New Zealand Trucking October 2021 by NZTrucking

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OCTOBER 2021

TRUCKING

NEW ZEALAND

OCTOBER 2021

2 . L O V . 4 L EVE

S K C U R T OLD

! E L RU

Official magazine of the

LEGENDARY SCANIA SERVICE MADE ESPECIALLY FOR YOU

Scania Whangarei

Scania Wiri Scania Drury

Broshmik Trucks Limited Performance Diesels

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Scania Rotorua

East Coast Heavy Diesel

Parts & Services East Coast Heavy Diesel

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We’re open for business NZ wide! Make sure you call in for a visit at your local branch if you need to book in a service, want to enquire about merchandise, or just have a few questions – we’ll be there ready and waiting. Alternatively call us on 0800 SCAN1A.

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MADE FOR NEW ZEALAND

An Upper Clutha Transport FH16 Volvo glides up to Raes Junction in Otago, a famous point in New Zealand’s trucking subculture.

Big gear in the big country. Southland Machine Hire’s R730 Scania runs the flanks of the Clutha River on a stunning winter’s day, with an over dimensional on board.

CONTENTS

EDITOR

Dave McCoid Ph: 027 492 5601 Email: editor@nztrucking.co.nz ASSISTANT EDITOR

Gavin Myers Ph: 027 660 6608 Email: gavin@nztrucking.com For all advertising enquiries: Matt Smith Ph: 021 510 701 Email: matt@nztrucking.co.nz Pav Warren Ph: 027 201 4001 Email: pav@nztrucking.co.nz SUB EDITOR

DIGITAL MANAGER/CONTENT

Tracey Strange

Louise Stowell

CONTRIBUTORS

OFFICE ADMINISTRATION

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

Georgi George PUBLISHER

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

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Ricky Harris ART DIRECTOR

John Berkley

www mytrucking com

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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 Further details and online complaints at www.presscouncil.org.nz SUBSCRIPTIONS / RATES:

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WATCH TH E VIDEO O N YO U TU BE

THE

REST 6 Editorial 8 Road Noise – Industry news 44 Just Truckin’ Around 46

Top Truck – Orini Origins

58 The Way We Were – Timebooks 60 Rust in Peace 62 Liveries Gone but not Forgotten 64 Aussie Angles – Tasmanian DAF 68 International Truck Stop – A positive outlook 72 Wanaka Memory 74 New Rigs 78 New Bodies and Trailers 82 Rhino Photo Comp 84 Mini Big Rigs 86 Little Truckers’ Club 90 What’s On/Cartoon

EAST COAST ANGEL Going Back in Time

94 Moving Metrics 98 Special Report – Covid crisis 100 Industry Comment – Napier/Taupo update 102 Product Profile – FatigueM8 104 Truckers’ Health 106 Health and Safety 108 Legal Lines 110 NZ Trucking Association 112 Transporting New Zealand 114 The Last Mile BROU GH T TO Y OU B Y

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EDITORIAL

WE’VE DONE IT AGAIN

elcome everyone to the October issue – and we’ve done it again. The last time we had a nationwide level 4 lockdown, we ran Mark Amer’s Mack SuperLiner on the cover as a marker of a world gone bonkers and a memory of simpler times. We had a massive response to the May 2020 issue. People loved it and it sold out in many places. When the government decided on August 17 that everyone should retire to the confines of wherever once again, while they embarked on another round of ‘boost our debt’, we all looked at ourselves in the office and said, “Shall we?” So, we have. This time there’s a bit of a tweak. Our cover story format remains the same but, in this issue, we trace the journey of a particular truck through its various owners. What a truck and what wonderful folk who have their name on the ownership papers. Back to reality. The country has done really well in this level 4 – not. If you read last month’s editorial, written in the hours following the announcement, you’ll know I’m not convinced this economic disaster was unavoidable. For anyone

believing the economy’s been going ‘great guns’ up until August 17, my only response is that when five million people owe the thick end of $100,000 billion with a $5 billion per annum hole in their regular earnings, not to mention a global supply chain in tatters, it’s never great guns. Then, of course, when we started, we had the opposite scenario to last time. In May last year, we started with most roadside facilities for truckies closed, and those supporting the industry in their various capacities contributed in some way to getting things open. This time, the facilities started open and were progressively closed in front of truck drivers’ eyes. The government decided it wasn’t going to talk much to the industry some time ago, so it was what it was. Then there’s the absolute requirement to keep as much of the economy as possible functioning while our largest city of scale is indoors, and here we are with only one interisland ship operating. Yes, shit happens, usually at an inopportune time, and I understand we are getting new boats. But like all infrastructural shortcomings in our recent history, that replacement project has taken too long, and here we are scrambling. Thank

