NZ Trucking Magazine, September 2023 by NZTrucking

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TRUCKING NEW ZEALAND

SEPTEMBER 2023

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UP, UP AND AWAY

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%.

A northbound Vowles Transport Kenworth K200 crests Meads’ Hill in the King Country just south of Te Kuiti. Photo: Dave McCoid.

CONTENTS

THE

REST 6 Editorial

EDITORIAL DIRECTOR

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

8 Road Noise – Industry news

EDITOR

16 Trucking Toward a Better Future

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

50 Where’s that Road?

FIELD EDITOR

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

52 Strike a Pose – Meeting Rochelle

For all advertising enquiries:

62 Craig’s Trucking Snapshot

54 Just Trucking Around

ADVERTISING MANAGER

Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz Matt Smith Ph: 021 510 701 Email: matt@nztrucking.co.nz SUB EDITOR

PRODUCTION MANAGER

Tracey Strange Faye Lougher

Ricky Harris

CONTRIBUTORS

John Berkley

Craig Andrews Faye Lougher Craig McCauley Alison Verran Mike Verran Shannon Williams Andrew Geddes Niels Jansen (Europe) Paul O’Callaghan (UK, Europe, Australia)

Howard Shanks (Australia)

Will Shiers (UK) Rod Simmonds (USA)

ART DIRECTOR

64 New Rigs 68 Wanaka Memory 70 New Bodies and Trailers

TO THE WEST FROM THE WEST Classic FLD Rides Again

DIGITAL IMAGING DIGITAL MANAGER

Louise Stowell Georgi George

86 Little Truckers’ Club 88 What’s On

PUBLISHER

Izaak Kirkbeck Milly McCauley Howard Shanks

89 Cartoon

DIAMOND 40 TMC’S ANNIVERSARY More than Trailers

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

46 GOLDEN HERITAGE More than Transport

Further details and online complaints at www.presscouncil.org.nz

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78 International Truck Stop – In Alaska

82 Mini Big Rigs – Model that inspired the truck

OFFICE ADMINISTRATION

VIDEO PRODUCTION

74 Aussie Angles – Evaluating EasySteer

80 American Connection – Nevada Nirvana

Willie Coyle

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

72 Million Mile Club

92 Moving Metrics 96 Industry Comment – Greg Pert 98 Business Profile – UDC 100 Industry Update – OEX aircon courses 102 Vipal Knowing your Tyres 104 A Changing World Conference – Discussing regulation 108 Carriers Corner 110 Truckers’ Health 112 Health & Safety 114 Legal Lines 116 NZ Trucking Association 118 National Road Carriers 120 Transporting New Zealand 122 The Last Mile BROUG HT TO Y OU BY

RIGHT MAN FOR 56 THE THE JOB Not Just for Show

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TRUCKING NEW ZEALAND

SEPTEMBER 2023

IN THE CLOUDS 20 HEAD – FEET ON THE GROUND MAGAZINE O IAL

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HE FT

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OFF IC

UP, UP AND AWAY

Lloyd Rutherford passes the iconic Frog Rock on SH7, in the Fenco Scania 660S.

Associate Member ITOY

Official Sponsor

EDITORIAL

MAKING A MARK

t seems all we’ve spoken about this year is politics, policy and promises in the macro sense, or roading, funding and resilience at our micro level. But within all the noise, there’s a sense that change is in the wings, that there will not only be a new government, but new priorities, come 14 October. Given this year’s events, it would be irresponsible for there not to be. We’ve witnessed the impact of extreme weather and the effect on communities at the mercy of vulnerable infrastructure and limited points of access. The costs to these communities – and those of the broader emergency responses and recovery initiatives – highlight the need for a fresh approach. Sure, that will carry costs and won’t be achieved overnight, but the long-term benefits would be of much more worth to every resident and every sector of the economy than the more common makedo-and-mend approach. Last month, Dave and I made our first trip north since the new Pūhoi-Warkworth motorway was opened. Despite my picking out the project for its apparent oversights and early signs of damage to a section of the road in last issue’s editorial, we were impressed with it as a motorway overall. Compared with the old section, it cuts the journey time substantially, is a far more

relaxed experience, and by nature, far safer. However, once off the motorway and headed through the Dome Valley, over the Brynderwyns, and further north on this appalling and deteriorating leg of SH1, the contrast is another pointer to the benefits of concerted infrastructure investment. Of course, roading and infrastructure have been hot topics on the electoral agenda this year. Vying for the top spot on the promise list in the past few months would have to be the chosen option for a second Auckland Harbour crossing, unveiled in early August. It would’ve been contrary to the status quo for it not to include all modes for all people, which is 100% fine. But what concerns me – aside from the shambles that Auckland Light Rail is in now – is the cost, the time, and what will happen to the plan should the guard change come October. As it is, Prime Minister Hipkins commented that it would be “into the next decade before we see it”. No doubt, as infrastructure projects go, this one’s a biggie and sorely needed. But if the track record set by other recent big projects (Transmission Gully, Pūhoi-Warkworth, and so on) is anything to go by, the cost and timeframe will be an underestimation. Towards the end of August,

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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TRADER

6 New Zealand Trucking September 2023

the Ministry of Transport released the draft Government Policy Statement (GPS) on Land Transport 2024 as well as the New Zealand Freight and Supply Chain Strategy – both of which have significant implications for the road transport sector over the next 10 years and beyond. The key question is, can they chart a realistic way forward? The Freight and Supply Chain Strategy has just been published (at the time of my writing, I haven’t had a chance to familiarise myself with it). The draft GPS has attracted comprehensive commentary, and there are indeed some highlights worthy of discussion – not least of which is the proposed increases in petrol taxes and RUCs. We’re told this will result in $1.4 billion in revenue over three years. While some might have a different opinion, I’m willing to accept the increase and pay my fair share for using the roads – so long as it’s ploughed back into the road network and not used to subsidise other modes. But that won’t change under the draft. Yes, the government is aiming for a multi-modal freight system. That’s good – every mode has its merits – but it can only work if each pays its share and receives its dues for the proportion of heavy lifting it does. The draft adds that road users will “benefit from reduced emissions, more resilient freight

options, safer roads with fewer trucks and less damage to roads…” Which brings us full circle – among the key priorities in the draft are improved resilience and increased investment in maintenance. There are also 15 Strategic Investment Programme projects that “present an opportunity for transformational change”, of which 10 relate directly to state highways. It’s encouraging to see SH1 (Cambridge to Piarere), SH29 (Tauranga to Tauriko) and SH6 (Nelson, various) listed. SH1 Warkworth to Whangārei (including Te Hana to Brynderwyns, Warkworth to Wellsford and Whangārei to Brynderwyns) is rightly included too. But it’s disappointing routes into other vulnerable sections of the country, such as SH5 NapierTaupo and SH2 into Gisborne, are not listed. The critical link between the Waikato and the Bay of Plenty also seems to be missing. The GPS is open for public consultation until 5pm on 15 September. As it will be on the day the polls open, it’s in all our interests to have a say and ensure the government puts its money where its mouth is.

Gavin Myers Editor

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ROAD NOISE NEWS

TELETRAC NAVMAN DEBUTS IQ CAMERA Teletrac Navman has launched the IQ Camera, an AI-powered, dual-camera dash cam integrated with Teletrac Navman’s TN360 fleet management software. The fully connected IQ Camera uses powerful sensors and video AI to review every minute of drive time and understand driver behaviour. With the TN360, the IQ Camera pulls driver performance data into a single location, giving fleet managers a full view of performance to implement reward programmes and identify areas for improvement. The launch of the IQ Camera adds to Teletrac Navman’s line of deeply integrated video telematics cameras. It is an easy entry point for organisations that operate fleets of commercial vehicles. The IQ camera allows fleets to be managed in real-time and takes coaching into the cab, with driver assistance and status monitoring. Its built-in advanced driver assistance (ADAS) and driver status monitoring (DSM) features, – which include forward collision, tailgating, distracted driving and drowsy driving – provide real-time feedback to drivers so they can make instant improvements. This highly configurable dual-camera system delivers an added understanding of what has occurred with high-quality footage before, during and after an event. Video data is automatically uploaded to the TN360 connected platform for immediate viewing so teams can identify high-risk actions and provide transparent feedback to their drivers. “It’s important for fleet owners to take action based on all of their data,” said Mayank Sharma, head of global product management & UX at Teletrac Navman. “By incorporating video into training, they can make a positive impact on operational performance and costs.”

NEW MODELS

Mercedes-Benz Trucks introduces GigaSpace

ercedes-Benz Trucks has added the tall GigaSpace cab to the options list for its Actros

models. The new cab was debuted with the Actros 25 Driver Edition at the Brisbane Truck Show in May. It is now an ongoing option in Australia and New Zealand. The cab features 2.13m of interior height, measured from the floor between the seats to the ceiling, providing ample room for the tallest drivers. Other benefits of the GigaSpace include increased storage with three large cupboards built into the front of the truck, sitting above the windscreen. An optional microwave can be installed in the centre cupboard. The cupboards are in addition to the space under the bunk, which can include two pull-out fridges within arm’s reach of the driver. The standard Actros fixed bed provides a width of 750mm (without any foldout sections). The GigaSpace can

also be fitted with an additional second fold-down bunk bed for those who need to double-up. While the GigaSpace cab is taller, it is no longer than the standard Actros cab, maintaining its versatility regarding overall length regulations. Mercedes-Benz Trucks has also introduced an improved version of its optional MirrorCam system. The exterior camera wings have been redesigned and are now 100mm shorter, while the screen resolution has been improved along with the low-light visibility. Mercedes-Benz vice president, Andrew Assimo, said the new options were added in response to customer feedback. “We are always looking for ways to further refine our trucks for the very specific needs of our Australian and New Zealand customers. “We like to offer our customers as much choice as we can, and we think the GigaSpace cab will really hit the spot for some operators with the additional storage and additional interior height.”

DE &L 8 New Zealand Trucking September 2023

Freight and Supply Chain Strategy ‘pragmatic’

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at the start of 2023 showed us how vulnerable our system could be. Freight connections to communities and markets were impaired and, in some cases, cut off, which had serious economic and social costs. Previously considered once in a generation, these events are becoming more frequent and severe. Because of this, we need to make sure our freight and supply-chain system performs well and can withstand and recover from disruptions quickly.” The strategy document sets out a 30-year direction to prepare New Zealand for the future. Accompanying the strategy document is a plan of immediate actions focusing on the most urgent, important, or achievable work in the short term that sets the country up for longer-term initiatives.

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the strategy outlines. There has been a lack of government leadership in this area, and this document is filling that vacuum.” NTA CEO David Boyce said the strategy recognised the importance of the freight and supply-chain sector’s contribution to New Zealand’s economic wellbeing. The strategy’s introduction states that the “freight and supply-chain system underpins New Zealand’s economy. The system moves goods from producers to those who need them, at home and abroad. New Zealand’s economic goal is to be a high-wage, low-emissions economy that is competitive and economically secure. To do this, our freight and supply-chain system needs to work well. “The Covid-19 pandemic and extreme weather events

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to be understood across the government and by the public. International strategic goals include resilient and efficient international shipping and airfreight services and for the government and the sector to be ready to respond to global supply-chain threats and opportunities. The document also identifies four desired supply-chain system outcomes: zero emissions, resilience, productivity and efficiency, and safety and sustainability. James Smith, NRC GM policy and advocacy, said the freight and supply system had lacked the aspirational targets this document brought, and the time horizons in the document were helpful. “The collaborative focus of the strategy is what is necessary to face the challenges

NZ O

he Ministry of Transport’s Freight and Supply Chain Strategy, released in August, identifies nine strategic goals for the next 10 years. It has been hailed as pragmatic by freight industry bodies, National Road Carriers Association (NRC) and the NZ Trucking Association (NTA). Strategic goals under the heading ‘Infrastructure and Government Systems’ include decarbonising freight routes and infrastructure, evidence-based decision-making for freight and reliable and adaptive long-term plans for the freight system. Under the heading ‘Enabling the Sector’, there are strategic goals for the sector to lead change with government support and for the value and function of the freight system

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ROAD NOISE NEWS

From left: Rosalie Paul, Glenn “Yogi” Kendall, Tina Kendall, Oliver “Ollie” Arragon, Collette Forsyth, Craig Forsyth, Amanda Kendall, Mike Williams, and Keely Sharp. Photo: Richmond Valley Council.

TRUCKING RADIO 24/7 TURNS ONE Trucking Radio 24/7 celebrated its first anniversary in August. The radio station, launched in August 2022, is dedicated to the trucking sector and designed to be enjoyed by truck drivers on the road. Trucking Radio 24/7 features a mix of music, regional roading reports, including major closures and detours, port and ferry crossing updates, industrybased interviews and the latest transport-related news. Key industry players also feature on the station, with updates from National Road Carriers, Transporting New Zealand and other transport advocates. Regular programmes feature every week with Clint Brown on sport, fishing with Mark Kitteridge and economic updates from Cameron Bagrie. “What a great story Trucking Radio 24/7 has been right from the outset,” said Dave McCoid, editorial director at New Zealand Trucking Media. “It’s a niche radio station that’s found an instant home across a broad listening base. We have some wonderful plans going forward – the possibilities in terms of connecting people and industry are endless.” Download the Trucking Radio app at the Google and Apple stores or listen on iHeart Radio.

Welcome back, Truckin’ Life

aturday, 5 August, in the heart of the picturesque town of Casino, New South Wales, a symphony of diesel engines and a sea of gleaming chrome created a breathtaking spectacle. The Casino Truck Show, now officially the largest working truck show in the southern hemisphere, took place with 580 trucks entered and judged and a further 40 that missed the registration deadline. Some 620 were in attendance – a cool $300,000,000 worth, according to some estimates. At the heart of this year’s event lay a revival that has stirred the souls of truck fans: the return of the legendary Truckin’ Life magazine. Once a beacon for trucking enthusiasts nationwide, the magazine chronicled the stories, journeys and innovations that shaped the trucking world. Its pages were a source of inspiration, information, amusement and often a deep sense of camaraderie amongst truck drivers. After a hiatus that left a void in the hearts of many, the magazine’s return resonates with the spirit of the Casino Truck Show, a celebration of heritage, progress and unity. “Old-timers reminisced about the days when they would eagerly await each new issue – the stories of trucking adventures, technological

breakthroughs, and the tightknit community that bound them together. The re-imagined magazine pays homage to its roots while embracing the present, offering a perfect companion to the diverse array of trucks on display,” commented editor Mike Williams. “The magazine’s pages not only highlight the spectacle of the event but also delve into the lives of those who make the industry what it is today. It’s a harmonious blend of old and new, tradition and innovation, a microcosm of the broader trucking world itself. “The relaunch of Truckin’ Life at the Casino Truck Show stands as a testament to the enduring spirit of an industry that has been the lifeblood of countless communities. The magazine’s return aligns harmoniously with the show’s celebration of trucks, technology and camaraderie. It offers a powerful reminder that while trucks are vehicles made of steel, the soul of the industry is woven from the stories of the people who drive them,” he added. “Beyond the glossy pages, Truckin’ Life embodies a deeper sentiment, a tribute to the resilience of an industry that has weathered storms, navigated through challenges and continued to drive forward. It signifies the enduring spirit of

Kendall Truckings ‘PJ’. Photo: Karl Black. truckies who brave long hours on the road, bringing goods to communities near and far.” At a time when print magazines are probably not what they were, with newsagent racks getting smaller, the re-birth of Truckin’ Life has caught a few by surprise. “Thankfully, we can now once again hold in our hands a tangible embodiment of trucking passion and get that Rig of the Month poster and put it up on the wall. We’ve lost count of the number of times we’ve been told about the fans who have most, if not all, the issues in binders and boxes and regularly pull one out for a read. There’s nothing quite like it,” Williams said. For more info or to subscribe, go to truckinlife.net.au. – Mike Williams

10 New Zealand Trucking September 2023

Mills-Tu

Auckland harbourcrossing plan unveiled

lans for the long-awaited second Auckland harbour crossing have been unveilled. The plan, to the tune of up to $45 billion, includes two new three-lane road tunnels under the Waitemata Harbour, one going in each direction, and a separate light rail tunnel that will link to the existing Auckland Light Rail Corridor. Construction is planned to start by the end of this decade. The twin road tunnels would not be contingent on the light rail tunnels, with phasing options for the road tunnels to be considered by Waka Kotahi NZ Transport Agency. Additional busway, driving, cycling and walking capacity will be created at each stage. The future light rail tunnel is proposed from the Wynyard Quarter, under the harbour, east of the Auckland Harbour Bridge,

and onto six new stations on the North Shore. This, too, would be phased. Construction would not be expected to begin until the first of the two road tunnels was completed. “We could afford the Harbour Bridge in 1959, when Auckland’s population was 430,000, so we can afford a second crossing that will modernise transport for the city’s residents and the millions of people who visit every year,” Prime Minister Chris Hipkins said. Waka Kotahi has been asked to accelerate work on first steps towards realising a transport plan of this scale. Minister of Transport David Parker said the government was instructing the agency to speed up work to protect the route and acquire land along the emerging preferred option corridors. He added the government would “need to keep an open mind to funding options”.

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ROAD NOISE NEWS

Zayne Ryan.

NEW NATIONAL SALES MANAGER FOR MACK Mack Trucks has appointed Zane Ryan as its new national sales manager, effective 1 September. Ryan, who is a passionate Mack owner himself, calls the new position his dream job. “Mack trucks play an important part in many New Zealand fleets. Not just because Mack offers the highest horsepower conventional truck on the market but because of the intergenerational customer loyalty that the brand inspires. “Many of our customers have purchased Mack trucks over three or more generations and have made the unique Mack look and feel an important part of their own brand. There’s a certain American-style toughness that business owners and drivers are really drawn to.” Ryan has worked within Sime Darby Motors NZ for 21 years, most recently as national sales manager for Used Trucks NZ. “I see my appointment to this role as a privilege,” he said. “The Mack team are caretakers of a brand that has been extremely successful over the past 50 years.” Ryan and his wife Nicky are proud owners of two Mack trucks, the most recent purchase being a 1945 EH (currently being restored), which will eventually take pride of place beside their 1984 R-model Mack.

From left: James Perrin, James Smith and Justin Tighe-Umbers.

NRC strengthens management team

ational Road Carriers is moving into the next phase of its transformation strategy with changes to its management structure. James Perrin will take on the leadership role of chief operating officer with a remit to focus on business transformation, ensuring NRC is fit to meet the next decade’s challenges. He takes over from James Smith, who will take on the newly created policy and advocacy general manager position. “Smith’s years with the business have given him a breadth of relationships across the industry which is second to none, and the role of GM policy & advocacy formalises the great work he is doing for NRC and the industry,” said CEO Justin Tighe-Umbers. “He and I will focus on executing our strategy, continue growing relationships in Wellington and throughout the country and delivering initiatives the

industry needs, such as TruckSafe and future fuel transformation,” he said. “The team is key to NRC’s success and our ability to serve our members into the future. That means getting our organisation structure, roles and processes set so we deliver our service promise to our members and service partners. “Reviewing our leadership structure and investing in marketing capability are the next step in the transformation journey. It’s clear that in order to deliver on our strategy, we need more delivery capacity in the business,” he said. “We’re custodians of an 87-year-old organisation with a proud history of serving this industry through golden times and tough times. “We have the opportunity to build this organisation up to meet its true potential.”

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From left: Brent Soper, regional manager; Jason Popplewell, dealer principle and director; and Mike Webster, regional manager and director.

TRL Christchurch Southpac Trucks Dealer of the Year

ransport Repairs Christchurch has been named 2022 Southpac Trucks Dealer of the Year. It marks the first time the company has received the honour. Since 2017, TRL has been steadily expanding its operations, establishing dealerships across the South

Island. Its latest full-service dealership in Templeton, Christchurch, commenced operations in its new facility in May 2021. Situated strategically to cater to trucking customers in the south and west of Christchurch, it is amongst the largest Transport Repairs

sites and is another vital link to TRL’s network of exceptional dealerships. The award ceremony took place during Southpac’s annual dealer event, where dealers nationwide travelled to Arrowtown to celebrate the 2022 year. TRL Christchurch also picked up the Parts Dealer of

the Year and a service excellence award at the same event. The Southpac Trucks Dealer of the Year Award is bestowed upon the dealership that demonstrates outstanding performance across five key areas: customer service, training, warranty processes, parts sales and overall dealership performance. Mike Webster was on hand to receive the awards, and he was able to share this with fellow director Jason Popplewell and regional manager Brent Soper. Webster said he felt deeply honoured to be recognised as the top-performing dealer by Southpac Trucks and extended thanks to the dedicated team of technicians, service, and support professionals who played a pivotal role in achieving the recognition. “With this award in hand, the dealership looks forward to upholding their exemplary standards and continuing their successful journey in the years to come.”

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ROAD NOISE NEWS

Changes at Long Haul Publications

fter a long and successful time in the Long Haul Publications business, sales and marketing director Matt Smith has moved on to new pastures, opportunities, and challenges. Matt has given the utmost of his time and energy in our business, and we recognise that entirely, extending him a sincere thanks from everyone in the business. Matt will still be part of the

LHP team for a period of time to ensure a smooth handover. Pav Warren will assume the role of sales and marketing manager. We are thrilled to say Margaret Murphy will be enjoying her newly found retirement with a more active role in the business – such a leisurely pursuit! We all wish Matt well, and hope for every success in the next part of his life’s journey.

THIS MONTH’S WINNER: Mark Brogden is this month’s winner of the Peterson Night Moves competition with his Freightliner Argosy. Based in Awakeri, the well illuminated rig is seen here loaded with an on-cart of maize grain for the next day bound for Walton. Congratulations Mark.

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

eActros begins local testing

fully electric 19-tonne Mercedes-Benz eActros has arrived in New Zealand for validation testing before confirming availability. The Mercedes-Benz eActros 300 4x2 offers up to 330km and is focused on heavy-duty, short-radius distribution. Development trucks have been at work in select fleets in

Europe since 2018. It is the first heavy-duty, zero-emission truck from Daimler and follows the launch of the FUSO eCanter as the world’s first series-produced electric truck, which arrived in New Zealand in 2021. Two 4x2 models and three 6x2 options are planned for the eActros range in major

markets. “The eActros is packed with next-generation batterypowered technology, alongside advanced safety and driver assistance systems, plus online performance monitoring and data collection,” said Matt Gillatt, alternative fuels transition manager for Keith Andrews. eActros features include active brake assist 5, electronic stability control, sideguard assist, mirror cam, and predictive powertrain control. “It really is the next level for heavy-duty e-vehicles, enabling reliable performance over an extended range and charging from 20% to 80% in an hour with a standard DC fast charge. “From a technical support and service point of view, it has been great for me and some of our team to continue our learning in this area as we prepare to support customers in transitioning into electric vehicles,” Gillatt said.

Vipal Rubber celebrates 50 years

ipal was founded in 1973 by Vicencio Paludo, who wanted to solve the trucking industry’s tyre problems. Today, Vipal Rubber offers a complete line of products for retreading and repairing passenger, commercial, agricultural and offthe-road (OTR) tyres. Vipal is distributed in New Zealand by Power Retreads. “Congratulations on Vipal Rubber’s 50-year anniversary. This amazing accomplishment

is just one step in their journey,” said Dave Leicester, director at Power Retreads. “Vipal’s ability to relentlessly search for the highest quality product and provide innovative ways to improve the retreading industry is the key to their success,” he said. “It has been a pleasure working with Vipal Rubber over many years, and we have formed great friendships with their Australasian representatives. We hope to

remain colleagues and friends for many more years to come.” Arlindo Paludo, son of the founder and current chair of the board of directors at Vipal Rubber, said the company’s growth was based on “the search for continuous innovation, genuine teamwork and a lot of determination”. The company has five factories in Brazil, one in Argentina and one in the United States – the world’s largest tyre retreading market. Over the past five decades, Vipal Rubber has consolidated itself in the world market and formed the largest network of authorised retreaders in Latin America, today composed of more than 250 highly qualified companies. The company has branches and distribution centres located in Argentina, Australia, Brazil, Chile, Colombia, Mexico, the United States, Spain, Slovenia and England.

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TRUCKING TOWARD A BETTER FUTURE 2023 HERE COME THE SPRINGBOKS! 15 SEPTEMBER TO 15 NOVEMBER

rucking Toward a Better Future 2023 is up and rolling again this month. We need great ideas more than ever, and this year we have company. Co-organisers, New Zealand Trucking Media and Resilienz, approached Charleen Clarke about adding depth and an international dimension to the judging panel. And you’ll see why the moment you realise she’s an associate member of the International Truck of the Year jury, Truck Innovation Award judge, Truck of the Year Australasia judge, International Intralogistics and Forklift Truck of the Year judge, International Pickup Award judge and owner and editorial director of South African publications FOCUS on

Transport & Logistics, and SHEQ MANAGEMENT. Charleen was instantly across the competition concept and went one step further than accepting the judging post, making an instant decision to co-run the competition in her publications. “This is an awesome concept. Let’s take a dip into the intellectual property pool of the drivers in our country also,” she said. Welcome then to one and all in both countries, and in the greatest traditions of All BlackSpringbok competition, it’s game on.

