and multispeed transmission solutions,

96 New Zealand Trucking November 2023

Photos: ZF as well as an associated range of systems for air management, braking, steering, safety, connectivity and other componentry. Winfried Gründler, senior vice president of Driveline Systems with ZF’s Commercial Vehicle Solutions division, said: “The ZF ‘e-mobility kit’ consists of scalable axle and central drive systems. Like other ZF electric systems, they can be easily combined with different electrification technologies, such as batteries or fuel cells. The kit is complemented by a wide range of e-components that have been developed and produced in-house.” The most obvious adjustment to be made in the future is the replacement of internal combustion propulsion with electrification. So, what does ZF have to offer?

AxTraX 2 Billed a next-generation e-powertrain system for commercial vehicles, AxTrax 2 is a modular, integrated, electricaxle powertrain system for light, medium and heavy vehicles. It is designed to electrify a commercial vehicle by replacing the engine, transmission, drive shaft, differential and conventional axle. As a fully integrated solution, it eliminates external high-voltage cables between the e-motor and inverter as well as the heat exchanger lines to a remote inverter. The AxTrax 2 platform is offered in two variants: AxTrax 2 with one e-drive (the ECU, inverter and e-motor package) and AxTrax 2 dual, with two integrated e-drives. AxTrax 2 enables a continuous output of 210kW/14,069Nm (250kW/25,979Nm peak) and is designed for commercial vehicles with a single e-axle in a 4x2 or 6x2 configuration up to 19 tonne GVW, or heavier 6x4 and 8x4 configurations (up to 44-tonne). The AxTrax 2 dual produces 380kW/30,350Nm continuous outputs (450kW/54,799Nm

peak) for heavy truck and trailer applications up to 44-tonne GVW. Drive from both variants is through an integrated threespeed transmission. AxTrax 2 enables opportunities to reimagine commercial vehicle form, function and architecture, enhancing aerodynamics, enabling automation, or adding battery capacity. Its compact design maximises the available space for batteries and enhances design flexibility for vehicle manufacturers. AxTrax 2 can be fully synchronised with vehicle safety and efficiency systems, including braking, ADAS and automated driving systems. It also enables advanced digital and telematics systems via CAN bus to communicate and share e-axle system information. AxTrax 2 is planned for European series production in late 2024 and in the United States in 2025. The system is ready to be integrated with common wheel end, brake, and suspension systems. “Customers are under tremendous pressure to implement zero-emission

technology, and our e-mobility kit allows them to electrify existing platforms, and develop purposebuilt platforms, delivering

superior total cost of ownership,” says Julien Plenchette, senior vice president, Americas, Commercial Vehicle Solutions, ZF Group.

reduction of up to 16% compared with ICE trucks. Furthermore, a plug-in variant can reach up to 40% CO2 emissions reduction. In electric or hydrogen

fuel-cell trucks, it enables range extension. To begin with, ZF is targeting reefer, curtainsider and box trailers. The componentry is supplied to the trailer

builder, including the e-axle and a box with the battery, cooling system, management and mechatronic devices. Unfortunately, there is a weight penalty of roughly 1000kg.

eTrailer Possibly the most exciting development of electric drive systems is the integration of the trailer into the electrification ecosystem. ZF’s e-trailer solution operates independently of the truck, so can be used with diesel internal combustion and electric trucks. It incorporates the AxTrax 2 e-axle with full drive and energy recuperation functionalities, as well as local auxiliary power supply for the likes of refrigeration units. Used as an electric drive axle in semitrailers, AxTrax 2 can recover electrical energy when braking. The energy is temporarily stored in a battery and can be used by the electric axle to support the truck drive. Altogether, this enables fuel savings and CO2 emissions

CeTrax 2 CeTrax 2 is an all-electric central drive solution for special vehicles. CeTrax 2 is lightweight (just 385kg) and boasts a slim housing that integrates a three-speed transmission – improving packaging for use with off-road abilities. It offers a high continuous power output of 360kW and peak torque of 24,700Nm. Two integrated inverters based on 800V silicon carbide (SiC) technology and optimised power electronics allow it to achieve up to 96% efficiency. It can efficiently drive vehicles with a total weight of up to 44 tonnes. “With CeTrax 2, we are now adding another powerful ‘green’ option to our existing portfolio,” says Bernd Kownatzki, head of sales and technical acquisition for Special Vehicle Driveline Systems. “The electric central drive contributes to

our group’s goal of electrifying all vehicle types – be it on the road, offhighway or at the construction site.” CeTrax 2 is also available as a component of ZF’s modular drive system, which provides vehicle manufacturers with a flexible and comparatively simple technology solution that can be adapted to the respective use case. It can be paired with the EcoLife Offroad 2 seven-speed automatic transmission, the TraXon transmission platform, as well as the TC 27 transfer case. Furthermore, the electric motor can now be teamed with a combustion engine for an additional power boost. The modular system enables vehicles to drive various routes purely electrically or to use hybrid mode for medium-length routes.

Advanced transmissions EcoLife Offroad 2 The EcoLife Offroad 2 seven-speed powershift transmission is designed for medium to heavy vehicles, such as those used on construction sites and dump trucks. The permissible engineend torque rating of 3000Nm and the torque of the two engine-dependent PTOs with 1000Nm enable high and

robust power transmission in offroad conditions. On top, an optional interface for a directly mounted transfer case saves valuable installation space and gives OEMs free rein to install and develop new platforms. TraXon DynamicPerform ZF’s TraXon DynamicPerform features

a multi-disk clutch cooled by an oil circuit. Thanks to this, mobile cranes and special vehicles up to 3000Nm can now start and manoeuvre almost wear-free, without overheating. TraXon DynamicPerform is ideally suited for construction-site trucks, dump trucks and more.