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goodness for Big Jim’s gamble all those years ago. Speaking of scrambling – the vaccination programme. The government is still stoic in defence of elimination, refusing to admit it’s now folly – not that eliminating a fast-spreading virus among mammals is ever an option – and that Covid-19 is here to stay. As I write this, it is releasing Auckland to level 3, allowing hundreds of thousands of people back to work. It’s now about preserving an economy and way of life – not that the government will tell you that. The way we’re going to do that with the least clinical impact is vaccination. Personally, I haven’t met an anti-vaxxer yet. I’ve chatted to plenty who claim to be, but my argument is Covid-19’s nowhere near a big-enough killer to lay claim to such high ground. Were this pandemic a bird variant spawned from some hideous intensive chicken hatchery in a seedy corner of the world, or had Ebola discovered how to float through the air, each with kill rates in the low to mid 20%, then tell me you’re an anti-vaxxer, and I’ll have to respect your stance. It’ll be lunacy, but I’ll respect it. What we’re seeing here is just the West being the West. People forget that a huge proportion of us owe

our very existence to some form of modern medicine. Yes, choice is important, but as we teach ‘littlies’, every choice has consequences. If you’re vaccinated, great. If you are not, then there should be a requirement for some form of compulsory health insurance, paid for via self, or a tax levy. If you refuse that, then fine, choice is important, but on your release from hospital in the event you recover, the bill you receive should be eyewatering. Your choice: you can’t have your cake... The reality is that at the moment, we’re consigning our grandkids to a staggering bill without a second thought or giving a toss for them – something we can’t keep doing.

Dave McCoid Editor

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ROAD NOISE NEWS

COUNTRY ROCK FESTIVAL TO DISPLAY 100 BIG RIG TRUCKS

p to 100 trucks and 400 cars will be on display at next year’s Hootnanny Country Rock Festival. Event organiser Noddy Watts says the event is a celebration of the country culture inspired by cowboys, cowgirls, pick-up trucks, boots, hay bales, tight jeans, beer and open spaces. Held over three days, the event will take place at the Thames Racecourse from 15 to 27 February 2022. This includes the USA & Australian Country Car & Big Rig Truck Show on Saturday 26 February. Special interest USA and Australian cars and any big rig truck (no trailers) can enter. “We included the USA & Australian Country Car & Big Rig Truck Show into the festival as we know they provide a real spectacle and draw the crowds and add to the atmosphere,” said Watts. “Cars must arrive before 9am while trucks will assemble at a location in Kopu before 9am. They will then convoy into Thames and parade through the main street and finish at the Racecourse by 9:30am,” he said. “The public gates open at 10am so all vehicles will be inside the venue and set up before the crowds enter. But the public get the added bonus of seeing the truck parade in Thames first.” Cars and trucks can pre-enter only at www.hootnanny.co.nz. Public ticket sales can be bought from the website and there will be a limited number of general admission tickets on sale in Thames from December.

8 New Zealand Trucking

TOP TRUCK 2020-2021 WINNER IS PERFECT IN PINK

osh Hart and his new ‘Bullying Stops Here’ Western Star 4864 is the 2021 Top Truck of the Year. Josh walked away with the win, receiving more than twice the number of votes than the next favourite during voting, which ran from 13 August to 12 September on the New Zealand Trucking website. And with good reason, too. His Hart Haulage Western Star spreads an essential message, joining Josh’s original pink Western Star in the family-run fleet. Why pink? Well, what better colour to juxtapose with the ‘brawny’ image of trucking and the anti-bullying messages Josh spreads as

October 2021

he traverses the country? It’s an important message and an eye-catching way to encourage conversation. Josh and Hart Haulage are supported in their mission by Penske New Zealand, Transfleet Trailers, BroLube, Wrapped Auto Signs and Haddock Spray Painters and Panelbeaters. As ever, the Top Truck of the Year competition is supported by the good folks at Power Retreads, who will award Josh a new set of retread drive tyres valued at up to $4500 for the Western Star. Rochelle Thomas of Auto Art by Rochelle will also provide a bespoke painting of the winning truck based on the Top Truck poster printed

with the August 2021 issue. These prizes, along with the 2020-2021 John Murphy Memorial Top Truck of the Year plaque – awarded in memory of the former editor of New Zealand Trucking magazine – will be presented to Josh as soon as Covid-19 lockdown restrictions allow. The presentation will feature in a future issue. Congratulations to Josh and the team at Hart Haulage. Well done to all the other trucks in contention this year, and a huge thanks to everyone who voted. Scan here to watch our man Carl giving Josh the good news!