What is Trucking Toward a Better Future? The competition provides a

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forum for truck drivers to share their thoughts on how the world can be made ‘better’, cleaner, and more efficient. Yes, it certainly has a climate bent to it, and that will be a non-negotiable element when it comes time to judge. However, as you will read in the following examples, work on the premise that an improvement in efficiency will likely have a positive impact environmentally, and there are lots of things we might get our heads into other than the obvious one of fuel savings. Truck drivers want their kids to grow up in the best world possible too, and we want our industry to be seen as part of the solution not just part of the problem.

No other occupation is able to observe the breadth of commercial and social activity across a larger stage than truck drivers. That’s a fact. Yet rarely do we ever think to ask what it is we have noticed. Who does something better than someone else? Which region does something better than another? What have you seen somewhere that could be rolled out and used to make life easier, more efficient, and maybe give people back some time? “No one is a more passionate advocate of the truck driver than me,” says New Zealand Trucking Media editorial director Dave McCoid. “Almost every life hero and mentor I’ve had, came from behind the wheel. That makes me their biggest fan – and

sometimes their biggest pain in the arse,” he laughs. “I’m always imploring them to come out of the cab and show the world who they are. Truck drivers come from all walks of life, and are more often than not fiercely intelligent, hugely practical, highly imaginative, funny as hell, often a little shy of popping their heads above the parapet, and likely cynical. Why cynical? They are the ones tasked with delivering the insatiable demand for ‘wants’ over needs, to those often preaching austerity and advocating an environment-first agenda. “I know they see things that could be improved. I know they compare how much better ‘company A’ does something compared to ‘company B’, and I know they talk about it. The two companies they are comparing might be in entirely different industries and will likely miss the opportunity to communicate and share ideas. The one thing they do have in common is the truck drivers visiting them. Potential conduits of a great idea.” “Trucking Toward a Better Future attempts to extract and celebrate the vast and hidden intellectual property that lurks behind the windscreen, and guarantees a safe place for your ideas – we’re into championing your insights, and not putting a single person down,” says Resilenz director Lindsay Wood. Charleen Clarke, editorial director of FOCUS on Transport, and SHEQ MANAGEMENT, reckons that she’s possibly the truck drivers’ second biggest fan (after Dave). “One of my greatest professional frustrations is the fact that – in Africa – drivers are generally neither valued nor praised. If anything, they are criticised unfairly. For instance, if there’s an accident involving a truck, the truck driver is often blamed – when the accident, in fact, was caused by a motorist. I find it absolutely uncanny that most people living on my continent don’t think about how the food they eat, the beer they

drink and the furniture on which they’re sitting actually reached them. It came on a truck! And, without the driver of that truck, the deliveries wouldn’t be made (we’re far, far off from achieving autonomous trucks that work with robots to offload the goods). We should be shouting about truck drivers from the mountaintops! They are heroes! They deserve recognition!” Yet another frustration is climate change. “Yes, we’re finally starting to wake up to the fact that we’re doing an incredibly good job of destroying our planet. But enough isn’t being done. We all need to work together to address this issue. And it can start with something relatively small and seemingly insignificant. Marrying my two frustrations – drivers and climate change – may seem like an odd partnership. But I truly believe that truck drivers have an important role to play when it comes to sustainability. Goodness gracious me, we all do! However, those heroes on our roads (and yes I do believe that they are heroes) are at the coalface (pun intended). They can spot areas that can be improved; they can come up with ways to tread more lightly on our planet. I’m very excited about the prospects for this competition!” Clarke enthuses. While trucking and transport might be a driver’s natural frame of reference, there are no limits to what can be suggested – you see it all: warehouses, loading docks, trucks, roads, bridges, intersections, towns and rural communities. What have you observed over the years? What is it that has made you reach for those old chestnuts, ‘Why don’t they do that?’, ‘Why hasn’t anyone done that?’, ‘Why the hell don’t they do it like Joe Bloggs does it?’. The answer is, they haven’t thought of it yet. You just have! So, tell us! Lindsay Wood, offers some inspiration for the thinking that will be needed to win. “So often, the opportunity for a great idea might be right in

Charleen Clarke, Focus on Transport and Logistics, and SHEQ Management.

Lindsay Wood, Resilienz.

Dave McCoid, New Zealand Trucking Media.

front of our eyes, just waiting to be recognised. “It doesn’t get much more basic than a can of beans. I wonder who had the brainwave of tooling a tiny rebate in the bottom of the can, so it fits inside the top rim of another?” he asks. “It wasn’t that long ago that no cans had that feature (and many still don’t), and they were a pain to stack. “Then some bright spark came up with that oh-so-simple solution, which also brings what climate professionals call ‘co-benefits’ – in this case, tiny savings in the height of the stacked cans (almost 5% or 5mm per can by my calcs), a fraction less cardboard in the boxes, and possibly, by a fluke, enabling some trucks or warehouses to stack boxes one layer higher because of that saving.” And Lindsay turned up an example that illustrates just what’s in front of every driver’s eyes. “German tech firm Ubitricity has come up with the cool idea of converting the electrics access panel at the base of a lamp post into an EV charging point. UK publisher This Is Money reports the switchover takes only 30 minutes, costs only about a sixth of a normal charger, and all an EV owner needs is the right cable and an account. Smart, eh?”

No brainers – no prize We think the prize pool warrants some thought and work. We’re looking for that thing you have been pondering or seen, have maybe needed a nudge to put it out there, and how you think it should be done. Think about

who, what, where, how, why, and even how much it might cost? And make sure you tell us why it’s new, and what its climate benefits are, which might be anything from making roadworks more efficient, tips on how drivers might improve

their fuel-efficiency, to a brainwave how to make freight flow more smoothly through the supply and distribution chains. Sending in ‘Make a law saying all new trucks need to be Euro6’, will go straight in the bin. We all know that.

No, we want your thoughts. Your innovations. It can be big, but doesn’t have to be. Big is not always beautiful – pennies and pounds, drops make an ocean, never forget that sort of stuff. Come on!

Trucking Toward a Better Future 2023 – Back in the driver’s seat This year, after discussion and consultation, we have brought the competition back into the driver’s seat. It is a truck drivers-only competition. That’s who we really want to celebrate, so let’s do that. There’s a prize pool of NZ$7500 up for grabs, with the winning entry taking a substantial NZ$5000, second NZ$1000, third NZ$500 plus five NZ$$200 spot prizes. Entry is free, and open to the truck driving community. Driving team entries are also welcome although there is only one prize pot.

They will be judged by a panel of local (New Zealand) and at least one international judge. The results will be announced prior to Christmas 2023. The judges’ decision will be final, and no correspondence will be entered into.

Competition Opens: 15 September 2023 Competition Closes: 15 November 2023

Entries protocol: Send to: TTBF23@nztrucking.co.nz Subject line: TTBF 23 – ENTRY <FOLLOWED BY NAME OR TEAM NAME> Body of email: • Your name (names of team members if it is a team entry) • Who you drive for • Contact details: In the case of a team tell us who makes up the team but only one central contact. That’s the only person we will communicate with. Entry: Include your entry plus any supporting documentation. NOTE: The intellectual property of any entry remains that of the entrant, and while the organisers may help with communication channels, progressing the opportunity presented is up to the individual entrant.

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COVER FEATURE

It’s a changing world, and most of us are now numb to just how fast today’s version of normal can become unrecognisable. A pandemic, the Russian– Ukrainian war, supply chain disruptions, rising interest rates and input costs, the relentless march of compliance, and the downside of choosing the zero-valueadd end of trading. Of course, add to that list what many believe to be the only crisis in town – climate, with all the implications that has for land-based transport – and it’s plain to see the immense pressures being imposed on the industry. In this issue and the next, our cover stories will visit two companies choosing to approach a 2023 commercial environment through 2023 eyes. One, a relatively new entrant into the industry proper, although certainly no stranger to it; the owner comes from an environment seen as the yardstick for professionalism in transport. The second we’ll feature in October, the third generation in a road-transport family who chose to move with the times rather than risk being left in the wheel tracks of progress and evolution. Oh, and don’t worry, there ane still two cool trucks in the midst of each story.

HEAD IN THE

CLOUDS FEET ON THE

GROUND

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Story by Dave McCoid

Photos and video by Dave McCoid, Anna Dalton, and Dave Ching

The thought of a commercial airline pilot starting a trucking company in the past five years conjures up as many thoughts as there are seats on an A321neo, or pallet spaces on an HPMV linehaul unit. As is so often the case, the abyss between fact and fiction is always incomprehensibly large, and rarely can the imagination conjure as good a yarn as reality itself. Sit back, pop the top off a coldy … you’ll like this one.

PART 1

s Fenco an acronym for something?” “No, no, nothing like that,” says 39-year-old Glen Stuart, his genuine and guttural laugh instantly setting a light-hearted mood as he wipes his hand over his face. “I wasn’t a bad rugby player back in the day – a prop, about six-foot-six and around 120kg. I decided to shave my head and all that stuff you do, earning me the nickname Uncle Fester. That was shortened over the years, and here we are … Fenco.” The answer to the question was as down to earth as the bloke who offered

it. Then he pauses and thinks… “Yeah, I guess the rugby thing could have gone somewhere. I was in the St Peter’s first 15 at 14 years old and ended up playing for Waikato, but in the end, I had other things I wanted to pursue.” Given the health issues facing a number of elite rugby players post careers, you’d have to say it was a wise move. This robust young bloke from the Waikato would certainly need all his marbles for the journey he was about to embark on. It’s the stuff of a Boy’s Own Annual and certainly inspirational for any young person looking to make the most of life and opportunity.

A great servant, and still going strong. Fleet No.1, the original Fenco truck. An FH540 Volvo bought from NZT in Rotorua with north of a million kilometres on the clock when purchased.

A flying start You’d have to be honest and say if the average person were asked to describe what popped into their mind’s-eye when someone said the words ‘commercial airline pilot’, they probably wouldn’t conjure up a six-footsix rugby prop who tips the scales north of 110kg. Any which way you pitch it, Glen Stuart defies the stereotype in the best possible way. Born of solid farming stock in rural Matamata, Glen’s father, an accomplished dairy cow and racehorse breeder, ran a big dairy operation. Glen wasn’t in any way taken with the farm’s core reason for being, instead he was far more interested in the machines and trucks that serviced its needs … and what was circling overhead. “Yeah nah, farming wasn’t really for me, ” he says with a chuckle. “I loved machines and trucks, and every weekend and holiday you’d find me riding around in the stock trucks and all that. We had trucks in the family too; my uncle, Hylton Cameron, a larger-than-life character who knew everything engines/trucks/

motorsport, was also a farmer from Kiwitahi, and an ownerdriver at Daily Freight. From there he went on to drive at LCL in Hamilton. My cousin Craig also worked at LCL in despatch. Yeah, they were very accessible and one way or another I was never far from the cab of a truck.” Anyone who’s traversed SH27 through the Waikato over the years will likely have noticed the substantial and active aerodrome on the outskirts of Waharoa near Matamata. Being in Glen’s backyard, it’s not surprising his attention had also been drawn upwards. “A bit of a two-way passion really. I loved the planes and was solo by age 14, and private pilot fully at 16. There’s a flying school there at Matamata too, Walsh Flying School, but I did my initial training at the Aero Club itself under the late John Shuttleworth, a great guy.” Glen kept his foot – sorry, hand – on the flying throttle as he progressed, and with the necessary student loans lining his pockets, he set course for his commercial pilot’s licence almost immediately after gaining his

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private. “I figured flying might lead to better money in my early years, but the truck thing was no less of a goal also. I knew that itch had to be scratched at some point.” Aged 18, he completed his commercial training, heading for Australia as soon as he could to get flying hours under his belt and start paying down those loans. “Initially I was heading for Mount Isa in central Queensland to find work driving HaulPac trucks in the mines, but as is always the case in life, timing is everything. I met someone while on a licence conversion course who steered me towards the big cattle stations. Evidently, ‘flying’ Kiwis with a farming background were hugely sought after.” That advice turned out to be gold. Not only did fixed-wing mustering hone the bush flying, it also turned out to have added bonuses! “I got a job with Stanbroke Pastoral, at the time one of the largest landowners in the world, if not the largest. They owned Nappa Merrie in far West Queensland, home of the ‘dig

tree’ from the original Bourke and Wills expedition across Australia. I learnt the intricacies of station and ag flying from ‘Bomber Johnson’ a legend in the channel country, someone straight out of the storyline of a Slim Dusty song! “Stanbroke also owned Tanbar and Davenport Downs stations in Central Queensland, Alroy Downs on the Northern Territory’s Barkley Tableland, along with several others, and feed lots on the east coast. It was a huge operation. There were 14 planes in the fleet, including 182s, 206s (Cessna), and a Beechcraft Baron the boss flew around in. Interestingly, no planes were based at Alroy Downs because the pilots never really got on with the station manager there. John Stafford was his name, a hard bloke who used to complain about the pilots needing to rest, refuel, and minor things like that: ‘Rest when you’re done, and there’s endless empty road, if it’s running out of fuel, land on one of them… And if you don’t like it, you can @$#!<* off!’ He and I got on really well, so I did a lot of flying there.

The first new truck, a 730S. High spec and delivering on all fronts – trip times, R&M, and driver comfort. I loved it. The Barkly Roadhouse was within driving distance too, meaning we had the added bonus of a pub within an hour or so, not a day’s drive. “We had sign-off to do basic maintenance – oil and filter changes, things like that. However, when they needed a proper lookover the planes went to Longreach in Queensland. Those trips were always a welcome spell and a memorable couple of days, I can tell you. It also meant we had a chance to eat something other than

beef. Chicken was normally only reserved for Christmas Day.” Timing again played a big part in Glen’s run of adventure. It was just after the turn of the century and the Channel Country had been in years of severe drought, so the stations in that region were destocking at a phenomenal rate, the cattle heading to the lush Northern Territory. “Obviously, the intensive side of the flying was seasonal, so other skills were needed – sinking bores, welding, fencing,

From mustering cattle to moving humans. Glen says Air New Zealand is an awesome company to work for. Regulation and compliance will see trucking move toward more defined rolls. Photo: Air New Zealand.

machine operating – but having got my MC licence also, truck driving was also an option. It was awesome.” That meant once flying duties were completed, Glen was into a triple road train, both in the station paddocks and on runs up to the live cattle export boats in Darwin. C500 Kenworths and Mack Titans were the tools of choice in the era. Occasionally, work took Glen through Mt Isa, where unknown to him, his future wife worked as a soil technician for

an engineering company in the mines there, with a bit of bar work at the local pub chucked in for good measure. Their paths wouldn’t cross until some years later.

Home and away … and home From the pastoral flying, Glen moved onto charter work in 2003 for Slingair based out of Kununurra in the top of Western Australia. The role largely involved ferrying people and equipment working in the gold

One of life’s action figures. Air mustering cattle and driving road trains for the Stanbroke Pastoral company.

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September 2023 23

and diamond industry around Arnhem Land and the Kimberley regions, as well as Aboriginal community work. Again, seasonality meant varied work consistency so, in time, Glen headed for New Zealand where he took a job at Blenheim-based Sounds Air. “I was the chief pilot at Sounds Air for a spell. There was a pathway established between Sounds Air and local company Vincent Aviation, whose work included government, industry, and airline work in New Zealand, Australia, Papua New Guinea, and Myanmar. The owner of Vincent Aviation was Peter Vincent and both he and his son Tom are truck nuts. Peter even owns a Leyland Hippo, so you can imagine how well we all got on.” The Vincent Aviation job was based in Wellington and had incredible variety. Charter and airline work in New Zealand one week, and mining transfer flights into the Tanami Desert the next from a large base Vincent Aviation had established in Darwin. In that time there was also the occasional run down the road to Alice or Kununurra for NTFS (Northern Territory Freight Service) or Shaw’s Darwin Transport. But it was in Wellington that Glen finally met his wife Abby, who was there working in the research division of the Ministry of Education. The Vincent job led to Glen’s first foray into commercial airliner work at Cathay Pacific, based out of Hong Kong. He worked at Cathay for a decade between 2006 and 2016. “In my time there, I worked my way into ultra-long-haul, long-sector flights like Hong Kong to New York in Airbus A330s, 40s, and 340-600s. I stayed up there for 10 years and I’d have to say in hindsight they weren’t the easiest outfit to work for. Incomparable to Air New Zealand. Honestly, with no ‘BS’, our home airline is a really great company to work for. “I enjoyed my time up there though, I got back into a bit of footy, social that is. Very social actually,” he says with a laugh.

Glen Stuart. Airline pilot, truck-mad transport operator, and a thoroughly good sort. A man on a mission his whole life, what he’s crammed into just under four decades is almost unfathomable.

Back in New Zealand in 2016, Glen began flying for the Koru – Air New Zealand. As you can see, through all these adventurous airborne years, Glen made sure he never lost contact with the other industry he loved, and arriving home gave him the opportunity to get involved again. “When we came home, Christchurch was the place we wanted to settle down in. Once here I was able to get into some relief driving in my downtime. I worked for Greg Mitchell, Dynes, Big Chill and TR Group, helping TR with relocations and what not.

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TR is a fantastic company to work with and have been extremely helpful to us. It’s a relationship we want to maintain. “I had every copy of New Zealand Trucking growing up, and I knew the companies and what they did. Super passionate. The trucking business was a decade or more in the making, always thinking and scheming about where there might be a niche and an opportunity. It’s a bloody tricky industry and a difficult one to make money in. I had zero interest in just jumping into the pool and taking anything that came along,

scrapping in the open general market so to speak.”

Eyes in the air, and an ear on the ground Glen and his family were settled back into life in New Zealand after being expatriates for well over a decade. He was again able to partake in the two things he enjoyed most – big planes and big trucks. The first flickers of life on the Fenco ECG came about in 2019 of all years. A tyre distributor got in touch about a new truck run they were planning. “Sherman Frizzell is the

Fenco trucks are found the length and breadth of the county. Here, the FH Volvo tractor and quad semi heads away from Thames in the last rays of sun. national distribution manager and he approached us about the potential of a shared driving role utilising a TR unit. The run consisted of a weekly Christchurch-Auckland, Christchurch-Invercargill run. “I wondered if this could be just the thing I was looking for. Calculations done, proposal in hand, I made a pitch to Tyremax for putting the truck on ourselves. “Tyremax was just the right company. They run an exceptionally tidy business on tight, customer-focused processes and service requirements. Their distribution chain has to run better than clockwork. They also understand what it takes to deliver on their promise. Aviation is an incredibly process-heavy and specific business, and so coming from that to a customer who has absolute requirements fitted perfectly. It was a meeting of

like minds.” Hands shaken, Fenco was up and running. “They took a huge gamble on us and we’ll be forever grateful for that.” The first thing needed was a truck and trailer. Glen bought an ex-Andrew Douch curtainside Volvo FH540 8x4 and five-axle trailer from James Worsnop at NZT Group. “NZT was really good to deal with and sorted us out with what has been an amazing machine. It had done north of a million kilometres when we bought it, but it’s been faultless. It’s the truck that stood us up really and it’s still going strong. No.1 is on double North Islands this week actually – it just keeps on plugging away. On the Tyremax work we only run at 43 tonne all up, so it’s not overly taxing on the gear. “At the time we bought the Volvo I ordered the 730S Scania with Roadmaster body and fiveaxle trailer. The reasons behind

the Scania were many and varied. Delivery time frame with the global supply chain disruption starting to become apparent, our preference for European gear, and a bucket list personal desire to own a V8 Scania if I’m being totally honest. That truck turned up on time, and it’s been a fantastic machine also. “We operate on specific timetables, needing to be right where we need to be when the customer expects us to be there. High-spec machines play a huge role in making that happen and they make good sense even at low gross weights. The 730 is carting 140 cubic metres all of the time, runs at 2.4kpl, and we get about 120,000km out of a set of Continental drive tyres. Quality products are worth the money; we only run Continental and Goodyear rubber.”

A bug! 2019 was an insanely normal year, not that we knew that at

the time. As it drew to a close we all began to wonder a little, and by the time the clock struck midnight on 31 December, many feared what on earth lay just around the corner. “What a time to stand up a new business,” says Glen on reflection. “When Covid hit I was expecting to be laid off at Air New Zealand, but that never happened. Finding our feet in the business right at the time when the global supply chain self-destructed was certainly not without its challenges. “We were able to make use of some of the Air New Zealand guys, including my old mate Tom Vincent who had been put on furlough from Air New Zealand during Covid and needed something; that was interesting. It proved like any occupation – years of experience doesn’t always correlate with superior performance. You can have someone who’s driven trucks for years and years but you can’t tell

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September 2023 25

Lloyd climbs away from the gully midway through the Hundalees. them anything, or tell them how you want things done. Give me a guy who’s level-headed and cautious any day of the week. It was an interesting time with an interesting bunch.” Amidst the mayhem Fenco grew legs, and reputation. Another Volvo was bought from Motor Truck Distributors in Palmerston North, this time an ex-Douch FH16 700 8x4 tractor to tow a flat deck quad semi. Again, a machine that proved to be a great buy. “We won some more work, this time supporting the construction industry, requiring long semis. “We run Roadmaster gear, they have been outstanding to us. Aaron Forde is our man there. When we ordered the 730, I asked people in the industry about bodies and trailers and was pointed toward Roadmaster. We’ve found them to build strong, reliable, well-presented gear, and Aaron has again been great to deal with. “The new 660S 8x4 tows a Roadmaster 15.7 quad with a 4.0m extendable rear taillight bar, the second trailer with the extendable light bar. They just make the cartage of the long OD stuff that much easier.” Rounding out the fleet is an FM Volvo and a MAN TG3 that usually tows either a 34-pallet B-train or trombone semi. “All

going well, by the time we get to the end of 2024, there should be five new Scanias in the fleet.”

Wings and wheels Talking to Glen, the preference for European gear has an interesting twist. As it turns out, the European versus US thing extends well beyond trucks, and similar variance for all the same reasons can be found aloft. “Noise and vibration are incredibly fatiguing. It’s the same in planes as it is in trucks – in fact, that constant single tone noise is probably worse in planes than trucks. “Airbus is typically European, sharing a lot of the same traits with the trucks and cars; quiet, smooth, sophisticated. The new A321neos at Air New Zealand are incredibly smooth and frugal. They’re also more automated. When Airbus brought out the joystick controls over traditional yokes, all the old-school pilots said they were a ‘pansy’ plane. But the joystick gives you more room in the cockpit, is so easy to use, and allows for a tray to be pulled out for completing paperwork or as a table for dinner. “It’s just like those who argue the manual gearbox over the AMT. As much as I love taking a loaded Kenworth over Arthur’s Pass and honing those technical driving skills paired with several

26 New Zealand Trucking September 2023

hundred gear changes, my preference is for the I-Shift or Opticruise these days. “I’ve flown big Airbuses on long-haul routes, and you can get out after a long sector and feel you can jump straight back in and head back. They’re just quieter and smoother than their US counterparts. Likewise, the trucks. The 730 is effortless, and as I say to our team, at the weights we run they should be driving it with their thumbs for all but the final stopping event. If you can’t, you’re doing something wrong. They’re powerful, quiet, and smooth. It’s why we go for the big cabs also. Give the guys room, make it comfortable when you’re on a rest.” Interesting.