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PRODUCT PROFILE

KEEP IT SMOOTH while on the move Alemlube Automatic Lubrication Systems grease critical points of a truck while on the move, reducing long-term wear and keeping trucks on the road.

eliable transport is vital to a functioning economy, and the industry is the busiest and most competitive it has ever been. Trucks travel thousands of kilometres each week, servicing intervals have become longer, and the times the trucks are available for servicing have become shorter. Keeping critical chassis components properly greased is among one of the most difficult maintenance tasks due to its high frequency and time-consuming nature. Family-owned Alemlube delivers a wide range of lubrication products to Australia and New Zealand. The Alemlube Automatic Lubrication Systems allows critical maintenance work to be done while the machine is working. Automatic Lubrication Systems can help keep maintenance costs low while keeping production at a maximum. Machines run longer when lubrication can be done while they are running, increasing production. Breakdowns are reduced when bearings are always greased, and safety is improved when lubrication points are automated and moved away from potentially hazardous areas. The Alemlube Lubrication System greases the critical points on the move, every hour,

with carefully measured doses of No.2 grease. This increases productivity and increases the return on investment by allowing the truck to stay on the road and not have to come back to the workshop for hand greasing. In addition, the small amounts of fresh grease injected into each point every hour ensures that critical components are maintained in optimum working condition all the time. The Alemlube Lubrication System maintains a protective barrier of fresh grease around all pins and bushes, preventing the entry of damaging contamination. This

reduces long-term wear and tear and keeps trucks on the road and out of the workshop. Truck steering is improved and tyre wear lessened. Using No.2 grease, the system ensures that a water and dust-proof barrier is constantly maintained around all pins and bushes. This keeps critical components clean and contamination-free. “Our customers report shackle pin and king pin life of two to three times longer when compared to hand-greased or liquidgrease greased trucks,” says Joel Reddy, business development manager at Alemlube New Zealand. “This means lower parts and repairs bills and higher fleet availability. It also means a more productive and more profitable business.” Alemlube has on-the-ground presence in Sydney, Melbourne, Brisbane, Perth, Adelaide, Mackay and Townsville in Australia, and in the North and South Islands in New Zealand, plus a network of trained distributors. For more information, visit www.alemlube.co.nz or find them on social media @alemlube_nz

100 New Zealand Trucking November September2023 2023

Roadmaster

INSULATED GLIDEMASTER 36 PALLET COMBO 11.600mm 5 AXLE TRAILER & 7.650mm TRUCK BODY

MERECO LTD FEATURES: • Pressed S/S half guards • Custom S/S infill, rear dock bumper • Alloy tool boxes, with shelves • Alloy bearer box • S/S rolled guards

• Mezzanine floor ready • Curtain tie backs • Insulated, floors, roof, curtains • S/S overlay on fuel tank

a legend in the making

Roadmaster – A brand leader in Heavy Transport Equipment WWW.ROADMASTER.CO.NZ

PROMOTIONAL

TRUST, COMMITMENT,

ACTION!

Since its inception, Action Tyres has become one of the leading commercial tyre services in the greater Wellington region, thanks to its professional team, customer focus, and a close relationship with suppliers.

aking on Action Tyres with a shared passion and goal to raise service standards, Talesha and Ryan are an ambitious couple who enjoy every moment of delivering their customers what they value the most: time, assurance, and quality service they can trust. Offering commercial tyre services across the Greater Wellington Region, Action Tyres is an independently owned business home to a team of experienced professionals who are as fast, efficient, and reliable as they are fun – making for a great company culture. Even more, Talesha and Ryan take pride in not only exceeding customer expectations but have the hope that in doing so they positively impact the output of their customers businesses. To date, Action Tyres is

the only Wellington Based Independent Commercial Tyre business and offers customers services across a range of categories spanning from truck and bus tyre services, agricultural and OTR machinery, to passenger car and 4x4 tyres. Much of the brand’s success stems from its diversification and track record for speed and ability that ensures fleets keep moving, it also comes from the entire team’s commitment toward always placing the customer first. Talesha, Ryan and the entire Action Tyres team are firm believers that every customer deserves respect, and every experience encompasses urgency, safety, and genuine care, for their vehicle, their project, and the trajectory of their business successes as much as their own.

Talesha and Ryan have grand plans to grow the business in many ways but know this is not possible without innovating what they currently have to improve the customer experience. They are currently working with App developers to build a Fleet management app, the app will enable real time visibility to fleet managers who control large fleets to enable greater efficiencies when it comes to keeping their fleets moving. They also have plans to expand within the 4x4 industry to service their own customers and their fleets of 4x4 more efficiently with a wider range of quality product. Talesha and Ryan both strive to have a business they proud of. This extends to being highly critical when it comes to the Tyres they choose to supply

their customers. Power Retreads is a brand Action Tyres are proud to offer their customer base. Power Retreads offer a high-quality retread using Vipal Rubber, which is one of the largest rubber manufacturers in the world. They are adaptable to the market and enable Ryan and Talesha to further extend the life cycle of their customers’ commercial tyres which allows for minimization of the environmental footprint associated with new tyres. Power Retreads offer real value to customers and provide service second to none.

The team at Action Tyres can be contacted on (04) 939 2284 or info@ actiontyres.co.nz.

GO THE DISTANCE

COMMERCIAL OIL PRODUCTS Gulf Western has commercial at the heart of it’s business, and their state of the art blending plant and leading technical experts produce many different OE approved oils for commercial vehicles, including: EUROSYN LV 5W-30 UHPD API CK4 ACEA E6/E4/E9/E7, MB 228.51 (formulation approved by Daimler Benz), Scania LDF-4, MAN M 3677/3575/3477, MTU Type 3.1,VDS4.5, Cummins 20086. Allowable drain in excess of 100,000km whilst maintaining complete protection 300055 EUROSYN 10W-40 Scania LDF-3, E4/E7 VDS3 M3277 and ACEA E4 300059 EUROSYN 10W-40 LONG DRAIN API CK-4 ACEA E6/E9/E7/E4, MAN M3477 and M3271-1, Cummins CES 20086, Scania low ash, Volvo VDS-4.5 30009

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TDDA

MEDICINAL CANNABIS and the transport sector There are increased detection rates of cannabis in workplace drug screenings, according to The Drug Detection Agency.

t attributes the rise to the proliferation of medicinal cannabis and easier access to the substance. Glenn Dobson, chief executive at TDDA, says transport operators need to understand the risks associated with the use of medicinal cannabis within the workplace and address any issues immediately. “We’re seeing cannabis trigger our testing devices regularly, which isn’t particularly new. What is new is that people in safety-sensitive workplaces then show up with a prescription for cannabis,” he says. “But just because the substance is legal doesn’t mean it’s safe to take it and get behind the wheel of a 40-tonne truck.” From left: Rod Dale, Dr Mary Obele and Andrew Schirnack.