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ROAD NOISE NEWS

NEW OWNERS FOR KRAFT ENGINEERING

he new owners of trailer manufacturing business Kraft Engineering have one goal in mind – to do what they do and to do it well. Founded in 1978, the Ngongotaha, Rotorua-based Kraft Engineering was the brainchild of Graeme Kelly, who after 43 years decided it was time to hand over the successful business. James Worsnop, owner of used truck dealership NZT Group, along with partner Colin King, will take over the reins October 1. Speaking to New Zealand Trucking magazine, James says he was motivated to buy Kraft Engineering because he wanted to be involved in something where he could

have full control over the entire manufacturing process. “After selling trucks, I wanted to be able to be involved in the entire end-to-end process,” he says. James says going into partnership with Colin, who he says is “extremely capable”, made sense because he had the same view. “From the warranty to design, the delivery, the backup – we want to provide a really good service from one end to the other.” Kraft Engineering has cemented its place in New Zealand’s manufacturing industry, designing, building and maintaining engineering equipment for the country’s logging and transportation sectors.

James and Colin both bring a strong background in the transport sector to the business, with James’ experience in customer relationships complementing Colin’s design and manufacturing expertise. James brings 18 years’ experience in truck sales, including 13 years with Scania, while Colin has had extensive manufacturing experience with a brief stint at Evans Engineering and 28 years with Patchell industries, where he was fortunate to work with the likes of Ian Patchell and was

trained by the two legendary Petes. Colin has also had the privilege of working with Graeme Kelly at Kraft for the last 12 months. “We want to look after our existing customers, do it well, and deliver on time. We want to start off slowly and get it right, and keep our existing loyal customers happy,” James says. He says Graeme has done some brilliant work in the industry and has left them a fantastic opportunity with a great team of people.

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NEW MD FOR SCANIA NEW ZEALAND

afael Alvarenga is the new managing director for Scania New Zealand, beginning 1 September 2021. Alvarenga succeeds Mattias Lundholm, who recently returned to Sweden following a three-year stint in the managing director role and launching Scania New Zealand into the New Zealand market. Scania significantly expanded its footprint throughout New Zealand last year with a stable of 24 nationwide service centres, of which 10 are Scania New Zealand branches and 14 are independent approved service centres. “I am excited to start my new chapter with Scania in New Zealand and pick up where Mattias has left

off,” said Alvarenga. “I look forward to continuing the growth and success of the New Zealand business and experiencing the Kiwi culture.” Alvarenga has worked in the automotive industry since 1996, spending eight years at Volkswagen Passenger Vehicles in Brazil before joining Scania Latin America in 2004. For the past four years, he has been the services director at Scania India. His career with Scania has seen him perform in a variety of roles across application engineering, sales, KAM and most recently, services. In 2005, Alvarenga graduated as an engineer, and in 2011 received an MBA in Business Management. He comes to New Zealand with his wife and three children.

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ROAD NOISE NEWS

NEW DATE FOR ROAD TRANSPORT HALL OF FAME GALA

he 2021 New Zealand Road Transport Hall of Fame gala dinner has been shifted to 12 November 2021 due to disruptions caused by the latest Covid-19 lockdowns. This year’s event, which takes place at Bill Richardson Transport World in Invercargill, is expected to host 500 guests and will see six recipients enter the Hall of Fame. Tickets are still available for the main gala dinner, at $250 per person including dinner and drinks. “This time around, we have decided to change things up a little bit when it comes to the Past Inductees and Sponsors event,” the event

organiser has said. “Normally held the night before the main gala dinner event, in 2021 we would like to extend a warm invitation to this informal cocktail party catch-up for all attendees who are in town. This will be held also at Bill Richardson Transport World.” The event is sponsored by Mobil Delvac 1, Sime Darby Motor Group, Bridgestone,

Mobil Oil NZ Ltd, Transport Trailers, Wynn Williams, VTNZ, Teletrac Navman, and IAG.