A new vector Nothing is better for your business than to have a sharp cookie from the outside cast an eye over it. It’s not necessarily cause for pessimism either, sometimes the bouquets bolster and inspire, and the probing questions should only ever invoke thought and discussion. The same applies at industry level. What makes Glen’s story unique is the whole trucking journey has been a backdrop to a distinguished commercial flying career. They’re an interesting union, and it certainly

gives him the ability to cast an observational eye over trucking. Trucking’s an industry that attempts (when it suits) to convey professionalism, and here we have one of our own, simultaneously operating at the highest levels in a discipline many would see as the yardstick for professionalism in transport. “Yeah, it’s interesting,” says Glen, again deploying the customary wipe of the face as the thoughts, comparisons and conflicts flow into his head. “I guess the first thing I’d say again is involvement in the trucking thing has been a decade in the making, and that in itself says a lot. It’s a tricky and competitive game and jumping into the general pool and scraping for anything is not a good idea. I’ve never had any interest in that. “Again, we were so lucky to find our first customer, Tyremax, who ran a tight ship and understood what their service requirements involved from the supplier’s perspective. Had we not got their work, we’d likely still be watching from the fringes, looking for the opening we wanted. “We’ve grown from that start and grown on the back of tight processes and service promises we know we can keep. We could have taken on a heap more work, but we don’t, and I think ‘no’ is a word trucking struggles

to say. The ‘yes at all costs’ culture of old – it’s not us. Yet we’ve won work, not by going out and hawking for it, but by people coming to us because they’ve found themselves in the same place Tyremax did, and have had enough. Then someone’s pointed them at us. “We have three or four customers who we service absolutely. Everything we do is based around their service promise. If there’s other work we can do that suits, then we will – sometimes – take it, but never to the detriment of our anchor customers, the people who put consistent and ultimate faith in us. ‘No’ is very much in

our vocabulary for work outside theirs. “And I think compliance is driving the industry more into the ‘what’ and ‘who’ track. ‘What’ is it you do, and for ‘who’. The point there being the days of bucking the system and operating either completely and/or partially outside the compliance envelope are fast disappearing. Trucking will continue to get tighter and that will impact the ‘all things to all people’, only ever say ‘yes’ mentality. You have to figure out who you are, what it is you do, and who for. Once you decide that, you can service your customers without compromise. “If I think of aviation, that’s an incredibly regulated industry, and it has to be. No one would disagree. If some process or procedure fails to occur inside aviation, it causes massive disruption and shit stops everywhere, believe me. As compliance continues to tighten in road transport, you’ll see a similar thing happen, and the evolutionary outcome will be a decision to just do it right and prevent the disruption. In the end, that’ll be to the benefit of

the industry on many fronts. “Having said all that, the great thing about trucking is the continued need for lateral thinkers. I’ll get hung for saying this, but more truck drivers would make great pilots than the other way around. Truck driving still requires you to figure out stuff when you’re out there on your own, whether it’s the load, the truck, accommodating the public and those around you, or the management of your own time. I still have the odd mate from aviation, ones who were here in Covid, coming back for a drive. Tom has a lash when he wants to, he did a run north the other week – took the Scania up. “In the course of a normal day, there’s no space for that type of thinking in aviation. Every contingency and outcome is accounted for, ‘T’s crossed and ‘I’s dotted. I don’t think trucking will ever find itself without that gut need to think on the fly, out in the day-to-day operations. It’s what makes it such a neat industry to be a part of.” It must be a full-on existence and at some point we all look in the mirror, sigh, and say ‘why the

hell…?’ The question then is, is it all you’d hoped it would be? “Absolutely, I love it. As I said earlier, that ability to think laterally as only trucking can give you. “But I’m also immensely proud of the business, that we provide livelihoods for our valued staff, and hopefully an interesting and varied workplace. We’ve got a great crew; it’s the people who make a company successful in the end. My operations man Duncan McFarlane keeps things on the ground running smoothly when I’m not on the ground. It’s a team effort and it just wouldn’t work without great people. “Abby and I have three children, Greta (14), Alexandra (11), and Jonathan (9). Whether the industry is for them, who knows? They’ll carve their own journeys, but I’m loving mine at the moment, that’s for sure. “At the end of the day, given the choice to take one of the trucks into Central Otago on a beautiful autumn morning or a plane across the Tasman, I’d take the truck, no question at all.”

Left: Glen rates Roadmaster’s robustness and quality. Right: Alloy, a bit of strategic stainless-steel, and Peterson lights all sharpen the presentation.

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660S 8X4 HIGHLINE – ‘V1 ROTATE’ PART 2

t’s a term pilots say at the point aborting a lift-off is no longer an option, meaning there’s not enough runway left in the event ‘up, up and away’ is also not an option. Latest addition to the Fenco fleet is No.5, a Scania 660S Highline 8x4 tractor. It’s also little bit ‘spesh’, as the trendies say these days, being the first of that model, cab, and configuration recipe in the country. The visual impact of its height divided by length is immediately apparent the moment it comes into view, and for us, that was the hairpin switchback at the top of the first summit on Hundalee Hills south of Kaikoura. Down through the gully and up the second half of the SH1 trucking landmark, the majestic black machine glided past with

the trademark ‘thump-thump’ a Scania V8 voices to the world when resident in the basement of its operating rev range. Driver of Rumble Seat is Lloyd Rutherford, and he pulls over on top of the second summit for handshakes and introductions. Up until then it had been all cell phones. A warmer soul you would not meet. Lloyd was a happy bloke before the truck’s arrival, so the ‘big griff’ is simply making good days better. Southbound, the Hundalees mark the point where SH1 bids farewell to the coast, swinging up, over and into the gorgeous green rolling hills of inland North Canterbury. We spent an afternoon tracking the truck with its slick new Roadmaster 15.7m flat-deck super-quad into the Garden City. Lloyd was nearing the end of

28 New Zealand Trucking September 2023

another North Island mission and looking forward to a day off on his Oxford lifestyle block. The North Island is a regular run for him, and this one included a slight finessing of the fifthwheel’s location just to finish the build off. On the back was a load of PVC pipe, so the 660S was in no way burdened by the task at hand. The Scania buddies up with an ex-Douch Transport Volvo FH700 also towing a Roadmaster flat-deck superquad. Together they form the ‘hard to cart’ division of Fenco’s construction cartage division. Both trailers have the pull-out light bar extension at the rear that makes carting lengths up to 20m a piece of cake, and both are festooned with every accoutrement required to do almost anything. Large stanchions, deck pegs, head

and tailboards, bearers, straps, chains, corner boards, and that ultimate tool of trucking utility … the cover. There’s not much these machines can’t achieve, and with an HPMV rating of 48 tonnes, they’re good for a payload in the 28,500kg bracket.

Life’s a breeze in the Rumble Seat “The old V8 cars, they had rumble seats, and it’s a play on that,” says Glen Stuart in response to the origins of the truck’s name as we watch the 17m-long steelskinned, insulated wall panels being carefully put in place by ace tally-handler driver Johnny. They look gargantuan, and they are. Lloyd had to extend the tail bar out 1.3m, and getting them inch perfect requires a deft touch on the controls. Two-degrees yaw in the centre is 30° at the extreme.

They’re a delicate bunch too, with flashings in need of TLC. However, there’s a system in place here that works, and both men know it implicitly. “You just can’t trans-ship this stuff or consolidate it with something else,” says Glen. “Doing that ends in a claim, and frustration at the delivery point. We have a once-on, once-off policy for this, no exceptions. Touch wood, to date it’s been fine.” For all its size and delicacy, taking the time to prepare and load it well means there is little issue restraining it. For all its size the load was only 16 tonne. Corner boards and straps with a gut strap on the tail, and we’re away from a rainy, albeit rapidly clearing, cold morning in Christchurch, bound for a building site in sunny Nelson. Remembering Mark Fletcher’s Mercedes-Benz Actros 2663 back in August 2016, it was the first fully flat floor we’d encountered in a cabover and it seemed weird seeing nothing between us and him at the tiller. How fast familiarity arrives as we sit high in the 660S, thinking nothing of it. One of the world’s most famous V8s at four-valve 16-litres displacement with Scania’s XPI injection, and Euro-6 via double dose SCR. With a power to weight ratio in this output setting of 13.7kW/ tonne (18.4hp/tonne), we were

the living embodiment of the USA’s famous commercial vehicle publication Large Car. Even running gross weight, the 660S will bumble along at 10.1kW/tonne (13.5hp/tonne). Yet even that statistic undersells the story. The degree to which the lastest G33CM 14-speed Opticruise – and its ilk – help the progression of modern trucks has to be worth another 37kW at least. The G33CM sports a crawler and overdrive and deploys a planetary gear to facilitate reverse, rather than a traditional reverse gear. The Fenco machine runs proprietary hypoid differentials and rides on Scania air suspension from bow to stern. Brakes are disc obviously, with ABS and EBS, and safety abounds with all the standard expectations in place – adaptive cruise, emergency stop, lane departure, and hill-hold. Being an 8x4 tractor on Euro-6 means chassis packaging is a challenge. As a result the Rumble Seat runs a single modest diesel tank, although there are options around that also if it turns out to be too restrictive.

Underrated Rolling up the Balmoral Straight toward Culverden, I reflected on Glen’s commentary comparing the aviation industry with trucking. That lead me to his

1) Lloyd sets up the deck extension and prop for the impending 17m long assignment. 2) Positioning the corner boards and straps. 3) Degrees of separation are quite different over 17m.

3 New Zealand Trucking

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thoughts on the respective evolution of modern aircraft and heavy commercial vehicles, and from there I ended up at my interview with Traton’s Dr Frederik Zohm at the time of the New Generation MAN launch in 2019, when he was on the research and development board at MAN. Zohm said such is the level and pace of technological advancement in modern trucks, merely having a licence to drive a heavy commercial vehicle wouldn’t be good enough. In order to extract the optimum output from the investment, OEM-specific training and qualification would be required. If you’re MAN-rated, that means you know how get the absolute best out of the truck. The same is obviously the case for Scania, et al. He’s dead right of course. The reality is attaining your Class 5 licence is only saying to the world you can keep something really big ‘between the ditches’, and have some idea of what it can carry, its dimensions, and how long you’re allowed to drive it. There’s the road code bit, but that should be well entrenched by Class 5 – cue cynical cough. Training the driver to extract the most from the machine has always been the owner’s responsibility, and sadly one of the more gaping holes in commercial

Chassis space is at a premium on the 8x4 tractor.

vehicle ownership. Historically, the industry’s behavioural and emotional disrespect for itself has largely led to the ‘Buy it, get someone’s arse in it, and get it moving’ approach we’ve all evolved with. A reluctance due to the lack of time available, and the cost of getting an expert in for a week to teach the driver how to get the most out of the asset he or she will drive is one of the great operational oxymorons. If you can train a driver to reduce an average fuel burn from 1.8 to 2kpl in a truck running 110,000km per annum over a decade, that’s a hair under $127,000 to the bottom line over its life based on a fuel price of $2.20per litre. And that’s just fuel; add to that the tyre wear, component wear and tear… ‘Oh yeah, but real life’s not like that!’ sung the chorus in response. Well, firstly 0.2kpl improvement is not 1.4kpl, meaning it’s not marketing spin, it’s infinitely more realistic. Secondly, as an industry, real life is whatever we decide it is. If we want to run around like chooks with our heads cut off in a state of over-promising and under-delivering to ourselves, that’s on us. Those musings over, Lloyd was eagerly awaiting the arrival a couple of days later of Scania’s driver-trainer Chris Foote. He was genuinely excited to learn how to get the

most from his big critter, and discover all the things it knows it can do, that he doesn’t. We’ve touched base of late with a couple of folk who have had a Foote treatment, and by all accounts, it’s the stuff of epiphany.

Flying high South Islanders are a lucky bunch. Generally speaking, their roads are demonstrably better than ours in the north, until you visit the Lewis Pass and Shenandoah sections of SH7 and 65 respectively. Yes they’re dippy, divey, and windy, but they’re also narrow and the surface is stuffed. Think of that section as a postcard from the north. It all meant we were glad of the full air suspension under the cab and chassis. Having said that, there was a little ‘turbulence’ – as you’d expect – when you compare the Fenco 600S with the Martinborough 770S. We’re talking ride and handling, of course. No, we didn’t get any kick from the second steer, but that high cab on a short wheelbase certainly moves about a bit more, especially when there’s a big semi on the pin. Two giant slivers of steel chassis 15.7m long will always remind you they’re along for the ride, even subtly. We’ve come a long way, but physics is physics. Being an S cab with its flat floor and

Lloyd swings the big Scania around the hairpin at Glynn Wye. Big semi-trailers always let you know they’re in tow, as does the road surface

Culverden on SH7 is a famous resting place for line-haul truck drivers in the South Island, at the midway point of the longest straight stretch of state highway in the country.

sporting a sleeper means the S in this grille nomenclature gets shunted to the right of the digits. A gentlemen’s agreement between Scania and Daimler to avoid the potential of confusion between one marque’s premium truck and the other’s premium car lines. Really? Maybe I’ll park outside Auckland Grammar next week when the school run is on and see who got confused. We’ve done the S cab of recent in the Martinborough truck (New Zealand Trucking magazine April 2023). It’s a delicious house with all the right things in all the right places and made of all the right material. Being a Scania there’s almost colour too. In fairness, there is: the little red flashes around the dash binnacle plus a couple of daring dabs in other places. Careful now, you crazy kids! The Fenco truck had the leatherette finish, a single bunk and cupboards in the back wall of the sleeper. With 2070mm of headroom, and that level of storage, it does pretty much qualify it as a motorhome. Lloyd doesn’t have the coffee machine in his Griff: #firstworldissues. You need some

reason to get out. If it had a percolator, why would you bother? The cockpit, position, visibility, and controls are NTG Scania, so difficult to fault. Like we say, see the April issue. The road improves somewhat north of Murchison and what was rain, gloom, and even a snow flurry on the top of the Lewis Pass, transitions to a glorious Tasman day north of the Hope Saddle. The big black Fenco combination rolls down the Clarke Valley absorbing kilometres effortlessly before bolting up the Spooners hill at steady 54km/h in 11th gear and 1200 – ‘thump thump’ – rpm. Through Wakefield and the outskirts of town, Lloyd rolls onto the building site in Stoke. A bunch of friendly blokes from Gibbons Naylor construction come across and they hatched a plan with Lloyd about unloading requirements in the morning. On completion, they asked where Lloyd intended staying, and did he need a ride somewhere? “Yeah, nah mate. I’ve got all I need right here.” Too true.

FULL TO OVERFLOWING

s is so often the case, 52-yearold Lloyd Rutherford has a great backstory, full of adventure, challenge, and experiences rooted in a classic Kiwi ‘give it a go’ approach. Like the good ones, he’s humble, in no way wanting to blow his own trumpet, yet happy and outgoing. “I always wanted to have a crack at the line haul thing,” he said. “Now the girls are grown up, I can, it’s not so disruptive to the family. “I’m loving it, travelling around and meeting people. And hey, this is not exactly hard to live in, is it?” Born in Gore, Lloyd’s dad was the Presbyterian minister in Edendale. “I was seven when we came to Christchurch. My parents thought there was more opportunity for us in the city.” The first big life adventure came about when newly wed to Kerri 30 years ago, the young pair set out on a working adventure around Australia. “We took our camping kit, flew to Sydney and bought an old XC Falcon in the back streets of Kings Cross. Our plan was to travel and work, camping as we went if we had to. We worked our way to the Gold Coast, liked the look of that and thought we’d get jobs and stay there for a couple of months. Well, 10 years and two kids later, we were still there. It was a great place and a great time. Probably just as well, I’m not sure how the XC would have gone in the outback,” he said with a laugh. Lloyd found work at an events company, working his way up to project and logistics management in the buildings and facilities side of the operation. “Conferences and that sort of thing. Erecting temporary buildings. We did a lot with the V8s too. We had a small fleet of rigids, and would sub out the long-haul bulk stuff. The big Aussie B-trains would come in and load up, and that’s where the first sparks of interest in the trucking thing started I guess. When the opportunity arose, I’d always volunteer to take one of our own trucks to Sydney for equipment transfers and the like.” One afternoon 20 years ago, in the oppressive heat of a Queensland afternoon, Lloyd and Kerri made the decision to come home. “Six months later we were home. I remember flying in over the Alps and feeling really settled. I was home,” he said. Lloyd soon found work for Pegasus Engineering doing steel deliveries on a crane

An interior we’re well familiar with. Nothing about the S package is taxing.

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truck. The crane time far outweighed the driving time, and he soon looked for other options, eventually starting with Peter O’Dea at Waimak Transport. Lloyd stayed there for five years, operating a truck and trailer with a truck-mounted forklift. From there, he moved to Canterbury Clay Bricks in Darfield for a 12-year stint on regional deliveries, again using a truck-mounted forklift, a job he knew well. “First it was a Scania R470, and that was eventually replaced with an R620 in time. It was mainly in and around the region, but you got the odd trip away to places like Takaka. That was a good job; they’re one of only two companies left in the country still making bricks, all the rest are imported.” It was in the midst of this time that opportunity arrived and tapped on the door. Lloyd’s brother owned the Fresh Choice supermarket in Oxford, and was not getting the service he needed from his carriers. He bought a truck and set up his own transport company, running freight, food, and frozen goods from Christchurch out to Oxford and the wider Waimakariri catchment. Not wanting to be in transport necessarily, he offered the business to Lloyd and Kerri. “Yep, we did that. The freight run in the morning and then for me, across to Darfield for brick deliveries in the middle of the day and afternoon.” With their attitude and effort, of course Waimak Freight grew, reaching a total of three trucks, and an all-terrain forklift (that’s his thing really isn’t it?) at its peak, and employing two staff. “We had the opportunity to expand and buy a warehouse. It was a stake-in-the-ground moment. Kerri is a banker and so was a bit cautious about taking such a leap, so we decided to downsize instead.” There’s a neat epilogue to that story too. The couple retained some of the specialist work for local shops and businesses, sourcing a three-tonne chiller

truck, and setting eldest daughter Kate up in business, which she happily did for three years until just recently when she stopped to have her first child. “Yeah, she did really well eh, and enjoyed the experience. Kerri stayed on as a director with her. She actually thought she might just put a driver on while the baby is little, but I said, ‘If the driver’s sick, then it’ll be relief driver Dad again’. No, it was time to end that chapter. Kate’s a qualified early childhood teacher anyway, so she’ll never be without work. Her younger sister Samantha is a farmer. Has been since she left school, it’s all she’s ever wanted to do. They’re chalk and cheese in many ways.” Ten months ago, Glen Stuart was pointed in the direction of Lloyd Rutherford by a mutual connection who knew Lloyd was keen to try the line-haul scene. “The person doesn’t normally make recommendations, so Glen thought I must be all right,” said Lloyd, laughing. “The same person told me Glen was a good bloke, and I thought the same thing. “I’m probably a better logistics man than a driver, but I’m really loving the job. He is a great down-to-earth bloke to work for, that’s for real. I honestly don’t know how he does what it does. He checks in regularly, but he and Duncan in operations leave you to work and figure things out for yourself where possible.” Lloyd Rutherford, business man, three-time Coast to Coaster and truck driver – certainly another lesson in what it means to live life with a glass-half-full approach.

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

Scania 660S A8x4NB – Highline Sleeper Tare: 10,560kg (Load Certificate) GVM: 33,200kg GCM: 60,000kg Wheelbase: 5025mm Engine: Scania DC16 122 L01 Capacity: 16L Power: 485kW (660hp) Torque: 3300Nm (2434lb/ft) Emissions: Euro-6 Transmission: Scania Opticruise G33CM1 Clutch: Integral Chassis: Frame type F950 Front axle: Scania AM640S (x2) Front axle rating: 7100kg x2 (14,200kg) Front suspension: Scania Full Air Rear axle: Scania AD400SA hypoid RB662, R660 axles with diff-locks, 3.07:1 Rear axle rating: 19,000kg Rear suspension: Scania two-spring/Airbag Brakes: Disc. ABS, EBS Auxiliary braking: R4700D retarder Additional safety: Adaptive Cruise Control, Advanced Emergency Braking, Lane Depature, Hill hold. Additional productivity: Manoeuvre Assist Fuel: 310L DEF tank: 47L Wheels: Alcoa Dura-Bright Tyres: 275/70 R22.5 Electrical: 24V Cab exterior: Highline 2m sleeper cab. Steel construction ECE-29-compliant. Roofmounted air deflector and side skirts. Flat-glass-heated and remote mirrors. Air-comfort cab suspension. Top and bottom mounted light bar – LED marker lights. Drop visor, opaque stone guard and monsoon shields. External lockers Cab interior: Premium driver’s seat. Black leatherette seats and door trim with V8 styling. Air conditioning. Single bunk (800mm–1000mm). Climate control, infotainment, Bluetooth. TV, fridge, microwave. Under-bunk storage trays and sleeper cab lockers

Acknowledgements We told you it was a goody! The help we received from everyone in compiling this cover feature was staggering. Glen Stuart and family – thanks so much for the access and an amazing story. A fantastic insight into two critical industries. Lloyd Rutherford, Mark and Jarred Speirs, Jordon Moore, and Duncan McFarlane – Fenco has a bright future. Nicole and Johnny, thanks for access to the load-out, likewise the happy crew at Gibbons Naylor in Nelson. Deon, Alfons and Simon at Scania New Zealand, plus Allan Flavell at Roadmaster – both companies love their products and love helping tell their stories. We’re always grateful. Thank you.

32 New Zealand Trucking September 2023

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18/05/23 10:22 AM

WEST WEST

TO THE FROM THE 34 New Zealand Trucking September 2023

Story by Craig McCauley Photos by Craig McCauley and as credited In 1990, a new contender appeared on the New Zealand heavy-truck scene — the Freightliner brand manufactured in North Carolina in the United States. While holidaying in the States, a New Zealand contractor set his eyes on a Freightliner FLD120 on the lot at a truck dealership in Portland, Oregon. This truck embarked on a trip halfway across the world, and after undergoing the required modifications to meet New Zealand regulations, it went to work and has completed over three decades of service hauling aggregate, coal and machinery on the South Island’s West Coast.

W Packed onto a flatrack, the Freightliner on arrival in Westport. Photo: Jared Avery.

Pictured on Carmen Road, Christchurch, in January 1993, following reassembly and conversion.

In truck and trailer guise, stockpiling sealing chip on the Maruia West Bank Road. Photo: Jared Avery.

Looking equally resplendent, after conversion back to a tractor-unit and wearing the Avery colour scheme. Photo: Jared Avery.

36 New Zealand Trucking September 2023

estport is the second largest town on the ‘Coast’ as locals call it. Like many regional centres, industry is derived from agriculture, fisheries and mining. Local firm Avery Bros has been in existence since the 1950s, beginning when brothers Pat and Jack Avery started out with bulldozers doing roading and agricultural work around the Buller area. During the mid-1960s, Jack moved to Canterbury and became the branch manager of machinery dealership Cable Price, while Pat continued contracting. Pat’s son, Paul, joined the business during the mid-1970s. At the time, Avery’s had secured an overburden stripping contract for the State Coal Mines at Stockton, 35km north of Westport. Work associated with the coal industry became integral to Avery’s activities. The company went on to perform overburden stripping at the Cascade Mine located at Burnetts Face, near the former mining town of Denniston, and eventually purchased the operation. Coal production and distribution went on to occupy the company’s staff and plant during the winter, while roading and aggregate production became core activities for the rest of the year. Trucks were vital to both types of work, with Internationals being the prime movers in the early years. Avery’s truck fleet in the 1980s included a V8 petrol International 1910 Acco, a pair of International T-Lines and a 6-71 Detroitpowered Hino ZM. Christchurch Detroit Diesel aficionados Transmissions and Diesels imported several high-spec Bedford TM 4400 trucks from Britain in 1987, one of which joined the Avery fleet. It was a regular sight on the Lewis Pass during the winter months, hauling coal to markets in Canterbury, and returning to the Coast with its cleverly designed three-axle trailer inside the truck body. A new 320hp International S-Line followed in 1989, set up as a truck and trailer tipper. It took on the front-line role, relegating the TM to a quieter life. Trucking in the United States has always appealed to the Averys. During a family holiday there in 1991, Paul’s son Jared, aged 13 at the time, recalls spending half a day wandering around the premises of Roebuck Truck and Equipment, a Freightliner truck dealership in the Californian seaside town of Eureka. A pair of brand-new Freightliner FLD120s were for sale on the lot, one coloured gold and fitted with a Cummins NTC-444 and

The FLD looks equally at home on the West Coast of New Zealand as it would on the West Coast of the United States.

a maroon-coloured truck fitted with a Caterpillar 3406B engine. As the Averys’ trip continued south down the US West Coast, Paul and wife Leone had some discussion and a couple of days later, at Fort Bragg, the hire car made a U-turn and headed back to Eureka. A deal was done on the marooncoloured FLD with Bob Roebuck, principal of Roebuck Truck & Equipment, and Paul set to work dissembling the truck onto a 20ft flat rack for its journey across the Pacific. While the family’s new addition was being prepared for travel, Jared recalls hanging out with his two brothers and mum at a nearby shopping mall. Upon arrival on Kiwi soil, the flat rack was transported back to Avery’s

Westport workshop where work began to re-assemble the Freightliner and get it compliant with Kiwi regulations. Conversion from left- to right-hand drive was outsourced to Christchurch firm Geo. M Thackwell (Engineers). Thackwell’s had gained experience in the conversion process, having imported the original Freightliner trucks into New Zealand in 1989. With Paul or brother Neil behind the wheel, the FLD worked around the West Coast in front of either a two-axle tipulator or three-axle low-loader moving the company’s machinery around. A rise in coal production on the Coast and the increased workload associated with this in 1993 saw the FLD converted to a bulk tipper with the addition of an

Bottom left: Caterpillar engine had logged 22000 hours; it was rebuilt using genuine Caterpillar parts. Middle and bottom right: After almost a quarter century of service, the interior only required a clean-up and the replacement of some minor interior fixtures.