What is medicinal cannabis? Medicinal cannabis refers to a range of quality assured, pharmaceutical cannabis preparations intended for therapeutic use. It originates from the cannabis plant, also called marijuana. It must be prescribed by a doctor to treat the symptoms of a medical condition or the side effects of a medical treatment (for example, chemotherapy). Cannabis preparations include tablets, oils, tinctures and other extracts. Medicinal cannabis products may be THC-based, CBD-based or both. The cannabis plant contains 80 to 100 cannabinoids (ingredients). Two of these cannabinoids are Tetrahydrocannabinol (THC), which has strong psychoactive effects, meaning it makes a person ‘high’, and Cannabidiol (CBD), which is non-psychoactive and thought to have therapeutic benefits. Recreational cannabis differs from medicinal cannabis in that it is illegal and is not a medicine. Possible effects of cannabis use include:

104 New Zealand Trucking November September2023 2023

affected time and distance perception, inability to multitask, lack of motivation, inability to concentrate, poor coordination, short-term memory loss. What’s legal? • Medical cannabis is legal New Zealandwide but must be prescribed by a doctor. • Adult use (recreational) cannabis is illegal. • It is illegal to drive with any THC in your system in New Zealand. • Ability to drive legally with CBD depends on the cannabinoids in the prescribed product.

•

• Prescription cannabis: Impact in the workforce • Your drug and alcohol policy is key. • Is the employee’s medicinal cannabis or the condition it is treating, affecting their ability to safely perform their duties? • An employee may disclose to you, a

• •

manager or the HR department that they have a prescription for medicinal cannabis. A staff member may also disclose their medicinal cannabis prescription to TDDA. Consider potential implications of legally prescribed medicinal cannabis in drug and alcohol policies. Use an MRO to review laboratory results and assess fitness to work. Seek legal advice from an employment law specialist for detailed advice concerning your policies and procedures.

Accred

Proliferation New Zealand’s Medicinal Cannabis Act came into effect in 2020. Growers and distributors needed time to meet the government standards in terms of product development and quality assurances. TDDA attributes the gap between 2020 and 2023 detection rates to regulatory pressures, but now believes the situation is at a tipping point. Employers need to understand how to grapple with the challenge of integrating this change into existing drug and alcohol policies. TDDA recommends businesses take professional advice to understand the issue of medicinal cannabis within their workforce. Like any prescription medication, such as opioids or prescription painkillers, there needs to be clear guidelines on company and employee expectations. Businesses must integrate professional guidance into their substance policies and update them to manage medicinal cannabis. “Every business will eventually need to deal with substance issues, but having easy access to high-grade cannabis products will accelerate and amplify those issues. Kiwi

companies need to update their drug and alcohol policies immediately,” says Dobson. Employers must also carry out testing in a fair, compliant and transparent manner. “Employers have an obligation to ensure the safety of all employees in the workplace. But only if a good substance policy is in place will employees have an obligation to inform their employer of relevant prescription medications. “If an employee is affected by medicinal cannabis at work, even if it’s prescribed, it may affect their ability to safely execute their duties,” says Dobson. “The substance creates a minefield to navigate, and it poses a risk to the employee, their peers, the business and the public. Employers must understand these products can adversely affect cognitive abilities and motor function.”

Symptoms THC, the psychoactive component in many medicinal cannabis products, impairs cognitive functions and motor skills, posing risks in any industry. Additional symptoms include issues with memory, attention, decision-making skills, poor judgement,

mood swings and irritability. “CBD or low THC forms of this drug are particularly problematic. If an employee has a prescription, it’s important to work with an MRO to understand if the employee’s needs are in alignment with the requirements for the role,” says Dobson.

Recommendations TDDA recommends businesses review and update their drug and alcohol policies, and ensure policies are clear and effectively communicated. It also recommends education sessions for managers and employees alike, as well as enhanced training for supervisors to recognise risk in the workplace. Seek guidance from subject matter experts who understand your business and its requirements. If enacting a drug and alcohol testing programme, engage qualified third-party experts. “Medicinal cannabis is here, and it’s in New Zealand’s workplaces. It can be a highpotency substance and it needs to be treated as one. It brings risk to any workplace. If someone is driving a company car, you need to have a plan to address the issue. Don’t get caught on the back foot,” says Dobson.

That’s why we go anywhere!

You go everywhere.

Whether you need workplace drug testing, pre-employment testing, drug education and training classes, or substance policy design services, TDDA goes where you need us, when you need us. Visit tdda.com or call 0508 3784 8378 to learn more.

Accredited to AS/NZS 4308:2008 and compliant to AS/NZS 4760:2019 Industry Standard.

CARRIERS’ CORNER

TRANSPORT CODE OF CONDUCT

was asked recently about the value and relevance I saw in the Australian road-transport sector-focused industry accreditation programme, TruckSafe, and my thoughts as a transport operator on how a rollout here might look and work. It got me thinking and encouraged me to delve into what the TruckSafe framework offers and its value to our cousins across the ditch. For those unfamiliar with the programme, it is an independently audited safety and compliance-focused accreditation system that provides a range of parties with the confirmation of a given road transport operator’s credentials across a range of areas. It extends further into specific areas like animal welfare, much as industry association sector groups do in New Zealand, but with a more prescribed set of independently audited benchmarks and criteria to validate a given fleet’s performance. Checking out its new.trucksafe.com.au website provides a glimpse into the culture and credibility of the programme, such is the rollcall of significant Australian fleets (including K&S Freighters, Wickham Freight Lines, Ron Finemore Transport and Road Trains of Australia), and the annual awards afforded to fleets that have excelled. You get the very real sense that many fleets hold the programme in the highest regard and are determined to meet its expectations, using it to drive a culture of continuous improvement and health and safety excellence. The New Zealand Trucking Association and National Road Carriers have been clear in their determination to introduce/ transpose the likes of TruckSafe as a means of developing a code of conduct and best practice for the industry, something it is tough not to agree with. From a personal perspective, the concept’s initial appeal is that it provides a way for fleets to obtain recognition and credibility. For example, it can be used to strengthen messages to customers about a business’ health, safety and compliance performance. It could also help in our relationships with government agencies, insurers, funding providers and even recruitment.