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ROAD NOISE NEWS

$24.3 BILLION INVESTMENT FOR NZ LAND TRANSPORT SYSTEM

aka Kotahi New Zealand Transport Agency has announced a $24.3 billion programme of investment for New Zealand’s land transport system over the next three years. The investment covers 11 separate areas in the 2021–24 National Land Transport Programme. NZTA chief executive Nicole Rosie said NLTP investments are designed to give effect to the strategic priorities outlined

in the Government Policy Statement for land transport. “The transport investments in Nga Kaupapa Huarahi o Aotearoa aim to deliver the greatest possible benefits for people and communities across New Zealand,” she said. “They’ll help make our transport system safer, more sustainable and make key routes more resilient to help keep people, businesses and communities connected.” Rosie said the announcement represents

more investment than ever before in the land transport system. “And will make significant investment in legacy projects in our main urban areas that will support growth, help with economic recovery and set New Zealand on the path to transition to a sustainable economy through record investments in public transport and walking and cycling,” she said. The investment covers the following areas:

• Northland $751 million • Canterbury $1.2 billion • Wellington $3.1 billion • Manawatu/Whanganui $1.3 billion • Hawke’s Bay $376 million • Gisborne $209 million • Auckland $7.3 billion • Waikato $1.5 billion • Bay of Plenty $1.4 billion • Taranaki $447 million • Nelson, Marlborough and Tasman $289 million • West Coast $178 million • Otago/Southland $1.1 billion

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ROAD NOISE NEWS

CONTAINERCO TO PURCHASE FOUR EV TRUCKS

hipping company ContainerCo has announced it will proceed with investment into engineering and technology projects as the Covid-19 pandemic continues to disrupt normal shipping patterns. As well as additional yards, rebuilds and a search to acquire additional land in Auckland, Bay of Plenty and Hamilton, the company will support the development of a One-Stop Modal depot management and will commission four new EV trucks in the next five months. A year-long trial of these systems at a ContainerCo depot in Auckland demonstrated that the software is a significant step

forward, eliminating manual processes and enabling increased depot automation. “We have trialled an EV truck for over a year and the new units will offer better range and driver comfort,” said ContainerCo managing director Ken Harris. A further four are to be delivered in 2022, and it is expected the programme will continue. While shuttle operations are the primary design use, in the future units are expected to be able to cover freight legs between Hamilton, Auckland, and Tauranga. Harris said much of New Zealand’s export cargo requires refrigeration or dry containers of a particularly

high standard and around 30% of all container movements into and out of the country are to reposition empty containers. “The last 18 months have however been challenging with lockdowns and other public health measures disrupting port activity,” he said. “Disruptions of ports has slowed ship movement, and the loss of container shipping capacity has been estimated by experts to be 10 to 14% while predictions of a global freight downturn proved incorrect.”

With reduced shipping capacity and demand for cargo slots high, the supply and relocation of empty containers has become a problem and container depots have quickly filled up with unneeded dry containers. “It is costly and frustrating for importers, freight forwarders and transport companies when they are unable to return containers to designated container parks,” Harris said. “It can be an even worse problem for exporters if the supply of containers suitable for exports is disrupted.”

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ROAD NOISE NEWS

REVYRE STEPS UP NEW PARTNERSHIP

EVYRE Australia and New Zealand has partnered with Project Portfolio Management as it looks to step up a gear in the waste tyre sector. According to REVYRE, the memorandum of understanding with PPM brings a highly capable team with the right values, project management and operational capabilities in the mining and heavy industrial sectors to support REVYRE in realising its strategy. Last year, InfraCo and

Energy Estate announced the REVYRE joint venture – a partnership dedicated to addressing the global endof-life tyre disposal problem. Since then, significant progress has been made for REVYRE’s first facilities in both countries and gaining support from potential feedstock providers. “REVYRE has entered the market at the right time to provide a global best practice solution to mining companies who continue to argue that burying or dumping tyres

is the only viable option for them,” said Shaun Zukor, chief executive at REVYRE. “We now know the REVYRE re-processing solution is economically viable, environmentally sustainable and helps tyre manufacturers keep their costs in check as natural rubber demand and risks rise,” he said. “This is good news for mining companies and provides a good incentive to stop dumping tyre waste at the expense of the environment and

communities.” REVYRE recently announced its plan to raise funds to support the rollout of several priority plants across Australia and New Zealand. The company is currently in discussions with interested parties and is hoping to achieve financial close for the first sites within the next 12 months. New Zealand Trucking magazine reported on the REVYRE operation and recycling operation in the April 2021 issue.