Heading home, coming across the Buller Bridge into Westport. Adams & Currie aluminium bin and a fouraxle trailer. Peter Shirley took the wheel around this time, and coal cartage work was centred around either the Solid Energy Ngakawau load-out, 30km north of Westport, or from Cascade. Coal was hauled to Milburn New Zealand’s cement works at Cape Foulwind as well to the Westport wharf, where it was loaded onto Sea Tow barges for shipping north. Aggregate cartage associated with roading contracts was still a seasonal activity when Jared became the FLD’s driver, and in any downtime, the truck worked with TNL Freighting hauling either coal, clinker or fertiliser between the West Coast, Canterbury and Nelson. Trucking work continued to increase through the turn of the millenium, resulting in several additional trucks joining the fleet to keep pace with demand. Following the arrival of a new Western Star 5964SS in 2003, Jared handed the Freightliner’s keys to his brother Kyle, who took it onto the next chapter in its life on the Coast. After the thick end of a decade’s toil on bulk work and with a tractor unit being required to tow the company’s low-loader, the Avery team removed the aluminium bin fitted to the Freightliner, and it re-emerged in the guise of a tractor unit. Liners were replaced in the Caterpillar engine at this time, and a cosmetic overhaul took place, including fabricating a new bumper from stainless steel to match the original, re-chroming the grille and a repaint from the original maroon to Avery’s

38 New Zealand Trucking September 2023

signature silver and blue striped livery. Kyle continued to pilot the FLD for the next couple of years, shifting machinery and doing some tipulator work, until the truck was superseded by the arrival of a larger tractor unit and MTE 3x8 transporter. Use during the period following was intermittent. Coal cartage had slowed, but several aggregate production contracts and associated work kept the operation very busy. As its quarter century in family ownership loomed up, Paul decided to give New Zealand’s first Freightliner FLD120 a ‘birthday’, with stripping down getting underway during 2017. Work progressed as resources allowed, as maintaining the operational fleet was the workshop’s priority. After lifting the cab from the chassis, its interior was cleaned up and several replacement interior fixtures, including heater vents, lights and a replacement steering wheel shroud, were sourced and fitted. With the engine and transmission clear of the rails, Scott Martini stripped the engine, and it was rebuilt with genuine Caterpillar parts. As a true testament to the Caterpillar

product, both the original fuel pump and turbocharger were in good enough condition to be refitted despite 22,000 hours of use. Both the transmission and rear axles were opened for inspection and no major work was required. However, seeing they were apart, a new clutch was fitted. Much of the brake componentry, including slack adjusters and s-cams, were replaced, and both the air and electrical systems were renewed. Mechanic Graham Currie performed much of the reassembly work – quite a mean feat as no photographs or diagrams existed of the wiring or piping previously, as those who had disassembled the truck no longer worked for the company. A new exhaust system was fabricated, and new stacks were added, along with stainlesssteel rear mudguards. Buller Panel and Paint looked after the refinishing, putting the Freightliner back in its original colour scheme of a maroon cab and bonnet with a black chassis. After the metal work had been polished, the Freightliner emerged from the Westport workshop looking as good as it did first time around. The FLD is fully work-ready, and since the ‘tidy-up’, time has been spent towing both a tipulator and a transporter. General contracting, roading and the production of aggregate and ready-mix concrete are core activities for the Avery Bros operation today – still in family ownership and serving the Buller region, just as Jack and Pat started out almost six decades ago.

Specifications 1991 Freightliner FLD120-64SD Caterpillar 3406B ATAAC engine, 425hp (317kW) Eaton Fuller RLTO18718A transmission, 18-speed Rockwell RT 46-160GP rear axles, 4.3:1 ratio Chalmers 46K walking-beam suspension

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TMC’S DIAMOND VERSARY A N NI

Story by Faye Lougher

TMC is one of the longest-serving trailer manufacturers in New Zealand. In 2023, it celebrates 75 years in business – three-quarters of a century of manufacturing, servicing and repairing truck trailers and truck decks for New Zealand transport operators.

an Currie established TMC in 1948, shortly after his return home from World War II. Originally called the Trailer Manufacturing Company, in 1989 it changed its name to TMC Trailers. Ian served as a mechanic with the New Zealand Scottish regiment in Guadalcanal and Bougainville, and his service involved retrieving crashed United States aircraft and stripping them of parts to keep the New Zealand planes flying. Ian’s UnitedStates-supplied tractor unit was hooked up to a transporter, the first most other Kiwis had seen up close at that point. Ian’s experience during the war showed him the ‘pulling power’ of trailers, and this knowledge would revolutionise the New Zealand trailer building industry. The earliest trailers Ian built included some of the very first heavy-transport trailers used on New Zealand roads.

Photos: TMC archive It was a one-man-band in the early days, but 75 years later, the company has 90 employees and has continued to grow and prosper under the leadership of Ian’s son Paul and grandson Richard. Managing director Paul Currie says TMC is a third-generation family-owned business committed to the consistent quality and innovation that has made the company an industry leader. “We pride ourselves on delivering high-quality, long-lasting products to our customers. Our two-year unlimitedkilometre warranty, along with TMC’s legendary service, back-up and support, confirms our ongoing dedication to stand behind everything we manufacture.” Today TMC is one of New Zealand’s largest heavy-transport engineering companies. It provides a wide selection of trailers, custom-designed and 1949, TMC’s first semi-trailer.

40 New Zealand Trucking September 2023

built, utilising high-strength lightweight steels and alloys. In 2018, when TMC celebrated its 70th anniversary, it had recently completed its 4000th trailer. Built to cart general freight for 4D Group, it was a six-axle, 36-pallet-capable HPMV curtainside B-train set up for 50MAX. Fast-forward five years and the tally is now more than 4500 trailers. “We are renowned for our specialised trailers that give our customers the edge,” says Paul. Paul believes being a familyowned business sets TMC apart from its competitors because customers have the continuity of dealing with the same people over the years. “We owe our industry success to our committed and skilled team members as well as our devoted customers. With a rich 75-year legacy, some of our team have been with us for over 25 years. We’re immensely proud of our accomplishments, and I believe that if Ian were here today, he’d share in our pride.” Paul plans to retire at the end of this year, leaving Richard to continue managing the company. Richard hopes his young son will follow him into the industry, giving TMC four generations of family involvement. TMC’s head office and manufacturing facility is in Christchurch. The plant currently produces an average of 110 trailers and 40 truck bodies a year. Every aspect of the manufacturing process, from design and build to abrasive blasting, painting and assembling, is carried out on this site to ensure each product exceeds the client’s expectations. Across the road, a large service

1984, TMC’s first steering bogie semi.

1 1) Ian Currie after WWII. 2) 1947, Ian’s first trailer build. 3) Third-generation Richard Currie (left) is taking over from dad Paul. centre provides all general repair work and servicing. In 2016, TMC added an Auckland facility at Wiri to support TMC’s growing North Island customer base. Along with undertaking service, repair and refurbishment work on any make of trailer, the facility also builds and fits new curtainside truck bodies. In 2020, a new service centre was opened in Horotiu, Hamilton. “We used to predominantly sell into the South Island market,” says Richard, “but now that we have a presence in the North Island, it’s our biggest market. We do a mixture of custom builds for clients with specific requirements as well as our

standard trailer offerings.” There is a team of 20 in Hamilton in a purpose-built facility, which includes dedicated vehicle-inspection lanes. The Auckland centre has a further 10 staff and is where new truck bodies are built. “Both centres have workshops to support our customers, but we also service and repair other makes of trailer,” says Richard. With an in-house team of design engineers, TMC utilises 3D CAD software and finite element analysis (FEA) to create and analyse designs. The product range consists of curtainsiders, flat decks, skeletals, tippers, transporters, panel trailers, refuse trailers and trombones.

TMC has a wide network of service and repair providers New Zealand-wide, so when service or repairs are required, it is usually not too far away.

Road Transport Industry Hall of Fame In 2019, Paul Currie was inducted into the Road Transport Industry Hall of Fame. Paul spent his early years in Charteris Bay at the family’s bach, where he developed a love of yachting. He got a P class dinghy for his fifth birthday and continued racing for many years in Lyttelton Harbour. In 1965, aged 15, he left St Andrew‘s College and started an apprenticeship as a tool and

New Zealand Trucking

September 2023 41

Inside TMC’s service centre in Auckland.

Paul Currie being presented with his Road Transport Hall of Fame Award by Scott O’Donnell.

There aren’t many trailer types TMC won’t build... 1) Standard four-axle plant trailer. 2) Standard tri-axle semi transporter. 3) Quad step-deck panel semi-trailer. 4) Six-axle skele B-train. 5) Standard six-axle B-train curtainsider. 6) Standard quad-axle semi flat deck. 7) Standard quadaxle semi skele. 8) Tipping refuse trailer. 9) Step deck quad-axle flat deck.

42 New Zealand Trucking September 2023

die maker with Alec Farrar in Christchurch. Paul’s ambition was to earn five shillings an hour – the top rate for any trade in those days. It’s safe to say he has now achieved this. Upon completing his apprenticeship in 1969, Paul took a year off and went hunting. He spent time culling for DOC as well as hunting for meat and trophy shooting. He completed a taxidermy diploma course and started mounting animals and trophy heads that were then on-sold. He still enjoys hunting today. Completing his time in professional hunting saw him take a role at Sinclair Melbourne, a Lyttelton marine engineering company, where he worked as a marine engineer. Jet-boat racing had by now replaced the competitive yachting days, and over the next 17 years, this became a recreational passion. The love of sailing never waned, and Paul obtained his

boatmaster certificate, allowing him to captain many yachting holidays overseas. Paul’s career at the Trailer Manufacturing Company (TMC) began in 1973. He started on the factory floor building trailers, gradually working his way up the chain. In 1975, TMC had a shareholding change, paying out the remaining shareholders and leaving Ian and Paul as sole owners. With continued growth, 1977 saw the new TMC Trailers move from Blenheim Road to a purpose-built facility on Lunns Road. Here, Paul ran the workshop during the day and designed trailers using the old drawing machine at home in the weekends – a far cry from the AutoCAD and FEA stress analysis now used. Sales relied on the Curries’ strong reputation for calling on customers and fostering that customer/supplier relationship. Over the years, Paul has seen

many milestones achieved, some industry-leading, including: in 1972, TMC manufactured its 1000th trailer for Transport Nelson, a two-axle pull trailer; in 1986, it moved into larger premises in Shands Road, Hornby, Christchurch, the site of its head office; in 1988, TMC built the first gull-wing truck and trailer unit in New Zealand for the Apple and Pear Board; in 1989, TMC won the best manufacturing award for its Euro Aero dynamics semi-trailer at the Hamilton transport show; in 2015, TMC expanded into Auckland, with a workshop in Wiri, and in 2020, TMC opened a service centre in Hamilton; in 2018, the company manufactured its 4000th trailer. In 2017, Paul was awarded an honorary lifetime membership to the TTMF.

Changes over the years Paul says there have been

numerous changes in the 75 years that TMC has been operating. In the early days, orders were usually confirmed with a handshake, and Ian undertook all the design work and then drew it out on the workshop floor for the fabricator to build. All equipment required was written on the job sheet, which was just one sheet of paper, and Ian would undertake all ordering and costing. “There was no design certification, and the only steel grade available was mild steel, which has a tensile strength of 255MPA. The CoF was basically a quick lookover to check the lights and wheel bearings. The completed paperwork was one job sheet,” says Paul. “Today, we have a design team of engineers designing our products using CAD software and FEA (Finite Element Analysis), and all drawings are 3D, with many A2 drawings

Reducible trailer designed to reduce its length for ferry crossings to save costs when not fully laden. (There was a per-metre cost, same laden or unladen, in those days.)

New Zealand Trucking

September 2023 43

1) 2010, TMC’s first trombone full-steering trailer built for Hanham Transport. 2) 1988, TMC’s first gull-wing truck and trailer unit for the Apple and Pear Board. 3) 1989, TMC Euro, full aerodynamic semi-trailer with TMC-designed shockless air suspension. This won the Best Trailer Award at the Hamilton transport show. 4) Bascik Transport liveried six-axle B-train unit curtainsider operated by 4D Freight, TMC’s 4000th unit. 5) Mainfreight fiveaxle curtainsider trailer and truck deck. 6) Seven quad-axle semi skeles for Move Logistics. required per trailer.” Most parts on trailers now require design certification to NZTA rules and AS/NZ Standards, including chassis rub plates, drawbars, load restraints and brakes. “We only use high-tensile steels that have tensile strengths up to 1400MPA. Purchasing and BOMs (bills of materials) are generated from 3D CAD models and then entered into the ERP (enterprise resource planning) system. Parts are then purchased through the ERP

system.” Once completed, the trailers go through a comprehensive CoF inspection that includes checking all dimensions for compliance, full brake testing, lighting and load restraints. There is a compilation of all certifications required, i.e, chassis, brakes, load restraints, rub plates, drawbars. Regulations have also undergone radical changes. In 1948, the transport regulations were a maximum speed of 40mph (56km/h) and a

maximum all-up weight of 10 tons. The maximum length for a truck and trailer was 30ft (9.144m), and for a semi-trailer 36ft (10.972m). Brakes were required for units over two tons and were usually vacuum. The maximum allowable distance for cartage was 30 miles (48km) under the Transport Licensing Act 1931 to give protection to NZ Rail. Contrast this with the industry today, where the maximum speed is 90km/h, and the maximum all-up weight for a

standard VDAM ranges from 44 to 46 tonnes. HPMV allows weights ranging from 48 tonnes up to 60 tonnes on specific routes and is dependent on the unit set-up. The maximum length is 23m, and the brakes are EBS/ABS-certified systems. There are no maximum distances, with operators able to cart throughout New Zealand. Although times have changed, TMC remains true to its origin of innovtion and product quality.

44 New Zealand Trucking September 2023

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GOLDEN HERITAGE Story and photos by Gavin Myers

You don’t have to go far in New Zealand to meet one of Regal Haulage’s gold Volvos. The company as we know it today was incorporated on 8/8/1988, and to celebrate this 35-year milestone, it held a family open day in the yard of its Tamahere headquarters. It was a double celebration for Regal as the company timed the event with the delivery and handover of its 100th Volvo.

egal’s history stretches back long before that notable date in August of 1988. In 1960, 15-yearold Rob McHardie decided he preferred driving tractors to attending school and started Tauwhare Contractors, focusing on maize, hay and silage. About 15 years later, he bought his own trucks to move those commodities around the country. The first Mack trucks entered the business, establishing a fleet. The incorporation of Regal Haulage in 1988 came about with the amalgamation of Tauwhare Contractors and Sherson Construction and the acquisition of Cronin Transport (the original owner of the land on which the company’s head office now sits). The next milestone came in in 2001 with the acquisition of Candy Transport based in Taupo, then in 2006, when

46 New Zealand Trucking September 2023

Regal Haulage acquired another Waikato-based transport company, Bulk Haul. Further expansion came in 2015 with the purchase of New Plymouth’s Freight Bulk Transport (FBT), in 2020 with the purchase of Whiteline Transport (auger fleet), and in 2021, with the assets of a second New Plymouth operator, Walker Brothers Transport. Today, the company operates depots in Marsden Point, Auckland, Mt Maunganui, Matamata, Hamilton, New Plymouth, Christchurch and Timaru. The fleet of 94 trucks carts about 2,500,000 tonnes per annum throughout New Zealand. A new era came in 2013 when Rob sold his 50% shareholding of the company to his sons Scott and Brett. In 2021, Scott and his wife, Tash, took full ownership. Scott says: “This celebration is about sharing. It is a journey, a family, and we’re proud of what

we have achieved. There is a core of people who have been here for 20-plus years. It’s so refreshing today to see so many people come back to say g’day and meet up with old friends. “I smile when I read all the comments on a post on the Regal Facebook page from all the great people that have been part of Regal’s history... There’s a bit of a legacy associated with Regal and I’m super proud to have been here since the beginning. There have been many sacrifices to get the business to what it is today.” The driver on the 100th Volvo, Russ Greenbank, has been with the company for 25 years. “He’s part of the furniture, so to speak, and a deserving recipient of this special vehicle,” says Scott. Russ was clearly elated as the truck made its first appearance and the crowds descended upon it to get a closer look.

Regal puts 12 new trucks on the road each year – all Volvos. The relationship with Volvo came about from the company’s relationship with MTD and history of running Macks. Scott explains that the company’s standard vehicles were sixwheeler Macks, with the odd vehicle from Freightliner or other brands when eight-wheelers were needed. “When HPMV came in, the fleet changed almost overnight, as we added in the four-axle truck, five-axle trailer combinations. We went to the market and the whole Volvo package made a lot of sense – from the relationship with Truckstops to the technology and safety features offered in the trucks. “We can order one configuration and decide by the time it gets here how to deploy it. Obviously, 100 Volvos later, that’s worked very well for us. I must acknowledge Volvo and the package they put together for us. It’s a beautiful piece of equipment. “The drivers love them too, even the guys who swore they’d never get out of their Macks or Kenworths and give up their Roadrangers!” he laughs.

Trucks and liveries then and now. In recent times, Regal has standardised the fleet on FH16 700s. “At 58 tonne, we were finding that the FM 500s and 540s work too hard. So, the 700s are the standard now – all Euro-5 for the time being,” explains Scott.

Regal is one of the few companies that builds its own gear. In 2013 the engineering workshop team moved from its Tauwhare premises to a purpose built facility on-site at the Tamahere head office, which designs and builds every

trailer and bin on a Regal truck (they arrive from MTD as chassis cabs), with select componentry supplied by TWL Transpecs. Among its 200 employees are about a dozen engineers and a dozen mechanics, taking care of the builds and maintenance.

New Zealand Trucking

September 2023 47

1 1) The celebrations were organised as a family day, with activities for the kids, including face painting, a sand pit, digger simulator and, of course, the opportunity to jump in the trucks. 2) Scott and Tash cut the celebratory cakes. 3) Regal has a great relationship with nearby Tamahere Country School and held a colouring competition for the students as part of the celebration. Malakai Lieu won the years one and two prize; Logan Ralfe was the years three and four winner; and Owen Harvey, years five and six. 4) Scott and Tash McHardie hand over the 100th Volvo to long-time driver Russ Greenbank (centre). Scott explains the desire for in-house engineering stems from his dad Rob. “That was his bent; he was interested in engineering. He had a trailer built and thought, ‘We can do better than that.’ In time, he couldn’t get what he wanted – the manufacturers were building for warranty, and he wanted optimal tare weight. Ultimately, he and a couple of the guys built the first one and

the rest is history. “It gives us the ability to respond quickly to our clients. We can build a high-sided unit, a tipping curtainsider – whatever’s needed. If a unit has a problem, we can prioritise it and get it fixed and back out. We understand where our vehicles may stress and crack and engineer them accordingly. We feel that’s always given us a bit of a competitive edge.”

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WHERE’S THAT ROAD? Look here, eagle-eyed truckers, and see if you know where this stretch of bitumen is. This month, we’re not going to give you any clues because there will be many eyes that won’t need a second glance. After last month’s brain bender, we thought we’d be kind. This is going to be a luck-of-the-draw month.

When New Zealand Trucking magazine editor Gavin Myers turned up with July’s Where’s that Road photo, we all thought it might just be the first one ever to stump you all. Silly us! Believe it or not, we had two correct entries. We were all flabbergasted. The problem at that point was who to give the prize to? It felt wrong that these two ‘Mr Spocks’ of the highway network’s capillaries should be separated. We’ve decided, therefore, to give both Brendon Whittaker and Noel Mills a prize. Well done men! Our jaws were dropped. TO ENTER Flick us an email at editor@nztrucking.co.nz Subject line: Where’s that road? Sept 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 Sept 2023. KohuKohu Road to the Rawene Ferry in Northland.

From 1 to 100 in 35 years! Regal Haulage has taken delivery of their 100th Volvo truck, while celebrating 35 years in business. Congratulations on the milestone and thanks for choosing to partner with Volvo NZ.

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+ Versatile – handles + Versatile +two Versatile + Versatile 20’ containers – 40’ handles – 40’ handles –container handles two ortwo one 20’ two 20’ containers 20’ containers or or one or one one HAMMAR HAMMAR HAMMAR 195: 195: 195: 40’ container container via via 3via cranes 3 containers cranes 3 cranes HAMMAR 195:HAMMAR HAMMAR HAMMAR 195: 40’ container via –3 40’ cranes 40’ container container viafolds via 3folds via cranes 3 cranes 3 cranes + Versatile + Versatile + Versatile – PrecissionLeg™ –195: PrecissionLeg™ –195: PrecissionLeg™ forfor optimal for optimal optimal stabilising stabilising stabilising + Unique + Unique + Unique middle – 40’ middle –container middle crane crane crane folds into into into chassis chassis chassis to to to

+ Versatile – PrecissionLeg™ + + + – – PrecissionLeg™ – PrecissionLeg™ stabilising forfor optimal for optimal optimal stabilising stabilising stabilising + Unique + Versatile Light + Versatile Light + Versatile Lightfor – PrecissionLeg™ low –optimal low – tare low tare tare + Light – low tare + Light + Light + Light – low – low – tare low tare tare + Strong + Strong + Strong – 36-tonne – 36-tonne – 36-tonne Safe Safe Safe Working Working Working Load Load Load (SWL) (SWL) (SWL) or or or + Strong – 36-tonne + Strong + Strong + Safe Strong Working – 40-tonne 36-tonne – 40-tonne 36-tonne – 40-tonne 36-tonne LoadSafe (SWL) Safe Safe Working Working orWorking Load Load Load (SWL) (SWL) (SWL) or or or option option option 40-tonne option option + Stable + Stable +option Stable– 40-tonne legs – 40-tonne legs – 40-tonne legs extend extend extend foroption for firm for firm firm base base base and and transfer and transfer transfer + Sliding + Stable – legs extend + + + for firm –– legs ––base legs ––each legs extend and extend extend transfer for for for firm firm base base base and and transfer and transfer transfer + Stable Weighing + Stable Weighing + Stable Weighing by by by each each crane crane crane orfirm or total or total total + Light + Weighing – by each + Weighing + crane Weighing + Weighing or – total by – by – each by each each crane crane crane or or total or total total + High + High + High liftliftlift – ideal – ideal – ideal forfor stacking for stacking stacking option option option + Strong + High lift – ideal + for High + stacking High + High lift lift lift – option ideal – ideal – ideal for for stacking for stacking stacking option option option + Reach + Reach + Reach– long – long – long outreach outreach outreach cranes cranes cranes + Stable + Reach – long outreach + Reach + Reach + Reach cranes – long – long – long outreach outreach outreach cranes cranes cranes + Ease + Ease + Ease – crane/stabiliser – crane/stabiliser – crane/stabiliser side-by-side side-by-side side-by-side design design design + Reach + Ease – crane/stabiliser + Ease + Ease + Ease side-by-side – crane/stabiliser – crane/stabiliser – crane/stabiliser design side-by-side side-by-side side-by-side design design design + Safety+™ + Safety+™ + Safety+™ – computer – computer – computer monitored monitored monitored handling handling handling asas std as stdstd + Ease + Safety+™ – computer + Safety+™ + Safety+™ + monitored Safety+™ – computer – computer handling – computer monitored as monitored std monitored handling handling handling as as std as std std + SDS + SDS + SDS – Hammar – Hammar – Hammar Soft-Drive Soft-Drive Soft-Drive System System System + SDS + SDS – Hammar + SDS + SDS Soft-Drive + SDS – Hammar – System Hammar – Hammar Soft-Drive Soft-Drive Soft-Drive System System System + Flex + Flex + Flex – Trailer – Trailer – Trailer or or Truckmounted or Truckmounted Truckmounted + Flex + Flex – Trailer + Flex or + Flex +Truckmounted Flex – Trailer – Trailer – Trailer or or Truckmounted or Truckmounted Truckmounted

– middle + Unique crane + Unique + Unique folds – accommodate middle –into middle – accommodate middle chassis crane crane crane to folds into into chassis chassis chassis to to to accommodate afolds single afolds single ainto single 40’ 40’ 40’ accommodate a single accommodate accommodate accommodate 40’ a single a single a single 40’40’40’ + Joiners – handle two containers simultaneously withwith joiners + Sliding + Sliding + Sliding – for – for –maximum for maximum maximum payload payload payload with with a single a single a single 20’20’20’ – for maximum + Sliding + Sliding + Sliding payload – for – for with – maximum for maximum a maximum single payload 20’ payload payload with with a single a single a single 20’20’20’ + Light + Light + Light – only – only – only 7.57.5 tonne 7.5 tonne tonne tare tare tare with – only 7.5 tonne tare – only – only – only 7.5 7.5 tonne 7.5 tonne tonne tare tare tare + Light + Light + Light + Strong + Strong + Strong – 16-tonne – 16-tonne – 16-tonne Safe Safe Safe Working Working Working Load Load Load (SWL) (SWL) (SWL) – 16-tonne + + Strong + Working 16-tonne 16-tonne 16-tonne Load Safe (SWL) Safe Working Working Working Load Load Load (SWL) (SWL) (SWL) + Strong Stable + Safe Stable + Strong Stable –– legs –– legs –– legs extend extend extend forSafe for firm for firm firm base base base and and transfer and transfer transfer – legs extend + Stable + Stable + Stable for firm – legs – base legs – legs extend and extend extend transfer for for firm for firm firm base base base and and transfer and transfer transfer + Reach + Reach + Reach– long – long – long outreach outreach outreach cranes cranes cranes – long outreach + Reach + Reach + Reach cranes – long – long – long outreach outreach outreach cranes cranes cranes + Ease + Ease + Ease – crane/stabiliser – crane/stabiliser – crane/stabiliser side-by-side side-by-side side-by-side design design design – crane/stabiliser + + + –– crane/stabiliser –– crane/stabiliser –– crane/stabiliser design side-by-side side-by-side side-by-side design design design + Ease SDS + Ease SDS + Ease SDS side-by-side Hammar Hammar Hammar Soft-Drive Soft-Drive Soft-Drive System System System – Hammar Soft-Drive – Hammar – System Hammar – Hammar Soft-Drive Soft-Drive Soft-Drive System System System + SDS + SDS + SDS – Trailer – Trailer or or Truckmounted or Truckmounted Truckmounted + Flex + Flex + Flex – Trailer – Trailer + or Flex + Flex + Truckmounted Flex – Trailer – Trailer – Trailer or or Truckmounted or Truckmounted Truckmounted

HAMMAR 110:

+Fast –new SledgeLeg™ technology, 50% faster +Narrow – SledgeLeg™ use for confined spaces +Light –from 8.4-tonne tare +Safe –optimal crane geometry +Reach – long outreach cranes +Weighing – by each crane or total

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TOP TRUCK OF THE YEAR

From left: 2004 Kenworth T904, for Skinner Haulage, NSW – Rochelle’s favourite commission; 1995 Mack MH Ultraliner & Duke, for Guy Knowles; Kenworth rim and reflection that Rochelle loved painting and is super proud of the way it turned out.