106 New Zealand Trucking November September2023 2023

Not that long ago, the Operator Rating System (ORS) was still in place, a system not without its flaws, but a scorecard, nonetheless. While the intent of the ORS likely came from the right place, the fact it relied solely on a range of government agency data meant that the operator lacked the ability to challenge or provide insight into what sat behind their rating

The nirvana I see is an environment where fleets can be recognised and acknowledged for meeting – and ideally exceeding – critical criteria… and its impact. The scorecard’s weighting system also meant that fleets of different sizes, annual mileages, or freight types and environments serviced could be advantaged or disadvantaged. I understand that plenty of industry consultation has occurred subsequently, although where this lands is yet to be announced. The nirvana I see is an environment where fleets can be recognised and acknowledged for meeting – and ideally exceeding – critical

criteria and that there exists a clear benefit/ incentive for operators to strive for such standards. For example, lengthened COF periods, or, with some greater technology in place, a more prescribed approach to reducing the frequency of roadside inspections for higher-performing and audited fleets. In doing so, you’ve immediately created time and cost-related benefits to those fleets operating at the highest of levels and equally formed something for aspiring fleets to strive for. There might also be collateral benefits from insurers and other service providers backing the standards and performance criteria with which a fleet is validated as operating. In an ideal world, it would be wondrous to see such a system flow beyond the above and form the basis of a universal site induction, in much the same as the construction industry has achieved with its ‘Site Safe’ passport-type accreditation. Again, there are clear time and cost benefits for operators in being able to showcase their attainment of a given set of standards to simplify their operations. I look forward to seeing what evolves here and believe that some well-defined standards and aspirations in this space can only be positive for our industry, allowing each of us to shine and put our best foot forward in the competitive environment. The choice will be yours whether you participate in this initiative, but if the Australian example is anything to go by, there are only benefits.

Do you agree with Blake or want to engage with his comment? He’d love to hear from you. Contact Blake at: blake@transcon.co.nz. Blake Noble is managing director of Transcon, a 16-truck general-freight operation based in Warkworth, north of Auckland. He is also the founder of specialist transport growth and advisory provider Delivery. Head to getdelivery.nz to connect with Blake.

IRTENZ 18th International Conference Jet Park Hotel, Hamilton 14th - 16th November 2023

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Power Train – Optimising the Efficiencies Managing Innovative Vehicle Solutions Infrastructure Challenges and Regulation Development Industry Training needs and Skills Shortage Keynote International Speakers Industry Panel Sessions:

Key industry providers and operators will share their views and experience on unlocking greater productivity on our roads

For all enquiries, contact: Kate Bucknell ph: +6421917506 E: kateb@tesnz.com

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TRUCKERS’ HEALTH

Strategies for HEALTHY HABITS

ave you ever caught yourself saying, “I’ll start on Monday?” Though you may see no harm in giving yourself a deadline to start your healthy lifestyle, this often leads to binge eating and an all-or-nothing mentality. I can recall countless times where I uttered those four words. I would eat what I liked right up until Sunday night, going to bed over-full but confident that overnight I would flick a switch and magically be a health fanatic by morning. Unfortunately, this was never the case. I would get three or four days in, cave into my overwhelming cravings, then feel immense guilt because I hadn’t lived up to my newfound health goddess status. The reality is, there is no perfect time to work on your health and fitness. If you wait until you’re less busy at work, the weather gets warmer, the weather gets colder, or Jupiter aligns with Mars – you will never start the process of trying to improve. Wouldn’t you rather your ‘one day’ became your ‘day one’? Life throws all sorts of unexpected hurdles at you that you need to learn to navigate, tackle and pivot while staying on your path to better health. Right now I have a twoweek-old baby. There are many reasons why I can’t eat healthily or exercise – but I am doing my best and taking things day by day to try to improve my health and recover from giving birth. While having a baby is not relatable to the male truckers out there, it is an example of how life goes through phases and cycles and you just have to adapt as best you can to stay on track with your health and fitness goals. Here are some of my current strategies for at least attempting to create some healthy habits.

1. Prioritise mealtimes If you can get into a rough rhythm with your meals you are more likely to achieve consistency and not let yourself get ravenous and binge eat. It doesn’t mean that you must have strict mealtimes – it is more about

108 New Zealand Trucking November September2023 2023

creating mealtime windows to follow. These will vary from person to person depending upon their work commitments and schedule. For example, breakfast between 6am and 8am, lunch between 12pm and 2pm, afternoon tea between 3pm and 4:30pm and dinner between 5:30pm and 7:30pm. This will help regulate your hunger cues and prevent overeating and undereating cycles.

with drinking enough water, they can help you feel good throughout the day.

5. Remember your macros

I make the effort to keep my water bottle full and with me at all times. Staying hydrated is important for everyone and can also help with your hunger cues. Sometimes we mistake hunger for thirst, so if we are hydrated we aren’t eating more to overcome that dehydration. If you don’t have access to taps or water sources throughout the day, you can always pack a large drink bottle – choose a brand that has an insulated bottle to keep your water cool.