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SEMICONDUCTOR SHORTAGES CONTINUE

he commercial transportation industry could be facing significant semiconductor shortages through to at least the end of 2021, according to new research from ABI Research that shows order boards will soon extend to 2022. TSMC, the world’s largest chip contractor, expects strong demand and potential shortages going into 2022, with Intel anticipating an industry squeeze for up to two years. “Connectivity, security, and integration are key elements of commercial transport today. Upwards of 17 computer modules are needed for a heavy-duty vehicle and everything from safety systems to engine control and telematics are impacted by these semiconductor delays,” said Susan Beardslee, principal analyst, supply chain management and logistics at ABI Research. Mack Trucks had to suspend some of its production periodically over the last month, Daimler included a warning in its recent earnings report, and Volvo Trucks

warned of future disruptions to its production. Telematics providers must determine how to address an estimated 650,000 devices remaining on 3G as of last quarter. “Despite continued shortages and delays, suppliers may have options to pivot to alternative products, confirm true demand, and in some cases, pass on the costs of increased demand and need for flexibility,” Beardslee said. “Where this is not possible, new contractual agreements and terms may be needed to redistribute risk, finance needed equipment and adopt more integrated, real-time supply chain solutions.”

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TRT REFRESHES ITSELF

RT has unveiled a brand refresh, including a newlook logo and tagline. ‘TRT, for the long haul’ is replaced by ‘TRT, Made Possible’. The company says the new tagline reflects the innovation developed in the crane, transport and infrastructure sectors in Australia and New

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ROAD NOISE NEWS I N T E R N AT I O N A L

US TRUCKING INDUSTRY BETWEEN A ROCK AND A HARD PLACE

pplication rates for trucker jobs in the United States are falling, despite big increases in job advertisements, according to a US recruiter. In a blog post on Trucks.com, Oliver Feakins, president of All Truck Jobs, a job recruitment site for truck drivers and carriers, said application rates were falling despite a 100% increase in trucking companies on its board, and job counts increasing by more than 30%. Feakins said the drop in applications showed drivers are being selective in their job choices. “The demand for their skills is at a fever pitch and companies who want to stay competitive are rolling out generous pay packages and more home time to attract them,” he said. Prior to the Covid-19 pandemic, Feakins said trucking companies in the US had been “growing at aggressive rates”. However, once lockdowns started,

companies saw available freight dry up and many carriers had to lay off drivers, while some companies went out of business. “This created a surplus of drivers fighting for limited jobs,” he said. According to a Bureau of Labor Statistics report, 88,000 jobs disappeared in the truck transportation sector in April 2020, a 6.2% year-over-year decline. According to Feakins, there is frustration amongst motor carriers trying to hire drivers. “Some trucking companies blame the extended unemployment benefits for the lack of driver interest. In some cases, the government’s additional unemployment compensation amounts came within 30% or even exceeded potential driver income,” he said. He expected to see a significant shift in the hiring and recruiting trends of truck drivers as the economy expanded, unemployment compensation contracted and supply chain issues were corrected.

“Carriers need to understand that the shortage is real, and they need to align expectations and become competitive to thrive,” Feakins said. “Trucking companies that fail to meet the demands of the market will have to spend far more money to hire or fail to staff their trucks and move their freight. Just like the pandemic, this is something that the industry is navigating together, and nobody is immune. I believe it will take many years for the market to correct itself.”

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ROAD NOISE NEWS I N T E R N AT I O N A L

HINO UNVEILS FIRST XL8 FUEL CELL ELECTRIC TRUCK

ino Trucks has revealed the first Hino XL8 prototype for the American market, powered by a hydrogen fuel cell electric drivetrain. “It’s amazing what our team has been able to accomplish in a relative short period of time. I know our customers are going to be extremely impressed with this fuel cell electric truck,” said Glenn Ellis, senior vice president customer experience, Hino Motors USA. “We are looking forward to validating the performance, reliability and efficiency of our hydrogen fuel cell electric system in the XL Series chassis.” Bob Petz, senior vice president of vehicle and parts sales, Hino Motors USA, added: “From our Project Z announcement last October, we have received significant interest from customers, and now we have something tangible to show them in our prototype FCEV.”