Custom truck portraits Story by Shannon Williams

Photos Rochelle Thomas collection

A significant interest in vehicles led artist Rochelle Thomas to start painting cars – and before long she moved onto trucks. She hasn’t looked back.

ochelle Thomas and her business, Auto Art by Rochelle, have become well-known within the New Zealand trucking scene for custom truck painting commissions. “I’ve been painting for about 12 years, and I’ve always been interested in vehicles, so I started painting cars. And then a friend of a friend asked me to paint his truck, and from there, I got another order for a truck, and another and another, and it just progressed from there,” Rochelle says. Rochelle is well-known to readers of New Zealand Trucking for supplying the monthly Little Truckers’ Club content, as well as for her custom artworks. She says the process of creating the truck paintings is relatively straightforward. Her paintings are completed to order and hand-painted on canvas using acrylic paints. “People email me their photos. I draw them up on the canvas, mask out the truck and always paint the background first. Then I paint in the vehicle, varnish them, and send them off to their new owners,” Rochelle says. “I find block canvas better than paper as they are more

durable and don’t require framing. They also look so good on the wall.” “I try to work to my customers’ needs as much as I can,” she says. “For instance, it’s not always as easy as copying a photo, sometimes I am asked to create a piece from multiple reference photos.” Each piece can take anywhere between 20 and 40 hours to complete, depending on the size and the detail. Although most of the work Rochelle does is truck-related, all her pieces are custom, and she can do anything automotive, including motorcycles, cars, planes, army tanks, tractors, boats and machinery. She’ll even paint animals. Rochelle says she loves doing truck portraits because of the variety. “There are also so many different types of trucks and there is so much detail when it comes to painting a truck – all the different components, the wheels, the lights, the logos, the metal, the loads. I really enjoy painting chrome, reflections, logs, forestry and anything with machinery.” Rochelle says one of her favourite pieces is of a Kenworth T904 she sent over to New

52 New Zealand Trucking September 2023

Rochelle Thomas with one of her commissions. Photo: Bevan Todd. South Wales. “The painting was of the owner and his son the day the truck came back from the paint shop. I love what it symbolises.” She has completed about 600 truck paintings and has clients worldwide. About 25% of orders go to Australia. “I just finished one and sent it to Canada last month and sent two to Fiji in June. And about five have been sent to the United States,” Rochelle says. “Many people buy the paintings as gifts, and many drivers/owners who just love the truck they are driving get them done as well. I’ve done 18 for APL Direct – which has been a regular customer right from

the start and orders a couple of paintings every year.” Rochelle has even completed paintings on hand saws, twoman saws and a round saw blade. “I just completed a twoman with eight trucks on it. A huge job, but so worth it! “People provide the saws or wood, and I paint the trucks on them. I even have a guy who’s getting his chainsaw blade done in memory of his son, who did logging. It’s quite hard work because the hand saws are so little,” she says. Follow Auto Art by Rochelle on Facebook and Instagram to view more of her work. Contact her at autoartbyrochelle@gmail. com.

JUST TRUCKING AROUND

www.trt.co.nz

Jason Jarvis Jason Jarvis, from Dunedin, is a familiar name to many, his photos popping up on truck-related Facebook pages. Thanks to Craig Andrews, here’s a chance to put a face to the name. Jason’s career kicked off in 1986 as a storeman for Dominion Breweries in Dunedin. Working on the forklifts, he’d unload DB’s Mercedes-Benz trucks and load up transport freight trucks from around the region. DB gave way to Allied Liquor in 1987, until that ceased operations in Dunedin after moving to Christchurch in 1990. It was then onto local stalwart McCormick Transport, where Jason started part-time and eventually became full-time. He has been with McCormick’s for 32 years and still enjoys the work. Stephen McCormick runs a good ship, and Jason is surrounded by good people and is happy there. In 1992, he got his license in a D-series Ford at McCormick’s, but admits he did a lot of learning in the passenger seat. Jason’s dad Reg worked at nearby Stewart’s Transport. Reg was a painter and later a driver for them. This is where Jason caught the truck bug as a kid. After school, he would spend a lot of time kicking about the stores in the Stewart’s yards and riding alongside other drivers, often in Bedfords and Leylands. The big TM Bedfords that Stewart’s operated were a favourite for Jason. It was this schoolboy work experience that got him into this vocation. These days, he spends most of his day driving a Fuso Canter curtainsider and loading and unloading other trucks. He had a 2002

54 New Zealand Trucking September 2023

Isuzu ELF before the Fuso, which he got new and put 250,000km on in 15 years of metro work. McCormick’ still works for Lion Breweries in Dunedin, but no longer DB. If Jason is not moving beer about the city, it is vegetables and apparel. Not much bothers Jason but metro work can be frustrating at times. Dunedin city centre is now full of barn dance crossings so waits are longer at the lights, and ongoing main street construction has also been a source of frustration. The rise of Uber sees loading zones stolen quite often. He appreciates good clients, and as he’s a regular sight around Dunedin shop owners value having the same delivery driver each day. Jason says he appreciates being recognised out of work and gets the odd shout at pubs for his great delivery work. He knows Dunedin Central like the back of his hand. In his spare time, he plays football for the Grant Braes Masters, mostly in goal, and has been involved with German Shepherd dogs for about 40 years and is still active in showing them around the South Island. At one stage, he was busy behind the camera taking truck photos as a hobby, but he no longer does this, thanks to life getting in the way. The future for Jason will be the same. He is happy to be at McCormick’s, where he is the longest-serving employee, until he retires. Why change a good thing?

JUST TRUCKING AROUND www.trt.co.nz

Jzaden (Jazz) Kremm It was a case of having to stop and check out RMS Contracting’s new Kenworth C509 when it pulled into the BP Truckstop at Taupiri. Alison Verran had a great chat with Jzaden (Jazz) Kremm, who proudly sits at the wheel of this gorgeous machine. In fact, it was his first day driving it – it had only been on the road for two weeks and had travelled a mere 2000km. “I got it last night. The comfort is next level; everything about it is luxury… it’s not breaking my back in half. I have come from a K108 fat cab, which is nowhere near the comfort of this one.” Powered by a 458kW (615hp) Cummins X-15, sporting a 36in aerodyne sleeper, towing a three-rows-of-eight low loader, rated to 160 tonne, and kitted out with plenty of aerials and an impressive bullbar… what’s not to like? Jazz comments: “I have a thing for aerials, and the bullbar just makes the whole unit stand out. It’s taller than I am!” Jazz chose a few of the extras. “I wanted the bird on the front. A friend of mine gave it to me. The main thing I wanted, though, was a heater that worked! I’ve done two years of driving with no heater.” Adding to the bling is the name on the bug deflector, Fifty Shades, which came about from the 50 in C509 and, of course, that the unit is a deep grey. Jazz was fuelling up before heading to Auckland for a load to take back to his base in Wellington. “I’ve been with RMS for two years now, carting machinery for new subdivisions, earthworks and

roading. I enjoy heavy haulage. I’ve wanted to do it from the day I sat my Class 2.” Jazz has been driving for six years now and loves the “freedom of being on the road, the open spaces and the people you meet”. At the end of the conversation, Alison asked Jazz the vexing question, ‘Whitebait or paua?’ “Paua… I’m definitely a fan.”

TOP TRUCK

THE RIGHT MAN FOR THE JOB Story by Andrew Geddes

After six years and five units, R & H Transport owner-driver Hayden Campbell celebrates his relationships with MAN and Mainfreight in spectacular fashion. Vandi Photography’s night shots perfectly capture the unit’s spectacular lighting set-up. Photo: Vandi Photography.

Photos by Andrew Geddes and as credited

here’s plenty of choice when putting a new truck on the road. If you desire a customised beauty, Kenworth and Scania are generally accepted as the two brands that feature most heavily when it comes to sales and presentation. Both have a huge representation on our roads. Hayden Campbell, owner of R & H Transport in Christchurch, admits it’s a bit of a battle trying to go up against the ‘big two’, but then Hayden’s philosophy is that it’s cool to be different, to have a point of individuality. When putting this month’s Top Truck on the road, he stuck with a brand that’s served him well, and upped the stakes over

56 New Zealand Trucking September 2023

his previous trucks to create something special. The result is stunning. In 2017, when Hayden took the plunge into the owner-driver world, he had no fixed views on the brand of truck to start his fledgling business. MAN was not uncommon within the Mainfreight OD ranks, but Hayden says the final decision to purchase a MAN was more down to Heavy Trucks (the MAN dealer at the time) salesman Owen Humphries’ willingness to take him seriously and “give us the time of day”. Six years and five units later, that relationship remains with Penske New Zealand. More importantly, the product

has more than lived up to expectations, well accepted by drivers for their comfort and driveability, with all units sporting automatic transmissions. Well futureproofed. The R & H fleet currently sits at three units, including two 8x4 truck and trailer curtainsider units – 2018 and 2020 models. This was the preferred spec when the company first joined the Mainfreight fold. While these units have proved their worth, the new Gen 3 TGX 640 tractor/B-train combination put into service in May this year is a unit Hayden’s been keen to operate for some time. Power for the latest Euro-6 TGX 26.640

is 471kW (641hp) at 1800rpm and 3000Nm at 900-1380rpm, channelled through a 12-speed TipMatic transmission. Hayden sees added flexibility in the new unit, should unforeseen servicing be needed. Having all his trucks 7/11 max six pallet units is a deliberate move. He says this means never missing out on floating loads. Commitment to delivering products to the customer is paramount. While previous bodies and trailers were TMC units, which Hayden says have been excellent, the new B-train unit is a Roadmaster product. “Going with Roadmaster was more a ‘right place, right time’ scenario,” while being able to deliver the required tare weight and build time, says Hayden. He’s very happy with Roadmaster’s service and product. Currently, the truck/trailer units have set runs, which sees them running south from their Christchurch base, while the B-train, Hayden’s own unit, is employed as a floating unit and sees him covering the country. The relationship with

Mainfreight is one Hayden is quick to compliment. He says his early experiences as a driver with several different company/ business models before going OD with Mainfreight gave him an insight into the corporate ideology. He likes the structured approach it brings. “As a floater, Mainfreight’s depots are perfectly set up to accommodate life on the road”, says Hayden, who lives in the truck while on the road. “The facilities available, such as showers, and the calibre of the team are next level.” He adds this was a huge deciding factor in choosing Mainfreight as a business partner. Six years on, Hayden is still firmly a Mainfreight man. Ironically, the world of transport was not on Hayden’s horizon as a young fella. A qualified baker by trade, his decision to drive for a career came about after frequently being asked to be the ‘sober’ driver for mates on nights out. He jokes that it became so frequent he decided he might as well be a paid driver. He openly admits finding his role in the industry took

some time, and he initially went temping for several years. His first full-time position was with Brenics in Christchurch, working nights, loading and unloading. A stint with CTL followed, but Hayden says it was not until he worked for Toll OD Merv Coard that he realised how his future business model could look. He credits Merv and Garry Johnstone of Brenics as major influences in those early years. Positions with Dynes showed him clean gear, and he rates his experience on the milk season as a lot of fun. Freightlines contractor Blue Ice followed, and this was his introduction to the world of floating. All of Hayden’s past experiences and time in the industry come together in the new MAN – professionalism and productivity, an eye for detail and the ability to realise an eye-catching unit. When custom work is done well, it sometimes doesn’t shout its presence, but instead presents itself tastefully. The MAN is exactly that. The list of customisations is extensive. The cab interior

1 2

1 & 2) Custom lockers, microwave and a coffee machine make life on the road more pleasurable. Custom leather seats make it more comfortable.

New Zealand Trucking

September 2023 57

Above: Tasteful cab graphics pay homage to the MAN lineage. Top right: R & H Transport owner Hayden Campbell – one very happy MAN with his new unit. boasts reupholstered seats in leather with smart embroidered company logos on the headrests and a custom central floor mat embroidered with the MAN logo, the work of Cover It-Woods & Moulin Auto Upholstery in Christchurch, with custom interior storage lockers by Design Coach & Body Christchurch. “The extra storage over the standard factory offering makes life on the road more liveable. The ability to house a microwave and coffee machine in-cab adds to the comfort, and on those occasions that a road is maybe closed due to a weather event or accident, it’s nice to be able to offer other drivers a coffee,” says Hayden. Externally, the MAN features numerous custom stainless

enhancements, adding a touch of bling to the usual low-key factory Euro look. Custom work includes deck plates, electrical and air hook-up frame and chassis side skirts. Much of it was completed by Project Stainless in Christchurch and Custom Trucks in Auckland. Additional paintwork and powder coating was undertaken by Royans Wigram and Canterbury Powder Coaters. The final imagining of the cab and chassis was entrusted to the crew at Trucksigns Mt Maunganui, who lined, scrolled and produced the eye-catching murals that adorn the cab. A paint protection film was applied to protect the unit from stone chips and life on the road. Perhaps the single biggest

58 New Zealand Trucking September 2023

feature of Hayden’s new unit isn’t apparent until night falls. The whole unit comes alive with one of the most spectacular lighting set-ups on New Zealand’s roads. The unit is simply stunning. Wiring the B-train was entrusted to 24/7 Auto Electrical and the tractor unit to Ignition Auto Electrics in Christchurch. Hayden

has high praise of the work undertaken by both companies, indeed for all the contractors involved in the process. The result is an impressive and classy unit. The R & H philosophy of ‘it’s cool to be different’ has been firmly achieved and proves the ‘big two’ don’t necessarily have it all their own way.

Forward

to new standards in performance

Discover how Castrol products and services have helped their customers improve performance and reliability, so they can deliver the best possible service for their own customers. Discover how we helped make this happen.

Let’s drive the world forward castrol.com/nz

. PROMOTIONAL

CTH team working on MITO micro-credentials.

INVESTING IN TEAM TRAINING PAYING OFF FOR CLIVE TAYLOR HAULAGE

apiti-based Clive Taylor Haulage believes investing in your staff reaps rewards for transport companies, with its company culture encouraging continuous improvement, teamwork and providing opportunities for employees to grow. The bulk and heavy haulage experts, based in Paraparaumu and Taitoko Levin, are operated by Andrew ‘Sooty’ and Tania Breach, providing a wide range of cartage services throughout the North Island. The company’s group of 15 drivers are all enrolled in MITO Te Pūkenga’s micro-credentials, including new staff members as well as those who have been “doing it for 40 years”. Sooty and Tania moved from Taranaki to the Kāpiti Coast two years ago to buy Clive Taylor’s business. Tania came from an

operations manager role, and her background in training is something she says she is really passionate about. “Truck driving is not just a job. It is a career,” Tania says. “We’re really focused on investing in our people and their future.” Tania says their staff are a mixture of people starting out in the industry and those who have been driving for a while, but all are finding benefits in the programme. “We’ve got one guy that we’ve been putting through his Class 5 licence, who’s on Ia Ara Aotearoa Transporting New Zealand’s Road to Success programme, and we’ve got guys that have been driving trucks for probably 40 years. “We had a couple who were a bit hesitant at first, saying, ‘I’ve been driving for 40 years. I don’t need any of this’. But even some of those very experienced

drivers said that they’ve learned new things. So that’s really awesome to hear.” Clive Taylor Haulage won Transporting New Zealand’s Health and Safety Award last month for outstanding contribution to health and safety. Tania says coming from Taranaki’s oil and gas sector, where there was a high benchmark for training and health and safety, it was a bit of an eye-opener coming to Paraparaumu, where there was nothing in place. “The benefits for our business are obvious. Getting our guys home safely every day to their families is paramount. This training makes them aware of how to drive a big machine safely so the other people that are out there on the road are safe as well. It’s a big responsibility to drive a vehicle

like that,” she says. Tania says the flexibility of the micro-credential programme is ideal for transport operators. “Some of the guys prefer to work individually, while some of them prefer to work as a group. So if they struggle a little bit on the computer and literacy side, we’re able to help them through that as well. “There are multiple microcredentials to work through. We started our guys off on the Mass and Dimensions microcredential, and almost all of them have completed that now. And now we’re onto Loading Fundamentals,” she says. “It’s an investment for us, but one that we see as being really worthwhile to invest back into our team.” Keen to invest in your team? Visit mito.nz/roadtransport

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CRAIG’S TRUCKIN’ SNAPSHOT

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

A quartet of IVECOs from the Makikihi Transport fleet, seen outside the company’s depot in 2010.

Technology with Vision

REDEFINE HOW YOU WORK! LED Hand Held Spot Lamp

Compact and lightweight, this spot lamp is the perfect partner for tasks demanding intense illumination. Two optional beam patterns – medium and long range – to precisely match your lighting needs. Utilise the provided adapters for a direct connection to your preferred power source. 0800 4 HELLA (0800 443 552) for your nearest HELLA stockist

Hella NZT Hand Held Spot Lamps 210X144 2023 .indd 1

Celebrate 50 Years of HELLA NZ with

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PATC CH HE ELLLL PAT

CONTAINER TRANSPORT INNOVATION

SWINGLIFT

NEW ZE AL AND'S ORIGINAL & MOST STABLE SIDE LOADER DESIGN SINCE 19 6 8 FOR ALL ENQUIRIES PLEASE CONTACT: Glenn Heybourn 021 301 274 | glennheybourn@patchell.co.nz Paul Bristol 021 328 619 | paulbristol@patchell.co.nz HEAD OFFICE: 150 View Road, ROTORUA 07 348 7746 enquiries@patchell.co.nz

PATCH HE ELLLL PATC GROUP OF COMPANIES

www.patchell.co.nz

NEW RI GS ON THE R OAD

LOVE OF THE STAR OPERATOR: Schick Civil Construction, Hamilton ENGINE: Cummins X-15 15-litre 446kW (600hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Fuller RTLO22918B REAR AXLES: Meritor RT- 46-160GP REAR SUSPENSION: Airliner 46,000lb

Western Star 4864FX 6x4 – Day cab BRAKES: Drums. ABS BODY/TRAILER: Transport & General 4.9m alloy bin, Transport & General short five-axle trailer FEATURES/EXTRAS: Alcoa Dura-bright alloys, stainless bug guard, Rabbit ear exhausts, LED headlights with stainless surrounds

TASTE OF EUROPE Scania R620 8x4 rigid – sleeper OPERATOR: Scott Transport, Balclutha ENGINE: Scania DC16 16-litre Euro-5 462kW (620hp) 3000Nm (2213lb/ft) TRANSMISSION: Scania Opticruise GRSO905R 14-speed AMT with manual over-ride and 4100D retarder REAR AXLES: Scania RPB735 hub reduction with cross lock and diff lock SUSPENSION: Scania full air suspension throughout BRAKES: Disc. ABS, EBS SAFETY: ABS, EBS, ESP BODY/TRAILER: Complete Kraft logging setup FEATURES/EXTRAS: Factory on-board scales, Alcoa alloy wheels, full eco-drive adaptive cruise control PAINT: Factory OPERATION: Logging operations throughout the Otago region DRIVER: Shae SALES: Kere Menzies

w w w. t r g r o u p. c o . n z 64 New Zealand Trucking August 2023

PAINT: Fleet Image SIGNAGE: Mahana Graphics OPERATION: North Island sand, aggregate and topsoil cartage DRIVER: Daya Bala SALES: Mitch James

GOT THE MIX RIGHT OPERATOR: Brian Stanaway Roading ENGINE: Scania DC13 13-litre Euro-5 335kW (450hp) 2200Nm (1622lb/ft) TRANSMISSION: Scania Opticruise GRSO905R 12-speed AMT with 3500 retarder REAR AXLES: Scania RPB735 hub reduction

Scania P450 XT 6x4 rigid – day cab REAR SUSPENSION: Scania spring suspension front and rear BRAKES: Drum. ABS, EBS SAFETY: ABS, EBS, ESP BODY/TRAILER: New Bison bin on the truck, with new Mills-Tui pull trailer FEATURES/EXTRAS: CTI, custom toolboxes, stoneguard

PAINT: Factory SIGNAGE: Wilsigns, Napier OPERATION: Aggregate supplies throughout Hawke’s Bay DRIVER: Lee SALES: Callan Short

KAREW KREEM DAF CF 530 FAT Euro-6 6x4 rigid – day cab OPERATOR: Karew Cartage, Karaka ENGINE: Paccar MX-13 13-litre Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon 16TX2620 16-speed AMT REAR AXLES: DAF SR1360T XLFR with full locks REAR SUSPENSION: Paccar eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: ABS, EBS, ESP, HSA BODY/TRAILER: Fit out by Transport & General Transport Trailers FEATURES/EXTRAS: Stoneguard PAINT: Factory OPERATION: Moving soil and aggregates throughout greater Auckland DRIVER: Andrew Pithie SALES: Steve Willcocks

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

NEW RI GS ON THE R OAD

Kenworth K200 6x4 rigid – flat roof sleeper

ELDORADO OPERATOR: Steve Curin Contractors, Cambridge ENGINE: Cummins X-15 15-litre 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160GP with

full cross locks REAR SUSPENSION: Kenworth Airglide 460 BODY/TRAILER: Fitout and trailer by Transport & General Transport Trailers FEATURES/EXTRAS: Twin sleeper doors, leather seats, four-spoke steering wheel,

THE ROAMING DUKE DAF XF 530 Euro-6 8x4 rigid – sleeper OPERATOR: Waitoa Haulage, Waitoa ENGINE: Paccar MX-13 13-litre Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon 16TX2620 16-speed AMT REAR AXLES: DAF SR1360T XLFR with full locks REAR SUSPENSION: Paccar eight-bag air suspension BRAKES: Disc. ABS, EBS SAFETY: Full safety suite – ABS, EBS, ACC, AEB, LKA, DA BODY/TRAILER: Jackson Enterprises with Nationwide stock crates FEATURES/EXTRAS: LED lightbar, refrigerator, night heater, scales, heated driver’s seat SIGNAGE: Truck Signs, Mt Maunganui OPERATION: North Island-wide stock movements, with the occasional trip south DRIVER: Zane Oldfield SALES: Adam McIntosh

w w w. t r g r o u p. c o . n z 66 New Zealand Trucking August 2023

refrigerator, traditional roof lights, twin toolboxes PAINT: Factory OPERATION: Site bulk deliveries SALES: Adam McIntosh

BLUEGRASS FOR GREEN FIELDS OPERATOR: Bluegrass Contracting, Waikato ENGINE: MAN D0836LFL88 238kW (320hp) 1250Nm (922lb/ft) TRANSMISSION: ZF 9S-1310 OD REAR AXLES: Hub-reduction rear axle HP-1333

MAN TGM 18.320 4x4 – Day Cab, x2

REAR SUSPENSION: Three-leaf parabolic BRAKES: Drums. MAN Brakematic SAFETY: ABS, EBS, hill climbing brake BODY/TRAILER: Paul Hoyle specific-built spreading unit FEATURES/EXTRAS: CTI tyre inflation system, custom made cab side skirts

PAINT: Factory SIGNAGE: Tonz Signs & Graphics, Matamata OPERATION: Spreader unit, Waikato region DRIVER: Brook Nettleton SALES: Mitch James

SPRAY GUN MAN TGM 18.320 4x4 – rigid OPERATOR: Spraylink, Cambridge ENGINE: MAN D0836M Euro-5 240kW (320hp) 1250Nm (922lb/ft) TRANSMISSION: ZF nine-speed manual REAR AXLES: Rear diff – MAN hub reduction (front-driven axle – VP-09) REAR SUSPENSION: Parabolic springs throughout BRAKES: BrakeMatic drums. ABS SAFETY: ABS BODY/TRAILER: Bespoke spray body by Darryl Haworth FEATURES/EXTRAS: CTI, high-intensity LED work lights, stoneguard PAINT: Factory SIGNAGE: Wraptrade, Cambridge OPERATION: Spray and liquid fertiliser application throughout the Waikato SALES: Mitch James

Free phone: 0800 50 40 50 New Zealand Trucking August 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

w w w. t r g r o u p. c o . n z WHEELS AT WANAKA MEMORIES

The date is out for 2025. Keep 18 to 20 April free in the dairy for Wheels at Wanaka. Until then, as Barbara sang… ’misty water-coloured memories.’