Don’t hear the word macros and zone out thinking it’s a complicated nutrition lecture; it is actually quite simple. Macronutrients are the building blocks of our meals (carbohydrates, proteins and fats). If you can aim to have food from each of the three macronutrient groups, then you will have a balanced and satisfying meal. For example, breakfast could be oats with yoghurt and kiwifruit, lunch could be a sandwich with lettuce, tomato, ham and avocado, and dinner could be steak with potato and broccoli. You’re ticking off your three macronutrient groups as well as including fruit and vegetables with each meal. If you feel like you haven’t had enough goodies in your three main meals, you can always throw more into your snacks.

3. Get some fresh air

6. Cut yourself some slack

If you get the chance, head outside for a walk or cycle. The exercise is good for our physical health, but more importantly, it is good for our mental health. Getting enough vitamin D can be extremely challenging, especially for truckers who spend long periods of time behind the wheel and may only get the sun on their driving arm. If you get the chance to pull over for a lunch stop or break, take the opportunity to have a stroll, even five or 10 minutes to stretch the legs and give the mind a break from driving. All of these small active sessions add up over a week and slowly improve our fitness level.

If you’re going through a busy or more challenging season of your life, your intended nutrition and exercise regime may not always go 100% to plan. It’s important that you give yourself some leeway and take each day as it comes and do your best to be active, stay hydrated, and eat plenty of fruit and vegetables. Alongside managing stress levels and getting enough sleep, these three things are the backbone of good health and wellbeing. Set yourself realistic goals and be honest about what you think is doable. For example, I have a baby to look after so I can’t go to the gym six days a week. Instead, I plan to do three walks each week with the baby in the pram and slowly build up. You don’t have to move mountains, you just have to start!

2. Keep up your water intake

4. S neak in your fruit and vegetables Even if your nutrition isn’t 100% and you’re having a ‘treat’ or two throughout your day, it’s really important to get in your greens and your goodies. This doesn’t mean prepping for hours; it can mean packing fruit as a snack, some carrot sticks with hummus, or putting lettuce and tomato on your sandwich or wrap. Sometimes healthy food gets a bad rap for being complicated to prepare, but if you keep it basic, it can be extremely easy to fit in throughout your day. I aim to have fruit or vegetables with each of my three main meals and also as a snack if I’m feeling that way inclined. Fruit and vegetables have so many nutrients that our bodies need, and together

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HEALTH AND SAFETY

TORO – a useful tool

e live in a world of compliance, compliance, compliance. Without compliance, I wouldn’t have a job. Most of the time, compliance is a good thing. It helps us manage our work and our team and puts people on a level playing field. I know not everyone complies, so it’s not always fair. However, people who do so stand a better chance of winning contracts, particularly in today’s uncertain economic environment. If your truck is driven by an unlicensed driver and the driver is stopped by the police, the truck and its load will likely be impounded for 28 days. This is not the best way to run a business. In addition, there will be no insurance if there is an accident. Regardless of who is at fault, the unlicensed driver will be held accountable.

The four main reasons a driver is not licensed are: • the driver has never held the licence • the driver has accrued too many demerit points • the driver has been DIC-ed • the driver’s licence has reached the 10-year expiry and needs to be renewed. Several licences and qualifications may be required. The most obvious is the appropriate licence for the truck – Class 2, 3, 4 or 5. This needs to be a full license. Otherwise, the driver is only able to drive with a supervisor. Depending on the load, a D endorsement 23031 DANI1 TRUCKING AD.pdf

27/5/10

may be required. This indicates that the driver has attended and passed a course on transporting dangerous goods on the road. The driver is expected to know how the load must be carried, secured and placarded. This endorsement expires every five years and must be renewed before the driver can carry dangerous goods. Often, a driver will use the client’s forklift to load or unload the truck. There are two qualifications for this. The first is the F endorsement on the driver’s licence. This will expire when the driver licence does and can be renewed by ticking the box. The other is the operator certificate. This certificate shows that an approved provider has trained and assessed the driver in forklift operation. The client should be provided with a copy of the certificate before the driver uses the forklift. There is a straightforward system for managing workers’ driver licences. NZTA provides a web-based system called TORO for organisations with a transport service licence (TSL), or Driver Check for other organisations. The organisation applies to NZTA, gets permission from its drivers and

loads the information onto the website. The nominated administrator will be emailed when a driver’s licence status changes. Check nzta.govt.nz and search TORO or Driver Check to access the application information.

Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 15 years’ experience working with organisations from many different industries. Tracey holds a diploma in health and safety management and a graduate diploma in occupational safety and health. She is a professional member of the New Zealand Institute of Safety Management and is on the HASANZ register.

How can Safewise help? We work with organisations that need more health and safety knowledge or more time than they have in-house. For more information, check the website, safewise.co.nz

3:12:58 PM

Danielle L. Beston Barrister At Law Log Book & Driving Hours Transport Specialist Work Licences Nationwide Road User Charges Contributor to New Zealand Trucking ‘Legal Lines’ Column Telephone: (09) 985 5609 mobile: 021 326 642 danielle.beston@trafficlawyerauckland.co.nz Referral Through Solicitor Required and Arranged

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LEGAL LINES

NAME SUPPRESSION in employment claims Decisions made in the Employment Court and Employment Relations Authority are usually published, unlike mediation, which is confidential. However, both bodies can grant non-publication orders that prevent parties’ names and identities from being published.

uch orders appear to be more readily granted in the employment jurisdiction than in the past. This new approach is partially due to the growing recognition of the potential harm of publishing parties’ names, particularly employee names, in employment disputes.

What is a non-publication order? The court and the authority have the discretion to direct that “all or any part of any evidence given or pleadings filed or the name of any party or witness or other person not be published” as per schedule 2, clause 10, and schedule 3, clause 12 of the Employment Relations Act 2000.

Grounds for non-publication orders When considering whether to grant an application for a non-publication order, the court and the authority must begin by recognising the principle of open justice. In other words, it is important that justice is seen to be done and that there is a public interest in having an open and transparent justice system. Most hearings are open to the public and the media, allowing decisions to be scrutinised. Generally, publicising details of wrongdoing serves many purposes, including educating the public, acting as a deterrent and warning others. This must be balanced against the individual rights, including a person’s right to privacy and the disproportionate harm it may cause to have their names published. The party applying for a non-publication order must prove that valid reasons exist for deviating from the presumption of open justice. The harm that can be caused by the publication of party names in the employment jurisdiction can include

damaging an employee’s future employment prospects. Recent Covid-19 vaccination cases in the employment jurisdiction have demonstrated the negative effects of publication.