H B

It’s not all classics at Wheels at Wanaka, the event is also a demonstration of how we do things in modern times. Here’s a prime example with a Cat 730 articulated dump truck belonging to Wanaka-based Duncan Earthworks, being loaded by the latest Cat 982m on demonstration through Terra Cat.

NZT 23

Aztec Forestry Development ltd’s Todd and Richard Skudder Body manufacturer: Mills-Tui

GW Transport Trailer manufacturer: Waimea Engineering

Don’t let your payload weigh on your mind! Tipping Units, Bulk Haulage, Logging and Weighbridges

Container Waste Hilton Haulage Body manufacturer: Lusk engineering

Pacific Haulage Ltd Trailer manufacturer: Patchell Group Ltd

Rotorua and Christchurch Phone: 07 349 4700

www.silodec.co.nz NZT 23036 SI Lodec August.indd 1

24/08/23 8:48 AM

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.

21 years young This new nine-axle logging unit, built for IK & SM Newey by the masters at Patchell Industries, was delivered to the Ruakaka-based Newey team just in time for their 21st birthday celebrations. FEATURES: Tool lockers, tank and exhaust guards and Bigfoot CTI A straight-frame rail, five-axle Patchell Industries inflation. billet trailer is at the heart of the build, with the unit riding on Hendrickson air-suspension axle sets. Threaded through the axle hubs is Hendrickson’s TIREMAAX tyre-inflation system. This ensures optimal tyre wear, removing the guesswork and increasing service life.

Quiet achiever When DC Bulk Haulage’s new Scania cab and chassis arrived, it was straight into the Rotorua-based workshops of Mills-Tui for a fitout. The new Mills-Tui alloy bathtub tipper body features flush sides and is lifted with the assistance of an Edbro hoist. At the rear of the body is a single swing tail door and grain hatch. Bigfoot CTI takes care of traction, and a Rockinger RO50 automatic tow coupling keeps the trailer in tow. A jackknife drawbar and no-lube hinges round off the build.

FEATURES: Custom toolboxes, water tank, tank and exhaust covers. Mills-Tui

YEARS

Supporting the transport industry since 1953

TOLLFREE: 0800 875 669

TRANSPECS.CO.NZ

FEATURES: SAF Intradisc axle sets, WABCO EBS, Alcoa alloy wheels and custom tool lockers. MD Engineering

Post and mail Straight out of the Balclutha-based workshops of MD Engineering is another crisp new build for Dunedin’s Blair Welsford. The new nine-axle combination is set to go to work for Blair on his contract with NZ Post throughout the region.

Built on a new Volvo FM 540 with productive payload in mind, the completed truck tare comes in at 11,920kg, with the five-axle trailer tipping the scales at just 6400kg.

Tough as steel The team at H Blackbee Contractors of Ruatoria has just taken delivery of this sharp new Mills-Tui build. Based around steel bathtub tipper bodies and a Mills-Tui Low Rider four-axle trailer, the bodies feature 1200mm G450 wear plates and two-way tail doors, with Edbro rams handling the heavy lifting. The trailer runs Hendrickson discbrake axles with Knorr-Bremse EBS and Mills-Tui alloy wheels. The truck is kitted out with a jackknife drawbeam at the front end, a Rockinger tow coupling, and Bigfoot CTI.

FEATURES: Peterson LED lighting throughout, Red Flag toolbox and Mills-Tui hydraulic tank.

SAF Axles • Light and robust for New Zealand’s toughest roads. • Light weight without compromise to strength • 6 Year/Unlimited kilometer warranty • Local support, over 54 parts and service sites nationwide • Custom design (CD) program to suit your fleets needs.

EL’MATADOG Below: El’Matadog, new to Steve Murphy of Kaiapoi, was initially set up as a rigid with a three-axle pull trailer. Photo: Mark Amer.

ew to Steve Murphy of Kaiapoi, El’Matadog was initially set up for logs as a rigid with a threeaxle pull trailer, and later converted into a tractor unit pulling a five-axle B-train. Painted in the striking white and blue of SML, the 2003 Mack Trident was a sharp-looking piece of kit when it hit the road. According to the records, BKF986 worked out of the Kaiapoi yard on various logging duties through to 2016. Then, Clive Taylor of Paraparaumu purchased the rig to add to his wellestablished Mack fleet. Being a tractor unit made it a versatile purchase, with

the ability to work either pulling low loaders or a tipulator when the need arose. In 2021, when Tania and Andrew (Sooty) Breach took over the reins from Clive, they found that El’Matadog had been a solid performer. “It was still decked out as a tractor unit when we purchased the business, but as time went by, the decision was made to change it into a rigid tipper. So a new Hardox body was fitted, with a matching four-axle pull trailer put behind it. Later, we had a new five-axle built to increase loading,” explains Sooty. “It really has been a good truck all-round.

It’s had a new radiator and it popped the front power divider once. But it’s solid considering the work we have had it doing, running aggregate up to Cambridge and Taupo, and returning back with rock for Ohakune and the Manawatu, and sitting at 54 tonne, so you really can’t grizzle with that.” El’Matadog is now in the process of being put out for well-earned retirement. With younger pups entering the fleet, it is only fair that the old dog gets the chance to lie in the sun and chew on a tasty bone for a while. But keep an eye out – you know what they say, you can’t keep an old dog down.

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

72 New Zealand Trucking September 2023

HEAVY HAUL K100E

his solid Kenworth K100E, new to Fridge-Tranz in 1995, now resides in Whangarei with the team at Rozendaal Heavy Haulage. The K100E started life towing a tri-axle Fairfax refrigerated semi-trailer, transporting food between Auckland and Taranaki with Damon Brian at the helm. In 2006, TU5183 changed hands and headed for a new home in Whangarei. Initially, it retained its old livery, but in 2007, the K100E was treated to a gleaming new coat of bright blue. Tony Rozendaal explains: “It’s a good-looking colour and, with the addition of the white stripes and some scrolls, it looks quite tidy.” TU5183 had just over 1,500,000km on the clock when it arrived at Rozendaal’s in 2006 and is now closer to the 2,500,000km

mark. “We don’t do the sort of mileage that line haul clocks up. It’s more shorter, harder runs into the bush to pick up or drop off equipment,” says Tony. “It is a great truck. We had the old 3406E replaced by Goughs in 2008 with a new C15. At the same time a new radiator and gearbox were fitted. We have also fitted double-cross locks to the Eaton diffs, as well as adjusted the ratio from 4:56 to 4:3. Apart from that, there’s just been regular maintenance. And, with its 3.9m wheelbase, you can put it anywhere. It turns on a dime.” For those of you who have just read the Mini Big Rigs story on page 82, you would have seen the K100E featured there as well in 1:25th scale. Rozendaal driver Neil Shayler drove it for some time,

provoking him to build a replica of the truck and its MTE trailer. As we mentioned in that story, Neil added a set of Australian Outback-style over-the-roof air intakes to the 1:25th scale model. On seeing the completed model, Tony suggested that he do the same to the real truck. Neil, used to working in 1:1 scale with his classic truck restorations, seized the challenge. Looking at the installation, you would easily be mistaken for thinking it was all plumbed up on the Bayswater assembly line. The K100E was an iconic truck in its day, and nearly 30 years on, this tidy example is not afraid of a hard day’s work, and is likely to be grafting for some years to come, especially in the care of the Rozendaal team.

Above: New to Fridge-Tranz, TU5183 was a distinctive sight on its regular run from Auckland to Taranaki.

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.

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 September 2023

AUSSIE ANGLES

EVOLUTION OF

Story and photos by Howard Shanks

EASYSTEER Thanks to the impressive fuel economy, reduced tyre wear and increased payload from Elphinstone’s EasySteer trailer, order take-up has exceeded initial forecasts. But there is much more to this story – a helluva lot more.

t is always interesting catching up with Elphinstone Engineering founder Graeme Elphinstone. Over a cup of coffee at the Brisbane Truck Show, he shared a story about his latest EasySteer trailer. For now, at least, Graeme is content because his revolutionary trailer suspension design, EasySteer, is performing better than anticipated. But the long journey of getting EasySteer on the road has been fraught with regulation red tape.

What is EasySteer? “The EasySteer concept evolved from R&D work we were conducting with logging and pole trailers,” Graeme begins. “Initially, we were investigating ways to increase the manoeuvrability of our trailers, while minimising the ground impact of the trailer and achieving maximum payload. “Many of our logging customers haul timber from private tree plantations, and the landowners don’t want trucks and trailers gouging furrows

on their land. We are seeing a similar trend with our power pole customers. More and more, there is an emphasis on minimising the environmental footprint.” Graeme suggests a little history lesson to understand the evolution of trailer and suspension design better. “Steerable and self-tracking trailers are not a new idea. In fact, the first government roadtrain, introduced in December 1930 – and, in later years, Kurt Johannsen’s roadtrain – had selftracking-style trailers. “And, for many decades, a jinker pole-trailer configuration has been widely used in logging transport here in Australia, New Zealand and the Canadian Pacific Northwest. The towing forces are transferred from the prime mover to the trailer through the logs in this configuration. In

the Canadian Pacific Northwest, they use a stinger-steered pole trailer connecting to the prime mover’s rear chassis. The trailermounted bolster is mounted on a turntable, and the pole has a telescopic section that extends as the truck corners. This allows the trailer to self-track, improving manoeuvrability through tight corners.” The EasySteer trailer takes these concepts a few steps further, with a single articulation point under the centre of the trailer ballrace turntable, extending the suspension travel range and creating more even load-sharing characteristics. With the pole connected to the trailer rather than the towing vehicle, EasySteer works in numerous applications, not just logging. Furthermore, because the trailer has a single oscillation

EasySteer has a single articulation point under the centre of the trailer ballrace turntable. The steering pole is connected to the trailer rather than the towing vehicle, meaning any prime mover can tow the trailer.

point, Elphinstone can fit its loadcells for the on-board weighing systems.

EasySteer benefits By connecting the steering pole to the trailer itself, the EasySteer trailer can be towed by a standard prime mover, so no additional investment is required in the prime mover. However, because the steering mechanism results in improved low-speed turning performance, the EasySteer trailer can now potentially be longer than a conventional semi-trailer with more deck length and a greater load volume while still achieving a better swept path than a traditional semi-trailer. The EasySteer trailer axle configuration consists of two axle groups, like a three-axle dog trailer, thereby giving the trailer axles a greater weight capacity of 25.5 tonnes, compared with a conventional tridem axle group with only 20 tonnes found on a semi-trailer. Therefore, using existing legal limits, EasySteer has a potential gross combination weight limit of 48 tonnes compared with 42.5

tonnes for a conventional semitrailer combination at standard mass limits. But even more surprising are the results of a swept path comparison between an EasySteer trailer combination extended to 18.5m and a conventional extendable trailer extended to the same length. The low-speed swept path (LSSP) of the extended EasySteer is 8.67m (level 2), while the traditional extendable requires 9.35m, putting it in the level-3 category. Because of EasySteer’s natural self-tracking ability, when used in a road train configuration, the LSSP improves significantly compared to a traditional road train. “There are significant benefits for operators,” Graeme says, “with increased payload, fuel economy gains from the reduced drag of the trailer and reduction in tyre wear.”

Improved load share “A consideration often overlooked when putting forth new Performance Based Standards (PBS) concepts is

reducing the vehicle’s impact on the road. Because EasySteer has a central pivot point, the trailer’s load is transferred through the pivot point and shared equally across all axles in the EasySteer group,” Graeme explains, adding a quad-concept EasySteer version is in the works. “You would have seen what happens when a standard semitrailer enters a transport depot, and the trailer goes across the gutter at the entrance?” Graeme quizzes. “As each axle in the trailer group passes over the dip in the gutter, the wheels are left hanging in the air. In this case, when the front axle of the trailer is hanging in the air, the two rear axles are now carrying all the load, so if that tri-axle trailer is loaded legally to 20 tonnes, then those two rear axles are carrying 10 tonnes each. As the trailer continues over the gutter, the middle wheel is left hanging in the air, meaning the two outer axles now carry 10 tonnes each, so it continues. “EasySteer behaves differently because of the centre-mounted pivot point. Crossing the same gutter, the front wheels follow

the contour of the pavement because the centre pivot provides additional freedom for the suspension to follow the road profile. Importantly, though, the pressure in the airbags remains the same across the group, meaning that the 25.5-tonne load is shared equally over all three axles. Furthermore, the extra distance between the leading axle and the middle axles means that when the middle axle arrives at the centre of the dip, it is still on the ground thanks to the centre pivot, as the suspension group continues to follow the contour of the pavement out of the gutter.” There’s a pause in the conversation. Graeme is silent for a few moments, then leans forward. “Road owners are also looking for better solutions to reduce the wear and tear on their roads and minimise maintenance costs. Some road owners even question the damage caused by overloaded axles to their roads. We demonstrated a fully loaded EasyStreer log trailer at AusTimber a few years back. Look at the photos of where we’d been turning around over four days. You can barely see where we’ve been.”

Rough and rocky road Let’s rewind the clock a decade or so to better understand the challenges Graeme and his team worked through to get the EasySteer trailer approval. In 2007, after several years of research and development, Australian road transport was introduced to the PBS system for regulating vehicle size and weight as an optional alternative to the then-current prescriptive regime. One of the fundamental

The extended EasySteer has a low-speed swept path of 0.68m, shorter than a traditional extendable.

New Zealand Trucking

September 2023 75

ideologies of the PBS approach is that the system defines what the vehicle should be able to do rather than what it should look like. The upshot of this principle is that the PBS system was expected to facilitate innovation in vehicle design. In practice, the system has yet to be used extensively for developing innovative vehicles. Instead, the biggest number of vehicles approved under the scheme have been conventional truck-and-dog combinations operating at increased gross combination weights. Graeme first displayed an EasySteer trailer at the Melbourne Truck Show in 2012 and demonstrated it at AusTimber later that year. At the time, the NHVR rejected EasySteer’s PBS application because the panel deemed it a belly-axle trailer; consequently, it did not meet the definition of a semi-trailer. However, after much persistence, EasySteer finally received development

approval in mid-2015 after a letter from past PBS manager Rob Di Cristoforo in May 2014 explaining the former panel had made a mistake. Yet, today it’s commonplace to see belly-axle trailers running up and down the highways.

Customer involvment North Queensland transport and logistics company Law Transport, recently took delivery of the first EasySteer with ExpandaSkel deck for its pole transport operation. “My involvement in the EasySteer evolution story commenced while touring around Tasmania with a friend. While travelling through a forest with some particularly tall trees, I happened to mention to him that we were tendering for a new pole-carting contract. I’d been contemplating how a loggingstyle trailer might put me a step ahead of my competitors. My friend suggested I try an

Elphinstone trailer as they are very popular with loggers in Tasmania. After hearing Lance’s requirements Graeme showed him the EasySteer concept. “Honestly, I was rapt. Over the next few months, Graeme and I had regular phone meetings to fine-tune all the details and measurements. Graeme, painstakingly devoted time to assisting us in getting the PBS approval we needed to operate the trailer,” Lance adds. “Our main driver, Shane, loves the thing. One of our other senior drivers, Ken, also remarked on how well the truck handles with the new EasySteer trailer. “We’re saving fuel and carrying more payload. “In fact, I’m in the process of ordering more now.”

Road Test I meet with driver Shane Palmer as the new EasySteer was commencing its third week (at time of writing) hauling poles

from Maryborough, 1500km north, to Cairns. So far, Shane has nothing but praise for the EasySteer trailer, citing a significant improvement in ride quality and handling. “But the biggest difference I’ve noticed is at the fuel bowser compared with the previous standard trailer, Shane says. “The EasySteer uses approximately 178 litres less fuel per round trip, and we’re comfortably achieving a 28-tonne payload.” In the log yard, the EasySteer left no discernible evidence in the dirt of its presence. Furthermore, when pulling around a sharp left-hand rise onto the weighbridge, the EasySteer trailer rolled effortlessly on without any requirement for additional power. The drag of a standard tri-axle trailer would require additional throttle input to pull the trailer around and onto the weighbridge. The Bruce Highway is in terrible shape and undergoing countless roadworks sections. The road’s poor condition provided an ideal opportunity to experience the handling characteristics of the EasySteer trailer. The unique design of the EasySteer sliding-pole system enables the trailer to continue its steering function at high speed. As a result, when the prime mover turned, so did the EasySteer trailer, and it followed almost the same path as the prime mover. Wherever you poked the prime mover’s nose, the trailer faithfully followed. “Look, I’m so impressed with this trailer that I told the boss if he takes it off me, I’m going to find a new job,” Shane quips. “It’s by far the best trailer I’ve ever towed. It’s in a league of its own.”

The future EasySteer has a big future in many applications and is especially beneficial to bulk haulage tasks with high product density. Graeme is licencing his patented EasySteer to other trailer manufacturers to enable a diverse range of applications to enjoy the benefits.

76 New Zealand Trucking September 2023

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New Zealand Trucking

20002-BDS Truck&Driver-Bandag-A4-v1.indd 1

September 2023 77

5/07/23 3:25 PM

INTERNATIONAL TRUCK STOP

LAST FRONTIER THE

Grant Schofield is back with another series of snapshots. This month, he offers up images of Alaskan trucking.

Above: Colville runs a fleet of Peterbilt 389 tractor units pulling fuel tankers with either one or two lift axles. Below: An owner/operator for Alaska West Express photographed heading south towards Fairbanks with an empty fuel tanker. With up to 19 hours of darkness, the extra spotlights and light bars on many trucks are needed in winter. In summer above the Arctic Circle, it is light 24 hours a day, which they call the ‘Midnight Sun’.

78 New Zealand Trucking September 2023

An Alaska West Express owner/operator heading south over the Atigun Pass with a heated van trailer. This is the highest point on the Dalton Highway at 1444m and crosses the Brooks Range.

Big Dreams Transport from Wasilla, Alaska, running doubles on the Anchorageto-Fairbanks route. These long-combination vehicles (LCV) can be up to 29m and gross in the area of 70 tonnes.

‘Big Money’ is the owner/ operator of RGC Logistics, working for Lynden Transport and based in Fairbanks. He runs Fairbanks to Deadhorse and back three times a week on the Elliot and Dalton Highways, a round trip of approximately 1600km. Of these round-trip kilometres, only 600km is sealed (much of it having huge potholes); the rest is a fairly well-maintained dirt road.

Alaska West Express/Lynden Transport is the biggest player on the Dalton Highway, running a fleet of company and contractor trucks pulling reefers, vans, flatdecks, lowloaders, fuel and powder tankers. This Freightliner Coronado is hooked to a 53ft (16m) flatdeck with two axles that can be lifted and steered.

New Zealand Trucking

September 2023 79

AMERICAN CONNECTION

It’s been far too long since we’ve had a dedicated section bringing you trucking content from North America. Now, though, we’ve re-established the connection.

NEVADA’S NIRVANA While in Nevada for the Reno Truck Show, Rod Simmonds investigated some of the state’s more progressive combination legislation.

Story and photos by Rod Simmonds

he US Federal vehicle weight limits are 80,000lb gross vehicle weight (36.28 tonne), 20,000lb (9.07 tonne) on a single axle, and 34,000lb (15.4 tonne) on a tandem-axle group.

Individual states, however, often have different limits. Nevada is one, and you will find high-productivity units running within the state on approved runs. Nevada’s population is just

80 New Zealand Trucking September 2023

over 3 million people (spread across 285,000m2), but it is a major truck and railroad freight route from California to its west to the states further north and east. The state allows a weight limit of 129,000lb (58.5 tonne), using combinations like triples, Rocky Mountain doubles, turnpike doubles, truck and trailer, or truck and two trailers. Combinations are limited to set trailer lengths in combinations, with total lengths of 95ft or 98ft (28.9m or 29.8m). They must be permit-approved. Short pintle hook connections are the norm. And there are no big fluro H stickers to be seen! Axle spacings are all based on the Federal Bridge Formula, and with set axle loads, operators could face some pretty savage fines for being overweight.

Nevada’s motorway network and major arterial roads are built with the larger combinations in mind (that is, there are very few roundabouts…). The state is home to many of the leading retailer DCs in the United States – and the world. The likes of FedEx, Amazon, Sherwin Paints and UPS all have massive DCs based near the crossroads of Reno, and can take advantage of the state’s more productive and liberal rules compared with nearby California. Bulk and heavy freight companies also take advantage of the greater payload, including aggregate, hay, timber, fuel and containers. Unlike California, which is legislating diesel out of the state, Nevada’s proactive search for more productivity shows how it can be done.

Which direction is the industry going? The United States’ biggest-selling truck, the Freightliner Cascadia, powered by a low-emission diesel powerplant, passes by a new Pepsi/ Frito-Lay Tesla semi heavy-electric truck. No doubt, the industry will be sticking with diesel for a while yet.

New Zealand Trucking

September 2023 81

MINI BIG RIGS

The 1:25th-scale replica built by Neil, complete with its bush-spec Caterpillar D8 on the back of the scratch-built MTE three-rows-of-eight swing-wing low loader.

ROZENDAAL

REPLICA F Story by Carl Kirkbeck

With a longstanding driving career in the rural sector and heavy haulage, and a couple of restored classic trucks in the shed, Neil Shayler’s passion has its beginnings as a young fella sitting at the model-truck building bench.

Photos by Neil Shayler

or Neil Shayler, the transport industry is much more than just a form of employment. Neil has been an avid truck and trucking industry fan for as long as he can remember. So when thinking about a new model truck project to build, he didn’t have to look too far – the answer was standing right in front of him every day. He was in charge of the Rozendaal Heavy Haulage K100E Kenworth, complete with MTE three-rows-of-eight widening low loader trailer – and it was just the subject matter he was looking for.

Whangarei-based Rozendaal’s Kenworth K100E, a truck Neil Shayler piloted for the company.

The first step was to build the tractor unit. Starting with an AMT/ERTL K123 Kenworth kitset, Neil shortened the chassis to match the New Zealand spec, and then set about heavily modifying the K123 cab to match the K100E. The interior was reconfigured to right-hand drive, with the dashboard and centre console also modified to resemble the distinctive layout of the real truck. Also in keeping with the build is the yellow Caterpillar iron you will now find between the chassis rails that replaced the old Cummins. Neil’s attention to detail is

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spot on, from using the genuine fleet colour to paint the model through to his layout of the livery and signage. His truly is a very realistic representation of the old K100E. One area where Neil applied a little creative licence was on the roof. This was achieved by custom building a full set of Australian Outback road-train style, over-the-roof air intakes and plumbing. It is a look Neil had discussed with his boss Tony Rozendaal, with both liking it. “I thought, ‘What the heck? I might as well add them to the model and see what they

1) The old K123, now heavily modified to resemble a K100E, mocked up and ready for painting. 2) A coat of Rozendaal blue with white stripes was applied to the cab and chassis, as well as a dose of Cat yellow sitting between the chassis rails. 3) The now-assembled K100E, complete with 90mm JOST fully oscillating turntable from KFS in England. 4) Starting with a clean sheet of 2mm plastic, Neil cut out the elements and assembled the frame. The suspension arms were cut from 4mm plastic for added strength. 5a & b) The geometry of the swing-wing mechanism was a little challenging, but it all operates just like the real unit. 6) The completed trailer mocked up for a test fit just before the paint is applied. 7) The painted elements laid out and ready for final assembly. 8) The swing-wing mechanism, with an application of slight weathering to demonstrate a level of wear and tear. 9) A miniature chain twitch from KFS in England, nicely painted, again with a touch of weathering for added realism. 10) Every detail accounted for, including hydraulic controls and plumbing. Note the load chains stored in the bins, with their hooks clipped onto the edge of the bin.

BUILD-AMODEL TRUCK COMPETITION would look like,” says Neil. When looking over the completed model, Tony asked Neil if he could manufacture a 1:1 fullscale setup for the real truck. It is not often that a full-size truck is modified and made to look like a model truck. Thank goodness for those model-building skills! Finally, it was on to building the matching MTE three-rowsof-eight swing-wing low loader trailer. Those who have been around model trucks for a while will already know that there is no off-the-shelf kitset for this style of trailer. The only way to make a trailer like this is from scratch. So starting with a sheet of 2mm sheet plastic, Neil cut out all the required elements, using measurements and sketches he had drafted from the actual trailer. “The build was mostly straightforward,” he says. “The hinge mechanisms that control the widening of the

It’s time for the Annual Craig Christensen Build a Model Truck competition, and our great friends at Italeri, maker of model truck kitsets, have kindly given us another three model trucks as prizes.

trailer were a little challenging, but it all works perfectly.” The trailer was also painted in the Rozendaal fleet’s shade of blue, this time from a small automotive spray gun. “There was so much area to cover and so many parts, if you used an airbrush you would be forever refilling it,” explains Neil. The finishing touch was to add a little realism by lightly weathering the unit. “I wanted to achieve that used look, but not bush-bashed, you know, as if it has been washed, but there are still dirt stains in the welds of the trailer and the chassis of the truck, just to show a bit of wear and tear. Yeah, it has come out pretty good, really.” We could not agree more. Whether it be 1:24th or 1:1 scale, Neil has an eye for detail built on years of passion for the transport industry.

ast year, we featured Craig Christensen and his incredible homemade model trucks built from items and waste materials found around the home. Inspired by Craig’s ability to create a model truck from bits and pieces, we are again setting the challenge for our budding model-truck builders to see what they can rustle up. We want you to build a model truck and trailer combination from any household items you can find. It can be built in any scale, and also be completely imaginary regarding axle/wheel combinations – let your mind run loose. There will be extra points for the livery design and the colour scheme you choose to adorn your rig. The competition will close at midday on Monday, 6 November, with the winners contacted immediately and the results printed in the December 2023/January 2024 issue of New Zealand Trucking magazine. So, no excuses – you have plenty of time! There will also be a qualified mystery judge to decide the winners. To keep it fair, we will run three classes – up to the age of 6 years, 6 to 12 years and 12 to 18 years. The judges’ decision will be final. The prizes for age group will consist of an Italeri kitset model truck and a New Zealand Trucking cap. They are pretty cool prizes to work for, and we’ve given you plenty of time to get building. So don’t hold back. Send the photos of your build along with the name and age of the builder and the build information to carl@nztrucking.co.nz before the competition cut-off. Happy constructing!

a) Our good mate Craig Christensen is the inspiration for our annual Build-a-Model Truck Competition. b) An example of Craig’s work: a sharp Scania 143 with matching five-axle B-train.

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LITTLE TRUCKERS’ CLUB

HI, LITTLE TRUCKERS! Spring is here! I love this time of the year – the are lambs jumping around, flowers are blooming and the weather is warming up. All this inspired this month’s puzzle, ‘Livestock Transport’. I even got out of bed super early a few times this month to see the gorgeous sunrise. It was so worth it! Do any of you have wicked photos of the sunrise or sunset at your place? Send them through if you’d like to share them. Last month, I went for a ride with James Sladden from Croskery Contracting, Masterton, in the Volvo. It was a great day out learning

about what he and the team get up to. Read the full article in the spring 2023 issue of Little Trucker Down Under!

Colouring competition Don’t forget to send in your entries for the colouring competition printed in last month’s New Zealand Trucking magazine. We’ll announce the winner in the October issue. Feel free to copy mine or get creative. Take a photo or scan your completed artwork and email it to rochelle@nztrucking. co.nz, with your full name, age and location. Congratulations to

JOKE OF THE MONTH

nine-yearold Aiden Haworth, who won the Logo Match competition from the July issue. Further congrats to nine-year-old Corbyn Sinclair, who found the Little Truckers’ Club logo on page 79 of the August issue. Keep an eye on your mailboxes – your prizes are on their 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 wee paragraph telling us about them along with your name and age. We love seeing them all!

The Little Truckers’ Club logo is hidden somewhere in this issue, Find it, and you may win a prize. Email me with your NAME and AGE at rochelle@nztrucking.co.nz

WHY DID THE TRUCK DRIVER SIT ON A CLOCK? TO BE ON TIME!

Aiden’s completed puzzle – awesome work!

FIND A WORD

All the words listed below are related to Livestock Transport. They can be found going across, backwards, upwards, downwards and diagonally. When you find a word, circle it in the grid, then cross it off the list. Can you find them all? I have found the first one for you. Have fun, kids!

Truck Trailer Hills Sheep Cows Pigs Chickens Deer Horses Farmer Driver Yards Mud Rural Woolshed Country Stock Animals

R T M K F A R M E R K N V I N V X

Q Y N T Z B A N L A R U R U J N Z

86 New Zealand Trucking September 2023

S U H R J F B B D C J N E J H M D

T I V U B M D V S V H B V G G Q E

O O U C H I C K E N S V I F F W H

C K J K O V S B A B G N R E D E S

K H G Y R U F N F N F M D U M R L

G F C B S G G M R M D J B D D T O

R D F B E F C O U N T R Y G F Y O

E S U Y S X B Z F C S U N B G I W

L L Y Y M V H J V O D J S U H O P

I H F A K D B D X W F H G J N K O

A Y C R B P E E H S L L I H B J I

R E E D V U Y D Z M B G P N V C U

T I N S K I H H X S L A M I N A Y

ARE YOU TRUCKING ALONG OKAY? IF NOT, LET’S TALK... • Friends • Co-workers • Family

• Doctor • Counsellor • Call or text 1737

Ask someone today if they are trucking along ok?

Well-being checklis t Learn to relax and do things you enjoy Exercise regularly Eat a healthy, balanced diet Get enough sleep Stay connected and keep in touch with families and friends

Get involved

www.trucking.nz for info & resources

Coming soon... harmfreetransport.nz

TRANSPORT | LOGISTICS

tūkino i te waka koreutu

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.

Alexandra Blossom Festival 41st Annual Truck Parade

NZTA and NRC Conference 2024

23 September 2023 Centennial Avenue, Alexandra Contact: info@blossom.nz

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

Technology Maintenance Safety

Kenworth 100 Celebration 3 February 2024 Mystery Creek, Hamilton Contact: Facebook – Southpac Trucks, spt.co.nz

WHAT’S BEEN Southland Hug a Rig, 12 August.

Photo: Gary Bennett

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 August 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 July 2023, by major manufacturer

Summary of heavy trucks and trailers first registered in July 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 July, 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 September 2023

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

First registration of TD heavy First registration of TDclass class heavy trailerstrailers for July, for July, year on major manufacturer yearyear, on yearby by major manufacturer 23 20

10 9 7

6 3

Jul-20

Jul-21

Jul-22

7 7 5

TE S

9 6

11 7

po rt T Tr an s

gh t

Fr ei

Fa irf ax

et t Do m

Jul-19

Ro ad m as t

Pa tc he l

ha uf

ra ile rs

17 16 14 13

16 15

14 13

TM C

1717

M .T .E .

Fr ue

Number of units

Jul-23

Other suppliers of class TD heavy trailers not included above Jul-19 58

Jul-20 54

Jul-21 49

Jul-22 33

Jul-23 34

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 First registration of TD class heavy trailers year to date 2018 – 2023, by major manufacturer 140

100 80 60 40 20

2019

2022

ra ile rs

Tr an s

po rt T

TM C

TE S

2021

2020

Ro ad m as t

Pa tc he l

2018

M .T .E .

ha uf Fr ue

er gh t Fr ei

Fa irf ax

et t

Do m

Number of units

120

2023

Other suppliers of class TD heavy trailers not included in above Jun-18 350

Jul-19 314

Jul-20 240

Jul-21 280

Jul-22 271

Jul-23 295

New Zealand Trucking

September 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 between 1 January 2018 and 31 July 2023 by purchase year

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

230,924

Total kilometre RUC distance purchased (All types)

954,781,461

Total value of all RUC purchases (All types)

$134,389,589

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,204,803,262

$2,249,341,814

1 Jan 2022 – 31 Dec 2022

17,683,361,155

$1,710,831,998

1 Jan 2023 – 31 Jul 2023

10,654,787,316

$947,888,888

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Dec 2022

13,375,038,937

1,114,586,578

1 Jan 2023 – 31 Jul 2023

8,027,650,093

1,146,807,156

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

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

94 New Zealand Trucking September 2023

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

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

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

Average monthly RUC purchases for year (All RUC types)

RUC purchases July 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

September 2023 95

INDUSTRY COMMENT

A call for improved roading infrastructure:

SECURING OUR

ECONOMIC FUTURE Op-Ed by Greg Pert

ith more than 35 years of industry experience and as head of a major freight logistics company, I understand the intricacies of moving goods from one point to another across the length and breadth of Aotearoa New Zealand and beyond. Our task at its core is simple yet essential: to transport the items that power our economy, from the food on our tables to the machinery that drives our industries. And to do this, we need roads – reliable, efficient, and well-maintained highways. The efficiency of our highway system is directly tied to national productivity and economic health. Reading National’s Transport For the Future announcement, there’s a glimmer of hope. National seems to understand that the need for improved roading infrastructure has never been more urgent, as laid out in its Roads of National Significance. One of those roads is the critical artery of SH29. In short, this highway is the lifeline between our country’s largest port and the rest of Aotearoa. It is not a niche issue but a national concern affecting everyone in this country. We need SH29 to be a priority. National gets that. Waka Kotahi, not so much. Its business case providing staged

improvements to SH29 over an almost 30-year timeline is a real poke in the eye. The SH29 chokepoint isn’t just an irritation for truckers or an inconvenience for motorists; it’s a real barrier to our country’s productivity. Every minute a truck sits idle in traffic, we lose potential growth. The longer goods are in transit, the slower our economy moves. Lost time can never be regained, and its cost is high – financial loss, missed opportunities for development and increased costs passed on to the consumer. I’ve heard all the arguments to get trucks off the road. But the reality is that while rail and maritime modes have distinct merits – rail for bulk commodity products and ships for long hauls – neither can replace the doorto-door service provided by road transport. However, as our infrastructure ages and congestion increases, the transport industry is strangled, its once brisk pace slowed to a frustrating crawl. Imagine a pipeline that delivers water to a bustling city. If that pipeline is narrow, rusted and prone to leaks, the flow of water is diminished. It’s the same with our freight corridors. If they’re congested, poorly maintained and inadequate for the volume of traffic they carry, the flow of goods is reduced. The cities and towns at the end of these corridors receive less, slowing

their economic growth and hampering the national economy. A nation’s economy depends on the efficient transport of goods. In the country’s case, an investment in our roading infrastructure is an investment in our economic future. We must prioritise expanding and modernising SH29, creating a dedicated freight corridor that can meet the demands of our growing economy. This is not a nice-to-have but a necessity that, if left unaddressed, will continue to sap our productivity and economic vitality. To mitigate these challenges, I call upon all of New Zealand’s leaders to act. I urge them to view the enhancement of our roading infrastructure not as an expense, but as an investment (and do your numbers). We must explore innovative solutions, consider public-private partnerships and marshal the resources needed to revitalise SH29 and our other vital freight corridors. Improving our road infrastructure will ensure the free and efficient flow of goods, stimulate our economy and secure our nation’s prosperity. In an era of unprecedented challenges, we cannot afford to let this issue slide. Waka Kotahi, the time for action is now.

Greg Pert is director of Tranzliquid, a bulk petroleum and specialised container cartage business based in Mt Maunganui.

96 New Zealand Trucking September 2023

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BUSINESS PROFILE

UDC’S LONG HISTORY

with the Trucking Industry You may be familiar with the name UDC Finance. But do you know what the company is all about, including its strong links with the New Zealand trucking industry?

DC is one of the largest finance companies operating in New Zealand. It is also New Zealand’s largest non-bank lending institution. UDC began in 1937 with the simple idea of providing industrial finance to New Zealand businesses. It remains UDC’s core business over eight decades later. “We’ve been around for a long time, more than 85 years,” explains Morgan Strong, UDC’s general manager commercial. “We help Kiwi businesses grow by providing them with the funds they need for vehicles, plant, equipment and machinery. UDC is homegrown, and that is why we’re proud to be New Zealand’s finance company.” UDC has grown alongside the businesses that have built New Zealand’s economy – in sectors such as forestry, agriculture, manufacturing and, significantly, transport. “Road transport and the New Zealand trucking industry is a core focus for UDC, and we have a huge amount of experience and expertise in this space, as you can imagine after over 85 years in the business,” says Strong.

“We understand that operators are looking for finance that allows them to grow and upgrade their truck or fleet, but the key is that it has to suit their business needs. We’re able to draw on our extensive knowledge and offer flexible, tailored solutions to operators.” So, what does UDC offer that might be worth considering for your business? Finance is available for all transport operators – from owner-drivers to large transport operators with vehicle fleets. UDC has commercial managers nationwide, from Whangarei in the north to Invercargill in the deep south. “We’re more than happy to come out to your premises to talk to you about your finance needs,” explains Strong. “We do this because we want to learn more about your specific operation so we can offer you the best package for your business. We’re very proud of our association with the New Zealand trucking industry, and we want to continue being part of the industry’s success.”

Some of the benefits UDC offers are: • competitive interest rates • flexible terms and seasonal repayment options • low or no deposits with a repayment schedule tailored to your cashflow or other business needs • the opportunity to spread the cost of your vehicle or equipment over its economic life • using your asset as security, which lets you focus your cashflow on other business needs.

Morgan Strong, UDC’s general manager commercial. Contact details for all UDC commercial managers, as well as further information, including an asset finance calculator, can be found on the UDC website.

udc.co.nz | 0800 200 UDC This article is a general market commentary and does not constitute financial advice. UDC Finance Ltd lending criteria, fees, standard terms and conditions apply to any loan.

98 New Zealand Trucking September 2023

INDUSTRY UPDATE

OEX air-conditioning courses coming to New Zealand OEX air-conditioning industry training courses take place this September in Auckland.

he OEX one-day courses are conducted by Grant Hand, one of Australasia’s leading trainers in vehicle climate-control systems. With 20 years’ experience, Grant has operated his own business, Automotive Training Solutions, and is in demand in the resources sector, training technicians on heavy equipment air-conditioning systems. Three courses are available: the Basic Course – Fundamentals of Automotive Air Conditioning; the Advanced Diagnostic Course – Analysis of Automotive Air Conditioning; and Earthmoving & Agricultural Air-Conditioning Systems. Each course spans eight hours over one day.

COURSE DETAILS BASIC COURSE Fundamentals of automotive air conditioning This is a crucial course for all automotive technicians, whether you are new to the industry or just haven’t had the opportunity to undertake comprehensive system pressure/temperature diagnostic training. With the considerable variation of systems currently on the market, gauge recognition alone can no longer be relied upon to analyse charge rates or perform system diagnostics.

ADVANCED DIAGNOSTIC COURSE Analysis of automotive air-conditioning systems This course is an extension of the Basic Course. It covers full diagnostic techniques for all automotive and air-conditioning systems currently fitted to road vehicles. This is an essential programme for anybody involved in the service and repair of automotive air conditioning systems. Comprehensive diagnostic manuals are provided, specifically addressing TX valve, expansion (orifice) tube systems and variable displacement compressors. This course also utilises a considerable amount of supervised practical and group work. Earthmoving and agricultural airconditioning systems

COURSE DATES AND LOCATION: Waipuna Hotel & Conference Centre 58 Waipuna Road, Mt Wellington, Auckland Fundamentals of Automotive Air Conditioning Saturday 23 and Sunday 24 September Analysis of Automotive AirConditioning Systems Monday 25 September Earthmoving and Agricultural AirConditioning Systems Tuesday 26 September

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100 New Zealand Trucking September 2023

This course is dedicated to diagnosing and evaluating mobile air-conditioning systems used in off-road applications. These systems often differ from ‘ordinary’ automotive systems as they can often suffer from pressure drops, flow restrictions, incorrect pipe sizing and/or poor design that limit the capacity, especially in high-humidity conditions. This course specifically addresses diagnostic procedures, pressure/temperature analysis, performance evaluation, capacity and efficiency analysis. For more information or to book OEX air-conditioning industry training courses, please contact Paul Findlater on pfindlater@gpcasiapac.com or call 027 264 0486.

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KNOWING YOUR TYRES

TREADWEAR AND DAMAGE Vipal Rubber presents valuable information to help you get the most from your tyres. This month, we look at more examples of treadwear and damage.

PART 4

etermining the reasons that put tyres out of service is vital to transport companies because of the investment tyres represent. To protect your investment, Vipal highlights some causes of tyres’ demise.

Loose belt Appearance: The tread and edge of belt are loose. Probable causes: Low pressure and/or excessive load. Actions: Remove tyre from service. Precaution: Avoid overload and check tyre pressure regularly.

Rapid wear on both shoulders

Chipping tread Appearance: Tread surface with numerous small flakes or cuts. Probable causes: Operation of tyres on unpaved roads or on gravel; wrong tread design for the application and over-inflation. Actions: Consult your tyre dealer/retreader to select the correct tread design for the application and adjust pressure accordingly to the load. Precaution: Check tyre pressure regularly, remove any stones in the void of the design, and respect tread-depth limit established by the transport company.

102 New Zealand Trucking

Break skid/flat spot wear Appearance: Localised spot of excessive wear on the tread design. Probable causes: Aggressive use of brakes. Actions: Remove the tyre from service and return it to Vipal retreader for inspection. If the damage is not into the tyre belt, it can be repaired or retreaded. Precaution: Perform maintenance on the brake system, and review driver training programme.

Appearance: Full rib wear on both shoulders faster than the centre of the tread design. Probable causes: Low pressure or excessive load. Actions: Calibrate tyre pressure according to that suggested by the tyre manufacturer. If wear reaches the TWI, remove the tyre from service and return to Vipal retreader to inspection. Precaution: Check tyre pressure regularly, calibrate tyres when they are “cold”. Conduct visual tyre inspection to identify early issues.

September 2023

NZT 23

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A Changing World Conference 2023 New ways of monitoring and measuring compliance, permitting and fatigue were in the spotlight at this year’s Transporting New Zealand conference. Last month, we looked at politics and economics. In this issue, we delve into regulation and discuss Waka Kotahi’s permitting system, livestock drivers’ fatigue management, and the panel session with WorkSafe, Waka Kotahi and New Zealand Police.

From left: Mike Flat (CVST), Paul West (WorkSafe), Dylan Hunt (Waka Kotahi), Dom Kalasih (Transporting NZ).

Nature and number of compliance infringements Panel discussion facilitated by Dom Kalasih

DYLAN HUNT, senior manager of safe commercial transport, regulatory services, Waka Kotahi Hunt says regulatory strategy articulates the new way of working as a real-world regulator. “It means we work with people so they understand the rules and how to be safe, taking action where we need to and basing our decisions on best data, insights and evidence. It’s about reducing risk and preventing harm,” he says. “As the lead regulator for land transport in New Zealand, our purpose is to ensure the land transport system is safe, effective and functions well for everyone.” Hunt says New Zealand’s transport landscape involves many trades over multiple industries and sectors. “Of the 108,000 current transport servicelicence holders, approximately 38,500 are considered active. This is broken down into goods and service licences, large passenger service, small passenger service, rental

104 New Zealand Trucking September 2023

service and vehicle recovery licences. “We also know that 30% of those active TSL holders are in the Auckland region, with Canterbury and Waikato both coming very close behind.” Waka Kotahi implemented the new Safe Commercial Transport Operating Model in July 2022. “It is designed in a way to help us shift from being purely reactive to a model where we can target risk proactively,” Hunt says. “The model shifts the focus from reacting to compliance issues after they’ve already happened, going from the ambulance at the bottom of the cliff to a place where we’re at the top of the cliff, understanding and preventing harm before it happens,” he says. The operating model is made up of four prongs: proactive, reactive, portfolio and monitoring. “We gain a better picture of the industry, and we will be able to provide that information back to the sector. Once we’ve completed it for a year, we’ll have a good

data set to be able to refer to,” Hunt says. “For us to be different, we’re going to have to think differently and approach things differently and be more collaborative with the industry.” PAUL WEST, health and safety inspector, WorkSafe Vehicles are one of the most significant causes of injuries to people at work in New Zealand, with 60% of fatalities in the workplace. West says the entire industry must focus on the basics. “We are having a massive focus on just getting the basics right in the inspectorate. So, when you see us, you’ll be seeing people who will be looking to see if you have maintenance systems in place to look after your vehicles, your fleet, fatigue management, alcohol and drugs,” he says. “Fatigue management, as you all know, goes so far beyond the work-time rule. Are you taking steps to ensure people aren’t doing secondary jobs? What are you doing

to make sure that the drivers in the vehicles are fit for duty when they’re out there? “One of the large areas that we still deal with are people who are impaired on the road.” West says there are two primary arms to WorkSafe. “The majority of the inspectorate is what we call the general inspectorate. They do the proactive work. They’re out there; they’ll come and visit. They will usually make an appointment, and they’ll look through, order and assess,” he says. “Worst-case scenario, you get myself or one of my team coming to visit, and at the moment, that is usually because somebody has died.” West says if you look beyond speed and inattention, you’ll find factors like maintenance fatigue and traffic management causing the issue. “Real basic things that we can control, and we can influence,” he says. “If you can take that back to your colleagues, to your workplaces and push

some of these real basic controls and look at not just having those controls in place but making sure that they’re effective and that’s from the top down, that will make a difference.” Senior sergeant MIKE FLAT, area manager Auckland and Northland CVST, New Zealand Police From January 2022 to 30 April 2023, 2398 HPMV crashes were entered into the Crash Analysis System. Most of those crashes were minor or no injury. A total of 315 were death and serious injury crashes. “Loss of control appears to be the most common factor at 47%,” says Flat, who works with the New Zealand Police Commercial Vehicle Safety Team. “Fatigue and distraction, we believe, are the two main causes,” he says. “Our role in enforcement on the road is to ensure that people get home safely. Roading conditions contribute massively to that. “Increasing use of speed cameras, technical inspections, the enforcement of

powers and service and risk regulations, are all things we can do in this area. “Obviously, police checks and enforcement still need to be done, but it starts with you guys. We can’t do it alone. And as I said, it’s all about people’s lives and people coming home.” Flat says the CVST team has had drivers report their bosses over safety concerns. “It’s got to the point where some drivers are so frustrated that there are operators out there putting their people and others’ lives in danger. “The truckies themselves are ringing up and asking me to send my team out to pull them over, which we will oblige,” he says. “People blame truckies for a lot of stuff. We encourage you to send through any video you may have showing others on the road to us. We take this very seriously, and we will follow these up and hold people accountable because it’s not just affecting car drivers, it’s affecting truck drivers as well.”

Waka Kotahi permitting system

Riccardo Areosa, programme manager, Waka Kotahi, gave an update on the transport agency’s heavy-vehicle permitting system. “When we look at the volumes and growth of the permitting product over the past couple of years, it highlights that although we had Covid, transport didn’t stop; it just showed the importance of freight and transporters,” Areosa says. He says there’s been exponential growth in the past couple of years of high-productivity motor vehicles (HPMV), including 50MAX. “We saw a dip in new vehicles and combinations coming into the industry with the borders being closed. But those numbers have come back as components have come back into circulation,” Areosa says. “It is a struggle trying to balance the demand and the compliance activities as well, but we try to keep operators honest. “Our custodial duty is to ensure that the system is safe, the vehicles are compliant, and our infrastructure is protected. It’s the key for pivoting our infrastructure protection and overall general operator compliance.” In the Q&A portion of Areosa’s discussion, he was asked if councils understand how much more damage is done by a sevenaxle unit than a nine-axle. “We do share that info, and we produce guidance for councils.

Whether they apply that guidance is another matter, but I do know they face the same skills constraints as we do. “It’s just sharing that information and trying to upskill those decision-makers within the councils to say what the impacts are, the opportunities, and what’s currently on their roads,” he says. “There are 67 different types of permits, but there’s probably something more we could do to help councils and support them to make better decisions.”

New Zealand Trucking

September 2023 105

A Changing World Conference 2023 Livestock drivers’ fatigue management pilot programme Rachel Lane, from Fit for Duty, spoke to delegates about driver fatigue management within the livestock sector. “Livestock Fatigue Management is a pilot programme that we have been running with some livestock operators. We believe it’s an innovative way to monitor and measure the effects of what’s called an alternative fatigue management scheme,” she says. “AFMS schemes have been around for a long time, but we’ve got an opportunity to maybe move it forward.” Lane says research identified that there’d been a high number of breaches of work-time rules and driving over standard hours – largely as a result of the unpredictable and dynamic nature of the sector. “How do we better manage this? Is there something we can do differently instead of just handing out these fines and continuing the same way? Largely, these breaches were because of unforeseen circumstances.” The pilot programme asked drivers if they thought the current work-time rule actually helped manage fatigue. “Would it be any surprise to you to know that they believe that it doesn’t?” Part of the pilot – AFMS 1 – allowed drivers to vary their rest breaks, to be able to take a rest break when they’re feeling tired. “I don’t believe that just simply sticking to that work-time rule is enough to manage and mitigate the risk of fatigue,” Lane says. “One of the biggest things we’ve noticed is the success of the AFMS 1 in allowing drivers to choose to have a rest rate when they feel tired.” AFMS 2 allows drivers to put in a request to extend their working day up to an additional two hours to give them provision for when unforeseen circumstances arise. “Unfortunately, because of the way electronic logbooks are structured, anytime you deviate from the rule, you are in breach. We needed to make sure that we had a system and a solution that meant we were still capturing all that information so we can audit it. We can report on it and do all those good things. “Our approach consisted of three integrated platforms that were designed to collect real-time fatigue data to enable the drivers and the dispatchers and the supervisors to make

106 New Zealand Trucking September 2023

informed decisions as to whether a particular driver could vary their rest time breaks or have those extended hours.” Lane says the pilot has given insight that they’ve never had before. “Typically, when you are talking about fatigue, it’s either retrospectively or you are looking at camera footage and saying, ‘Oh, yes, that was probably fatigue’. “Or if you ask a driver, ‘Hey, how are you feeling?’, they’re largely gonna say, ‘Yeah, I’m feeling pretty good,’ right? We are not very good judges of our own fatigue,” she says. Lane says a survey in the initial stages of the pilot asked drivers why they might be breaching the work-time rule. “What was really important to them, and certainly one of the things that compelled me to be part of this programme, was animal welfare,” Lane says. “Making sure that we are doing something better for those animals was really, really important to us. And you can see by the response here that it was very, very important to the drivers as well. I’m sure it’s quite distressing for drivers when they’re seeing animals in distress and yet they’ve got to just keep pushing on because they’ve got these work-time restrictions.”