Conclusion The rationale behind suppression orders is that some parties may be reluctant to take an employment dispute to the court or the authority if they know their name can be published or made publicly available if the matter is high profile. The reality is that, often, regardless of whether they win or lose, employees who take their employers to the court or the authority are tainted and find it more difficult to obtain further employment. Employers regularly conduct Google and employment law database searches of prospective employees, and it is very easy to find out whether a candidate has previously been involved in employment litigation. This creates an uneven playing field in employment disputes and personal grievances. Employers know that the likely damage of being named in a public court decision to an employee’s reputation is a massive disincentive to going all the way to litigation. This places employees under significant pressure to settle out of fear that they may be publicly named if the matter proceeds further. It is also true that adverse court

decisions can damage employers, but the impact is likely to be less pervasive and long-lasting. For these reasons, there is a strong case for reversing the assumption that name suppression will not be granted in employment cases and mandating that where a party is successful in a claim, their identity will be kept confidential unless there are good reasons otherwise.

CASE STUDY In JGD v MBC Ltd [2020] NZEC 193, the applicant sought name suppression through non-publication orders on the basis that naming the applicant would cause irreparable damage to his personal and professional relationships, that there was no broader public interest in naming him (as would be the case in a criminal matter), and that to name him would undermine a core objective of the act to recognise the unequal power balance in the employment relationships. The court granted the order, which was supported by both parties, noting in paragraph nine that: “It does not sit comfortably within the legislative framework that a party may approach the authority or court for vindication of their employment rights and, at the same time, attract publicity which has a likelihood of inflicting further damage on their employment relationship or creating a barrier to future employment.” It was also a relevant factor that the application was made on an interim basis, as there is a lesser public interest in disclosing key details while allegations are unproven.

Please note that this article is not a substitute for legal advice, and if you have a particular matter to be addressed, you should consult with a lawyer. Danielle Beston is a barrister who specialises in transport law, and she can be contacted on (09) 985 5609 or 021 326 642.

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EMPLOYEE RELATIONS

A TWO-WAY STREET Looking inward is the first step in ensuring employees give their best and meet expectations.

common concern among my clients is employees not meeting their needs who need to be dismissed. Their phone call is often a result of increasing frustration due to the employee’s behaviour, which has indicated non-compliance to policies and procedures, a lack of a positive work culture, and an indifference to taking personal responsibility for their actions. The sense of self-indulgence further reflects an attitude of work being their right, on their terms, rather than a privilege with responsibilities, the requirement to comply with instructions, and to meet contractual obligations. To change this experience, employers need to adapt to a very fast-changing world and fully consider a better way of employing, vetting and ensuring expectations are being met. In today’s world, management must change to reflect the changing environment. It is not about words, policies, rules, or motivational charts. It is about leadership, made up of company values, empathy, focus and direction, motivation, and reward for doing better. Effective leadership will develop better work processes and mutual respect. It develops and encourages understanding and a desire to initiate and impress better behaviours. It encourages the employee to want to succeed and increases productivity. This happens when the employee recognises they are valued; that they will be recognised for their efforts and rewarded for those efforts. In understanding your vision and direction, they can buy into the company’s strategy and vision to ensure success. They become a more valued employee, loyal and responsible, working in an environment of mutual respect and trust. When employers make changes in the

workplace to improve their business, they need to focus on three core points – people, purpose and productivity. They need to develop and communicate to their people a clear understanding of who they are, what they do, and why they do it. What ethics do they have? What is their environmental strategy? What is their desired work culture? How do their industry peers see them? Having the courage and reliability to provide positive leadership is vital, along with a very clear understanding of the needs and wants of the employees who are supporting your focus by working for you and working hard to meet or exceed expectations. Remember, you may own or manage a transport company but, before anything else, it is your people’s quality and learned behaviours that will determine your culture, your productivity and, ultimately, your success and reputation in the marketplace. Therefore, there are expectations on you as an employer. You must have relevance: Be available, be capable, be competent, provide clear direction and future vision, have a defined strategy plan, set down and communicate clear expectations. You must have influence: Are you believable? Will staff respect and follow you? Provide competent leadership. Provide empathy as a working value. These traits will give you a satisfying purpose in what you do and how you do it to gain courtesy and respect. Staff need to have the desire to buy into your strategy, focus and leadership to ensure productivity expectations become achievable. Remember, staff will expect to be recognised and rewarded for gains made to which they have contributed. They will

Note: This opinion piece is written as an advisory of ideas when dealing with people. It is not intended as specific advice for any circumstances. Mike can be contacted at kyne@kyne.co.nz or on (03) 365 3414.

114 New Zealand Trucking November September2023 2023

also expect to be empowered, valued and acknowledged for success in commitment, diligence, initiatives and adding value; to have their potential identified, recognised and supported; and to be fully trained and resourced. Remember – when reviewing staff, keep looking forward rather than analysing yesterday. Accentuate positives, but never be afraid to initiate discussions on poor performance, capability and non-compliance to rules.

Mike Kyne is the director of Kyne Management Services, which offers advice and expertise in employment matters, compliance issues, analysis, auditing and review. Mike has considerable experience coaching managers and business owners in the application of procedural and practical requirements under current business legislation. He also represents employers in mediation and in the Employment Relations Authority. Mike has established a strong reputation for providing practical advice and on-site assistance to transport firms.

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SAFER HORIZONS

he transport and logistics sector has long needed a comprehensive approach to safety and wellbeing. The sobering statistics for the year from July 2022 to June 2023 reveal that WorkSafe recorded 14 fatalities in the transport, postal and warehousing sectors. Even more concerning, the count for the first half of 2023 alone stands at nine. These numbers are not just statistics; they serve as a wake-up call louder than a truck horn at 5am. Enter the HARMfree Transport and Logistics Online Portal, a free-to-access platform aimed at serving health and safety champions, which has garnered industrywide support since its much-anticipated launch in September. This industry-leading programme is laser-focused on reducing injury across the transport sector and offers practical tools to improve workplace safety and worker wellbeing.

HARMfree Workplace Assessment Tool A standout feature of the online portal is the HARMfree Workplace Assessment Tool. Designed for HARMfree by Success Formula – a company with more than 20 years of expertise in safety, culture and leadership within the transport and logistics industry – the assessment was developed with input from WorkSafe and ACC and trialled with health and safety champions nationwide. After completing the assessment, you’ll receive a comprehensive report summarising the results and recommending the next steps, making it the ideal starting point for new members. The assessment serves as an eye-opener,

116 New Zealand Trucking November September2023 2023

raising awareness of the hazards of psychosocial harm. It prompts you to consider various aspects of wellbeing and work design within your company and provides insights into your strengths and weaknesses, serving as a foundation for goalsetting and prioritisation. A reassessment is recommended every six months to gauge the effectiveness of implemented changes. This is a performance metric for your organisation that can be tracked over time, facilitating a feedback loop for continuous improvement.

HARMfree Online Portal Health and safety champions can sometimes feel isolated in their daily challenges. These challenges can range from acting as frontline defenders against workplace hazards, ensuring compliance with safety regulations, and promoting a wellbeing culture among workers. To address this, the HARMfree portal features an online forum within its Connect Module. This moderated, safe space serves as an invaluable resource for sharing knowledge and experiences. It enables health and safety champions to connect with their peers and grow their knowledge and practices. The forum is an excellent platform for posing questions to the collective group or responding to queries from other members. Since the launch, we are proud to have a diverse community of health and safety champions from the transport and logistics sector as members. Building relationships, networking and collaborating with peers through the forum will broaden perspectives on tackling various challenges, offering a range of viewpoints that might not have

been considered otherwise. This collective wisdom can be particularly invaluable when dealing with complex or unprecedented issues that don’t have straightforward solutions. When multiple minds focus on a problem, the likelihood of finding a viable solution increases exponentially. It’s the classic case of ‘two heads are better than one’. Engaging with peers meaningfully contributes to continuous self-improvement and professional development. It’s an opportunity for learning – both from the successes and failures of others. This all leads to continuous self-improvement and development, ultimately improving safety outcomes for both workers and organisations. The long-term objective is to create an industry of safety champions who encourage and support each other in creating safer working environments that excel in health and safety best practices. The HARMfree Online Portal will continually be updated, improved and expanded to keep pace with our evolving industry. By meeting people, sharing ideas, collaborating and gathering information, we are fine-tuning content to meet the needs of our audience. So, if you’re in the transport and logistics sector and care about safety and wellbeing – and let’s be honest, who doesn’t? – then HARMfree is your next essential destination. Buckle up and enjoy the ride to a safer, happier workplace. For more information on HARMfree or to become a supporter or partner of the programme, contact programme manager John Sansom on 027 244 5221 or at info@harmfree.nz.

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Why are the odds stacked against the

SMALL-BUSINESS OWNER?

f New Zealand is ever to get its mojo back, we must change the attitude towards small-business owners and implement policies that nurture and encourage them. Every big business started as someone’s idea, a thought that there might be a gap in the market, a way to challenge the status quo or a desire to be master of their destiny. Some of the biggest companies started out in a spare room or garage. Jeff Bezos and MacKenzie Scott started Amazon in a rented garage in Bellevue, Washington, and grew it to a business that spans the globe, generating US$514 billion in revenue last year. In New Zealand in 1978, Bruce Plested started a company called Mainfreight with $7200 and a 1969 Bedford. It is now a global logistics company, generating revenue of $5.68 billion last year. Every year, thousands of individuals make the brave move to step outside the protected environment of employment to have a go. Having a go is hazardous. According to Stats NZ, only 37% of businesses survive two years. Talk to any small business owner, and the stories are similar. Regardless of whether you have a coffee cart or a trucking

118 New Zealand Trucking November September2023 2023

Talk to any small-business owner, and the stories are similar. Regardless of whether you have a coffee cart or a trucking business, it feels as if every official, regulation and rule is there to restrict your ability to succeed. business, it feels as if every official, regulation and rule is there to restrict your ability to succeed. The impact on the small-business owner seems out of proportion and can lead to the perception it is just too hard. To understand why this is and why belonging to an industry association is so important, you must understand the power imbalance between small-business owners and almost everyone they deal with.

The small-business owner is easily intimidated by an official with a clipboard or a customer who holds their fate in their hands. It is also easy for the business owner to overlook a detail or misinterpret a regulatory requirement. They are vulnerable to subtle changes in the economic environment as they lack the protection of critical mass that larger businesses have. One of the main reasons for this is the small-business owner, in most cases, has both sleeves rolled up and is heavily involved in the day-to-day operation of their business. They are often heavily in debt and are learning the ropes in a highly competitive environment. In other words, a business is like every other form of life – at its most vulnerable in its first year. Sadly, there is no requirement for a small-business owner to plug into a support network. Which, combined with an unhealthy dose of ignorance, leads us back to the appalling failure rate. If there were a requirement to belong to the relevant industry, trade, or professional body along with bureaucratic support for those brave enough to have a go, we might just generate more success stories and get our mojo back.