THE FUTURE IS SUPER CHANGING THE WORLD OF TRANSPORT

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It’s tough enough out there! There’s no denying that it’s bloody tough out there. I seldom cross paths with an operator who hasn’t experienced some contraction in volume in the past quarter or more. This environment typically leads to aggressive rate-cutting, but it doesn’t have to.

lthough volumes are down, far too many operators seem determined to try and drag down rates to match the reduced demand. It’s as though a pile of special calculators have found their way into circulation among operators across our great land – for here we find ourselves rewriting our cost and margin equations. Where 1 + 1 + 1 + 1 once equalled 4, these fandangle new calculators now allow it to equal 3. What on earth is more desirable than doing that same task, from which you only ever managed to eke a modest return, but now doing it for less? Surely the definition of living the dream! Yep, I can well appreciate what desperation does – the preparedness to do whatever it takes to keep your wheels turning. But, to do so via a method so detrimental to the overall state of the industry and that again drags hard-foughtfor rates back to prehistoric levels does years of damage in one fell swoop. What perplexes me most is that the ratedropping I’m seeing and hearing of is at such extreme levels it makes life pretty unpleasant for the new recipient of the volume; literally a lose-lose situation all round. I’ve previously delved into the topic in these columns, but I again raise the idea of working collaboratively with our peers rather than aggressively attacking them for little gain. What short-term synergies might exist to drive greater efficiency and value across the network instead of resorting to ye olde classic cost-cutting machete approach? I’ve seen some great examples where fleets have used other fleets’ off-season capacity to bolster their in-season capacity. Peak

milk season is perhaps the country’s best example of this collaboration and network utilisation at play, where tanks seem to find their way onto all manner of chassis combos in the name of keeping the milk flowing in the right direction at the right time. The magnitude of this task is immense, and one suspects simply wouldn’t function (with the same cost-efficiency) were it not for collaboration during this heightened period of liquid logistics. As I’ve also mentioned, now’s the time to be innovating, putting in the groundwork for more buoyant times ahead. This is a time when we do have time to review, reflect, think and plan a creative way forward to overcome and look beyond the hurdles we might currently be facing. Better yet, it’s a time to engage someone external (whether a peer or someone in a more professional capacity) to provide third-party insight and context and challenge your perspective or plans. My experience leading Delivery tells me that most operators already have the answers; they need the space to focus and

think about the ‘tomorrow’ challenges – something extremely difficult to do when glued to dealing with yesterday and today. So, take five, and list those top few obstacles currently occupying the greatest amount of your mental span and think about who you might know that could lend an ear or help you dissect those issues and how to change the narrative moving forward. The chances are you have people in your

My experience leading Delivery tells me that most operators already have the answers; they need the space to focus and think about the ‘tomorrow’ challenges… network that have either been through the challenges or might be going through them right now. Make use of the adage about a problem shared being a problem halved. It’s tough out there, but by using today wisely, we can ensure tomorrow doesn’t have to be quite so tough.

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.

108 New Zealand Trucking September 2023

NZT 23

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TRUCKERS’ HEALTH

FADS AND FICTION When presented with exciting new ways to supposedly lose weight without much effort or by removing entire food groups from our diet, we often go down that road rather than the tried-and-true path of everything in moderation.

ow do you know if you are genuinely improving your overall health or are embarking on the latest fad diet? There are a few telltale signs or red flags to look out for when starting a nutrition plan.

1. Removing entire food groups? If the diet asks you to do this, you are not on to a winner. Every macronutrient group (carbs, fats and proteins) is important in your diet. For example, protein is good for muscle growth and repair; carbohydrates are great for energy and brain function; fats help protect organs and lower cholesterol and blood pressure. If we were to attempt to remove one altogether, we would lose many benefits that the macronutrient provides. It also is not sustainable over a long period. It’s important to know the difference between simple and complex carbohydrates – simple carbs (white bread, doughnuts and pizza…) provide instant energy but burn off. Fast and complex carbs (rice, oatmeal…) give slow-burning, sustained energy. There are also good fats like avocado and nuts and bad fats like deep-fried and takeaway foods. Diets that prescribe you should have fewer simple carbs or less bad fats take a healthier approach rather than trying to eliminate the entire food group.

2. On a time frame? If a diet is prescribed for a specific timeframe, the diet is probably not sustainable or suitable for you long term. I think that starting something that you don’t intend to continue for long-term health benefits is pointless. I don’t recommend short-term crash diets as they can lead to binging, leaving you worse off than when you started.

3. Dramatic before/after photos? Before/after images are a popular way to sell diet plans and regimes, they grab attention

110 New Zealand Trucking September 2023

and quickly hook you in. It is only natural to want to transform yourself with a wellness regime but be mindful of the trickery around before/after images. Firstly, these images are often stolen from other products, and the person in the images hasn’t even done the advertised diet plan. Secondly, the images can be manipulated. I would never take them at face value.

4. “It worked for my friend” Although word of mouth and seeing people you know transform before your eyes is an extremely powerful referral system, it isn’t always what it seems to be. Firstly, every person is unique, and what worked for your friend may not necessarily work for you. They will have a different metabolism and body composition. We are not all on an even playing field… I have friends who barely work out and eat quite unhealthily who will always be slimmer than me. How you look doesn’t always accurately reflect your level of health. I had many clients considered larger framed who completed full Ironman events, which is an extremely difficult feat. By all means, try something that worked for friends or family, but be realistic and mindful about achieving the same results.

it is unsustainable and will negatively impact your mental health. Being social and enjoying your friends and family is an important part of life, and I’ve seen it too many times in clients refusing to go to a pizza night and missing out on the whole social experience. No ‘dream’ body is worth sacrificing important time with loved ones.

7. Will it realistically work around your lifestyle? This is a massive consideration before starting a nutrition plan. If you work an extremely physical job and the diet requires you to live off meal replacement shakes, it will not be a practical solution. Or if the diet involves a lot of heated meals or meals that aren’t easily eaten on the go, this may be difficult for people who don’t have easy access to cooking facilities. The overarching question you must ask yourself is, ‘Can I see myself still doing this in two years?’ If the answer is no, don’t bother starting. Choose something you can tailor around your lifestyle and the foods you enjoy. ‘Everything in moderation’ is overused, but it is bang on the money. You must balance your food options with highly nutritious versus less nutritious foods. Make sure that 80% of the time you eat wholesome, nutritious foods and 20% of the time you have less nutritious ‘treats’ to balance your diet and satisfy cravings, and enjoy your life and be social.

5. Is it celebrity endorsed? Just because a celebrity’s face is splashed all over a diet plan does not always mean it’s not legitimate or well thought out. Celebrities are often paid large sums to be involved in ad campaigns, and they may not prescribe to the advertised diet. They also may very well have private chefs and personal trainers and get loads of extra help to look the way they do.

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HEALTH AND SAFETY

WORKER PARTICIPATION – some changes

One of the fundamental pillars of the Health and Safety at Work Act 2015 is worker participation, ensuring workers have a voice in the workplace for their – and others’ – health and safety. There are now some changes to be aware of.

orker participation is considered in two forms. The first is engagement. Engagement requires workers to be given health and safety information about a matter promptly and that workers can be involved in the decision-making processes of the business as far as they relate to that matter. The second is more formal and requires the PCBU to have practices that allow a reasonable opportunity for workers to participate. Previously, there have been differences in the way the PCBU manages this, depending on the industry or level of risk a PCBU operates in, and the number of employees the PCBU has. In June this year, the Health and Safety at Work (Health and Safety Representatives and Committees) Amendment Act was passed into law. The changes increase workers’ access to health and safety representatives and safety committees.

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All businesses must now initiate an election if a worker asks for a health and safety representative. The process for this has not changed and is likely to be outlined in your health and safety manual. The second change is that a business must establish a health and safety committee if a health and safety representative or five or more workers request one. Note that businesses are not required to establish health and safety representatives or safety committees unless requested by a worker.

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

112 New Zealand Trucking September 2023

NZT 19

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LEGAL LINES

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What to do in a

TRAFFIC ACCIDENT Being involved in a traffic accident can be stressful and frightening. If you are unlucky enough to find yourself in this situation, the best way to deal with it is to be prepared.

Keep calm and carry on When you find yourself in a traffic accident, you will be in a state of shock. The best thing to do is to try and remain calm. Just take your time and remember that whatever happens from here, you are still alive.

Safety assessment The next thing to do is ensure you are okay and that everyone else is too. Check if anyone is hurt and has any injuries, including yourself. Any injuries must be reported to the police within 24 hours. If someone is injured or trapped inside a vehicle, but there is no immediate threat or danger, call the police, fire service or ambulance and leave the person where they are until emergency services arrive. If the vehicle or vehicles are still driveable and it is safe to do so, move them to the side of the road and out of the way of oncoming traffic. Make sure to take photos before moving the vehicles for insurance and police purposes. Once this is done, turn on your hazard lights, which will alert other drivers to the fact that there has been a collision. It is an offence to fail to stop and ascertain whether any person has been injured and render assistance after an accident. If a person has been injured or killed and you fail to stop, the maximum penalty is a fine of $20,000, five years’ imprisonment and

114 New Zealand Trucking September 2023

If the vehicle or vehicles are still driveable and it is safe to do so, move them to the side of the road and out of the way of oncoming traffic. Make sure to take photos before moving the vehicles for insurance and police purposes. disqualification from driving for at least a year and a day.

Documenting events If the accident involves another person’s property, do not accept blame until the police and your insurer assess the situation. To ensure they have the best picture of the situation, remember that it is good to draw a picture and take photos of the scene for evidence. Record as much information as possible, such as the date and time of the accident, where it happened, the road conditions, the speed you were travelling,

Insurance Once all the above has been taken care of, you will need to contact your insurance company and explain to them what has happened. This is the best way to put your mind at ease, knowing that your insurance company will handle everything from here, and they may even provide you with a courtesy car in the meantime. Typically, they can assist with arranging the towing of your car and find a mechanic to fix your vehicle. If your car has been written off, you will receive a payout to purchase a new one.

F F

No insurance If you do not have insurance, an accident may be a sign to invest in the future because now you will have the burden of handling everything yourself. Make sure you find a reputable towing company and repairers to help with the aftermath. If another car was involved, then you and the other party will need to figure out who will be paying and agree on a sum. If this cannot be resolved, the matter may need to go to the Disputes Tribunal to be determined.

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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any things will cross your mind at the time of an accident. Am I injured? Have I harmed anyone? How expensive is this going to be? What will I do now without a car? Did anyone see how this happened? These handy tips will help you navigate your way through this challenging time.

the speed you think the other driver was travelling and how you think you ended up in an accident. Ask the other driver/s involved for their contact information, their insurance details, their driver licence number and the make, model and registration number of their vehicle. If there are any witnesses, ask them if they can wait until the police arrive or take their details down and contact them later.

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Advancing the trucking industry through

INNOVATION AND SAFETY

he New Zealand Trucking Association and National Road Carriers are set to host the TMS (Technology, Maintenance and Safety) Conference, a ground-breaking twoday conference and exhibition on 13 and 14 March, 2024, in Christchurch at the state-ofthe-art Te Pae Convention Centre. This much-anticipated event aims to bring together key industry stakeholders to explore and promote the latest advancements in technology, maintenance practices and safety initiatives to enhance efficiency and make the entire industry safer. The Te Pae Convention Centre, with its huge indoor exhibition space and ultramodern conference facilities, provides the perfect setting for this significant event. The conference will include a wide range of sessions and discussions, each designed to equip business owners, senior managers, workshop managers, health and safety champions and HR personnel with the necessary knowledge and tools to tackle the challenges facing the trucking industry. Embracing new technologies is one of the core themes of this conference and will be centred around new and emerging technologies that are transforming the trucking landscape. Participants will be able to engage with industry-leading experts and witness demonstrations of cuttingedge technologies, such as autonomous driving systems, electric and hybrid vehicles, telematics and advanced fleet management

solutions. These innovations have the potential to revolutionise logistics and transportation, making operations more efficient, sustainable and cost-effective. Efficient maintenance is critical for ensuring the longevity and safety of trucking fleets. During the conference, experts will share insights into best practices for truck maintenance, highlighting preventive measures that can significantly reduce downtime and repair costs. This will enhance the reliability of vehicles and optimise fuel efficiency and reduce emissions, contributing to a greener and more environmentally responsible industry. Safety remains a top priority for the trucking industry, and this conference aims to shed light on the latest safety initiatives and practices. Participants will gain valuable insights into strategies for minimising accidents, reducing driver fatigue, implementing driver training programmes and adopting safety technologies like collision avoidance systems and driver monitoring tools. The goal is to create a culture of safety that benefits drivers, other road users and the community. This conference is a unique opportunity for industry professionals to connect and collaborate. Business owners, managers and safety champions can network and share their experiences and challenges. This exchange of knowledge and ideas can lead to powerful collaborations, allowing participants to learn from one another and

collectively drive positive change within our industry. The benefits of the conference will extend far beyond the two days of presentations and discussions. The insights gained and connections made during the event will likely lead to a domino effect of positive change within the transport sector. The connections may lead to future partnerships, joint ventures, or collaborative initiatives among industry players. This collaborative approach to problem-solving will enhance efficiency and foster innovation within the sector. The TMS Conference is a pivotal event that promises to shape the industry’s future. It aims to empower industry professionals with the knowledge and tools they need to drive positive change within their organisations and the entire sector by focusing on new technologies, maintenance best practices and safety initiatives. As the industry embraces innovation and prioritises safety, it will move towards a more efficient, sustainable and safer future. Don’t miss out on this unique opportunity to be part of a conference that will set the course for the future of trucking. Register now to secure your place and explore exhibition space and sponsorship opportunities available for those seeking to significantly impact the industry. For more information, contact bill.james@trucking.nz

“Safety remains a top priority for the trucking industry, and this conference aims to shed light on the latest safety initiatives and practices.” 116 New Zealand Trucking September 2023

TMS CONFERENCE2024

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Event Co-Manager: Paula Rogers (NRC)

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Membership Services

carol.mcgeady@trucking.nz +64 21 252 7252

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James Smith chief policy officer

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Costs all heading in the

WRONG DIRECTION

s the cost of international freight trends back towards pre-Covid-19 rates, with capacity and stability returning to the oceans and skies between New Zealand and the rest of the world, there may be little relief for New Zealand importers and exporters as domestic transport costs rise. Significant increases across a range of cost inputs threaten the viability of many carriers, and with no cost decreases to mitigate them, the reality is domestic freight charges will increase. A typical New Zealand carrier has had a 23% increase in costs in the past 12 months alone, as all the input costs have increased with no indication that any will fall in the foreseeable future. Labour, tyres, maintenance, finance, overheads and fuel have all increased. The temporary reduction in road user charges (RUC) had shielded carriers from the full weight of these. But with that relief ending in July, the real impacts are now hitting the balance sheets. More pain will come as ports increase their charges for road and rail container movements. The recently announced reset of the cost of carbon credits will flow through to operators, with no viable alternative lowcarbon options commercially available. Every time a speed bump is installed, it slows traffic on a key freight route, increasing costs. Whenever a loading zone is removed, increasing the delivery time,

118 New Zealand Trucking September 2023

the cost increases. Every time the official cash rate goes up, the costs increase. And when someone else in the supply chain looks to recover their margins from the carrier, the costs increase. Unless there are substantial changes to increase productivity

to mitigate, the only option is to pass these increases on. National Road Carriers urges anyone making a change that will increase costs also to show a corresponding change that mitigates it.

There are far too many cases where either wellintended policy targeting decarbonisation or a lower road toll has resulted in increased costs being applied to our industry. With nothing put in place to mitigate, the only option is to pass these increases on. and efficiency, all of these increases will flow through to further fuel the flames of inflation. New Zealand needs a productive and efficient domestic freight network. Our domestic network is either the first or last link in a very long supply chain and with so many costs beyond our control, New Zealand must remain alert to the consequences of any input cost increase. There are far too many cases where either well-intended policy targeting decarbonisation or a lower road toll has resulted in increased costs being applied to our industry. With nothing put in place

• If you are increasing a booking fee at a port, can you show a corresponding decrease in the time the carrier spends collecting the container? • If you are removing a loading zone, what are you doing to still allow the business that relies on it to get deliveries? • Putting in a climate tax? What alternatives are available? As we navigate a period where our economy is slowing down, the impact of cost increases will be felt quicker, and carriers’ ability to absorb will be limited.

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Let’s encourage

INNOVATION AND TECHNOLOGY

echnology has brought massive change for the better in our industry. The saying ‘Don’t let those who say it can’t be done interrupt those who are already doing it,’ certainly applies. Road transport operators have consistently demonstrated their ability to innovate and develop new solutions over the years. But some of the current legislation and rules and regulations are lagging behind and creating a barrier to the adoption of the very technology that can help manage our challenges. Here are some of the ways in which technology is making a positive difference – and areas which could do with some improvement.

Fuel technology Diesel engines emit CO2 (carbon dioxide) and NOx (nitric oxide) gases. However, modern lean-burning diesel engines are far more fuel-efficient than older models, and diesel itself is cleaner than it was even a decade ago. The industry is already demonstrating leadership and innovation by investing in new technologies. An example is Invercargillbased HWR, which has introduced dual-fuel hydrogen-diesel hybrid trucks to its fleet. The engines work by using clever fuel injection, so they can run on 30% to 50% green hydrogen. According to HWR, one dual-fuel truck running an average of 384km per day can eliminate 200kg of carbon emissions per day. If all of New Zealand’s fleet were to transition to dual fuel, millions of kilogrammes of carbon emissions would be eliminated each year. HWR chief executive Anthony Jones says the dual-fuel project will significantly impact the road transport industry.

Vehicle technology Battery Electric Vehicles (BEVs), also known

120 New Zealand Trucking September 2023

as ZEVs (Zero Emission Vehicles), are already proving efficient, especially on shorter routes, for example, in cities where smaller heavy vehicles dominate. Larger long-haul electric trucks are under development but still seem a way off. Their cost premium is a barrier, but there are some exciting developments. Watch this space. One of the current setbacks is entirely avoidable. Batteries increase vehicle weight, proving a barrier to adoption because the smaller trucks require Class 2 driver licences rather than the car licence required for their diesel equivalent. Transporting New Zealand is seeking an interim blanket exemption and change to the Land Transport (Driver Licensing) Rule. There are also opportunities to increase productivity by increasing cubed and gross weight. Fewer, larger trucks on the road would also produce fewer emissions. Allowing increased axle weights and powered axle technology could also encourage the take-up of more environmentally friendly vehicles, so a change really would make sense.

Vehicle and driver safety Unquestionably, all vehicles have become safer. New technology, in the form of blindspot and lane departure warning sensors, help prevent accidents. Driver impairment is still a major risk factor, so better risk management of driver fatigue is another positive development. In-cab cameras that monitor driver reactions have been available for some time. Now there is technology that can assess driver cognitive performance, and that, along with other countermeasures, is being trialled in the livestock sector. Again, legislation must keep pace with technology; therefore, we are seeking more flexibility in the worktime and logbook rule, especially for the livestock sector (see page

106), to manage unexpected circumstances such as delays caused by weather, accidents, road closures and ferry delays. Dashcam footage has also recorded some shocking incidents of dangerous driving, including cars overtaking on double yellow lines or blind bends. Transporting New Zealand is currently working on sharing this footage with the police. If car drivers know beforehand that they will be recorded and prosecuted for dangerous driving, it should act as an effective deterrent.

Improving financial literacy and the bottom line Another old saying goes, “If the wheels are turning, you’re earning.” But are they turning as efficiently as possible? Business sustainability depends on being on top of the game when it comes to managing costs. Software programs make the process easier and make a real difference to your business’s bottom line. An example is Transporting New Zealand’s new Cost Model Tool, which is available free to members. To find out more, please get in touch by emailing info@transporting.nz, or see our website, transporting.nz. Technology continues to evolve and contribute to potential solutions to manage our most significant risks: climate, safety, and commercial sustainability. Despite our reputation as a technology-taker, our industry is not waiting. A diverse range of applications, from engineering hardware to spreadsheets, is now available. Let’s make the most of them. I also firmly believe that transport operators are more than happy to take on new technology as long as it makes good sense, which ultimately means there’s a positive return on that investment, and that often means it’s supported or paid for by the procurer of the transport services.

Servicing Cardan shaft park brakes A new method for testing Cardan shaft park brakes (also known as transmission type park brakes) was introduced on 1 December 2022. Service providers must be able to correctly diagnose, maintain and adjust these brakes to the manufacturers’ specifications in order for them to pass the new in-service test, especially if they have already failed. When servicing a Cardan shaft park brake, the following steps should be followed: • Only use lining materials that are recommended by the manufacturer. The linings for Cardan shaft park brakes tend to be a softer compound than normal service brake linings. • Brake drums and shoes may need to be radiused in the same manner as other drum brakes. • Some burnishing of the linings will help to bed in the new parts.

• Cables, linkages and actuators must move freely and be correctly adjusted, especially if a bell-crack is used. • Brake shoe to drum clearance must be minimal but not induce any drag. • Always refer to the manufacturers’ specifications.

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

THE LAST MILE

WHAT ABOUT US?

s I started to write this column, my thoughts were interrupted by the unmistakable sound of a Rolls-Royce Merlin V12. I went outside to see a World War II Spitfire almost directly overhead. A quick lookup of the Warbird registry told me that this particular example was built in 1944 in England and served in the Royal Air Force and the Italian, Israeli and Burmese air forces before undergoing a complete restoration in New Zealand. It’s a pity we don’t hear the sound of these magnificent machines more often, thousands of individual parts working together in perfect harmony. But it does make me wonder what it must have been like in England and other locations from 1939 to 1945, where these sounds were more than a daily occurrence. It also makes me wonder what the New Zealanders who built, serviced or flew these planes back then would think of New Zealand now. Surely many would question whether their efforts were all worth it. The scenes we saw in Opotiki of an open display of Nazi symbols by Mongrel Mob members escorted by the police, while law-abiding

citizens were held back, would surely bring tears to the eyes of anyone who served to rid the world of such behaviour.

I do think, though, that it is more than a bit hypocritical of this government to claim how excited it is with this project given that when the National government first mooted it as a Road of National Significance, the Labour opposition labelled it the ‘Holiday Highway’.

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How good was it to finally see the Pūhoi-toWarkworth section of the Northern Motorway open? I guess it is yet another example that good things eventually come if we wait a while. I do think, though, that it is more than a bit hypocritical of this government to claim how excited it is with this project given that when the National government first mooted it as a Road of National Significance, the Labour opposition labelled it the ‘Holiday Highway’. And I have not seen a comment from the Greens, especially Julie Ann Genter, about how excited the Greens are that the project is completed.

An article attributed to a Stuff reporter published in The Post on 16 June, headed Sectors hurting most in economic squeeze, caught my eye. As the title suggests, the writer discusses those sectors of the economy that, in his opinion, are, or are likely to, feel the biggest impacts as the economy contracts. He lists these sectors as: banking and financial, construction, the primary sector, retail sector, mining and business services. I read through this several times to see if I had missed something, but nowhere could I find any reference to the roadfreight sector. Yet, as we all know, road freight supports how each of the sectors goes about its business and, in turn, these sectors impact the road-freight business, and some sectors have more impact than others. Perhaps I should not be surprised that our industry is not mentioned. We are not good at selling ourselves, especially in the world of academia. We just get on with the job expected, and if one operator falls by the wayside, another is ready to pick up the pieces. Not long ago, we had a single industry voice, the Road Transport Forum, which used to be the industry champion seeking out opportunities to ‘sell’ the industry and its services whenever possible. For reasons that I still cannot understand, we now have multiple organisations purporting to represent the industry but who appear to be on widely diverging paths, and it’s the industry that is suffering. Unless we have a surprise sprung on us, 14 October is election day. While the colour of your political persuasion is a personal choice, the most important thing is that you exercise your right to vote. Failure to vote is to neglect your duty as a citizen and diminishes your right to criticise the election’s outcome. Perhaps this should also apply to those who don’t pay for the use of our roads. If they don’t pay to use them, they should have no right to criticise how the money collected is used. The Accidental Trucker

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