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A welcome rethink on

SPEED LIMITS

o matter the political changes in store, Transporting New Zealand will take an active role to ensure the concerns of road transport operators are front and foremost. Recently, I attended an event for our members in Hawke’s Bay. The room was packed, and the guest speaker was Katie Nimon, the National Party candidate. One of Katie’s fundamental views is that roads should be seen as an investment to drive and improve the economy. While I’m sure no one else in the room needed convincing of that, it was refreshing to hear because that idealism appears to have gone missing for a significant period. National is promising to roll back some of the blanket speed limit reductions brought in by the Labour government. Many state highways have already had their speeds reduced from 100km/h to 80km/h as part of the government’s Road to Zero initiative to reduce road deaths. If you wander onto rural local roads and miss a speed limit sign, then it leaves you guessing what the legal limit is, and that’s not good. Transporting New Zealand supports road safety and ways to reduce deaths and serious injuries on our road – many of which are avoidable and all of which cause a horrendous and long-lasting impact on everyone involved, from families to first responders. So, although no one wants to see people getting injured on the roads, the current system is farcical, and some proposals have no rhyme or reason. Even Labour senior minister Kieran McAnulty is opposed to speed limit reductions in his Wairarapa electorate – but Waka Kotahi has brought them in regardless. If you think that sounds bizarre, you’re right. Government policy must take safety, the environment and productivity into consideration. A scientific, risk-based

120 New Zealand Trucking November September2023 2023

approach must be used rather than blanket limits on whole roads. The current approach, which depends mainly on the road function, is too onedimensional and nonsensical. We’re seeing proposals to reduce sections of road from 100km/h down as far to 40km/h, even when engineers have advised that the safe and appropriate speed limit is higher. The road network is the workplace of our members, so as much as anyone, we want a safe network. But variations and inconsistencies like this make no sense. In fact, they will make it very hard for drivers to have any idea what the speed limit actually is. We’ve heard it might cost $30 million to reverse what’s been done, but on the flip side, with what’s happening now, it could easily add 15 minutes to a transport operator’s daily travel time, particularly if operating on rural roads. As the charge-out rate for a truck and trailer unit could be about $200 an hour, the loss of productivity could unnecessarily cost the country an additional $2.5 million every day with no equivalent gains in safety. Transporting New Zealand is concerned that simply reducing speeds could be a way to avoid spending the funds needed to bring the road network up to modern standards and meet future transport requirements.

Positive programmes now in place In the meantime, while the government ponders what to do with speed limits, industry-led initiatives continue. Road to success: The Road to success Certificates of Competency (microcredentials) are a way an employer can demonstrate they are meeting industry good practice and provide evidence that their

people have met an industry-recognised level. Diversity Toolbox: The Diversity Toolbox is a set of practical tools and resources for road freight operators. The Toolbox, supported by Teletrac Navman New Zealand, emphasises how a diverse and well-supported workforce is key to long-term success for all businesses. Along with the Diversity Cohort established last year, this initiative is helping build a stronger culture, incorporating people from diverse backgrounds. The Good Practice Guide: Safe Operation and Maintenance of Sideloaders is now freely available on our website. The New Zealand Intermodal Transport Safety Group (NZITSG), made up of transport operators, manufacturers, industry associations and the industry training provider MITO, developed this good practice guide, and it has been endorsed by WorkSafe. It’s a really great sector initiative and an excellent example of the industry knowing what it needs and getting stuff done to achieve the best results.

National transport strategy needed Technology offers huge potential to improve New Zealand’s transport system – but we appear well behind the eight-ball compared with overseas. Transporting New Zealand supports congestion charging and road-user charges to pay for roads; however, charges must be managed efficiently and fairly. A recent study shows that the road transport industry is paying a much greater share of its public sector infrastructure and service costs than other road users. I firmly support deploying good technology to resolve problems; it can make a big difference if properly managed.

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Create school streets Gives councils, working alongside schools and communities, options to restrict traffic on streets outside schools during dropoff and pick-up times.

n July, the Minister of Transport – at the time, David Parker – signed a new Land Transport Rule, Land Transport Rule Street Layout 2023, into law. The rule came into effect on 21 August 2023 and it gives local councils options to:

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Enable community streets (also known as play streets) Makes it easier for communities to work with councils to restrict traffic on quiet local streets for a few hours at a time so children can play safely and communities can connect.

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Pilot street changes to inform future permanent changes Makes it easier for councils to pilot or make short-term changes to streets, to test different street layouts and features. This allows communities to experience these changes in real-time and provide feedback.

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Filter or restrict traffic Gives councils more options to manage traffic in places that are important for community life, such as town centres, in neighbourhoods and around schools by using physical or regulatory traffic filters.

What I have trouble with is the very concept of children playing on the streets at any time. It used to be a no-no, but now it appears to have official sanction, at least at certain times of the day. I don’t know how you are supposed to educate kids that it is not okay to play on the streets at one time of the day, but it is okay at other times. Clearly, those who designed the rule have the answer. I have yet to see how these streets will be identified to road users – cars, trucks, etc. No doubt they will be signposted, which kids will be expected to read and understand. We should also expect judder bars, but then, these are ideal to ride bikes and skateboards over. Perhaps they will paint the streets like they do to some cycle and bus lanes. If they do, then at least the kids playing there will be able to see the potholes better. I don’t know if any of the industry organisations made submissions on this rule when it was in the consultation phase, and if they did, what the nature of these were. But given most councils’ anti-vehicle approach to traffic management, I can see some significant issues for the industry when councils start to exercise the options the rule gives them. The industry will have to be diligent. Otherwise, we will find ourselves in trouble with access and manoeuvrability.

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122 New Zealand Trucking November September2023 2023

THE FIRST OF the two new ferries for Interislander is due to arrive in Wellington some time in 2025, with the second following in 2026. At 50,000 tonnes, these are going to be big, too big for the service, some people have said. Only time will tell. Along with the new ferries, CentrePort and the Interislander are developing a new terminal north of the existing one. On 22 July, The Post reported that there is now some concern the new terminal and associated facilities will not be ready in time, especially as significant site works have yet to start. Both Minister of Transport (July) David Parker and the programme director refused to give confidence that the terminal will be ready in time. It sounds to me like a familiar story – while we may have at least one of the ferries, we will have nowhere ready to work it. I HAD A CALL recently from a retired industry colleague who, in his day, had a bit to do with NZRTA and NRC and still takes an interest in what is happening inside the industry. I suggested that industry representation, as he knew it, was fast going to the dogs. He was not happy with what I said, telling me in no uncertain terms that it’s not going, but it has well and truly gone and is not likely to get back to anywhere that he, I and many others remember. The Accidental Trucker

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