DAF XF BAGS HAT-TRICK

he new DAF XF has been named Fleet Truck of the Year at the Motor Transport Awards in the United Kingdom. It becomes the first truck to scoop three successive titles. The hat-trick of successes for DAF Trucks also sees the XF claim four wins in six years, while posting a 20th category win for the DAF and Leyland brands since the first edition of the awards in 1986. “This latest victory is a true testament to the quality and overall performance of the truck that it continues to win against tough competition. When combined with our exceptional dealer and aftersales service, the XF is an undeniably appealing business proposition, and our New Generation DAF will continue the trend,” said DAF Trucks UK managing director, Laurence Drake.

From left: Alexander Armstrong, host of the MT Awards; Laurence Drake, managing director DAF UK; and Steve Hobson, editor of Motor Transport magazine.

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METRO BRIEFS

Rivian Automotive has signalled a public offering at about a US$80 billion (approximately $113 billion) valuation ahead of production of its R1T electric ute, spotted testing in New Zealand earlier this year. The California start-up got a big boost when Amazon ordered 10,000 of its electric vans. The R1T ute is tipped for a 640km range at its launch, and will sell in New Zealand.

DANCE OF THE SEVEN REVEALS

orget spy photos, Ford has finally published a teaser photo of the 2022 Ford Ranger, due for unveiling later this year. There have been no details of the new ute’s interior or powerplant, but the 3.2 diesel will be discontinued. Instead, there will be two diesels, one petrol and a new plug-in hybrid powertrain. The latter will run on pure

Ford’s plug-in hybrid Transit Custom is now available to order, with the network having completed the relevant technical training. Now priced from $78,990, it is eligible for the government $5750 Clean Car discount rebate. The plug-in Transit Cargo will be available in 2022. Mitsubishi New Zealand has ordered more than 5000 model-year Triton utes to arrive this year. Chief operating officer Daniel Cook says more than half of its customers work in infrastructure, trade or agriculture. The order should buffer them against anticipated supply issues, and the inevitable price rise once the feebate scheme comes into effect on 1 January 2022.

24 New Zealand Trucking

electricity for about 50km before reverting to hybrid running. That means those regularly driving less than 50km per day will rarely need to visit a fuel pump, while longer trips won’t lead to range anxiety. Combined fuel economy is tipped at about 3.0l/100km, with the 2.3litre turbo plug-in hybrid expected as the most likely powerplant. Buyers should also

expect plenty of in-cabin tech – likely, a large infotainment screen plus a 12-inch screen with trip and speed information in front of the driver. Wireless smartphone mirroring is a given. The Ranger will also get FordPass connect allowing drivers to start their ute remotely, monitor the vehicle’s condition, and unlock/lock from a distance.

Clean air, clean energy for last-mile deliveries SEA Electric says its electricpowered 300-45 is a gamechanger. Designed and built in Australia, the 4.5-tonne truck can be driven on a car licence, and power characteristics from October 2021

NEW VANS METRO BRIEFS

VW’s Caddy Cargo has a redesigned skin, with a new-look head and tail lights. Tweaks to the front suspension aimed at its predominantly metro-based drivers promise quicker turning at less effort. Features include new radio and optional satnav, the latest multi-function steering wheel and even gesture control. The updated Caddy Cargo is priced from $39,500.

DAILY DRIVER Auckland’s Titus Transport has taken delivery of this new Iveco Daily 35-180 Hi-Matic. Fitted with the Euro-6 turbodiesel engine, it develops 134kW (180hp) and 430Nm, which drives the rear wheels through a ZF 8-speed automatic gearbox.

the 127kW, 700Nm power system are tuned to suit stopstart urban traffic. The company is pitching the truck for last-mile deliveries. The unladen range is up to

Features: AEBS + City Brake, adaptive cruise control with queue assist, electric handbrake, automatic climate control, leather steering wheel, heated and suspended driver and passenger seat, open storage with inductive

250km, with fast charging taking less than two hours. Given that the tare is 2.5 tonnes, body and freight can add up to two tonnes on a maximum length of 4820mm.

phone charging, LED headlights with auto highbeam control. Operation: Delivery Driver: Various Salesperson: Trevor Wills

Not yet familiar with hybrid or EV tech? One benefit is reduced maintenance – there’s no oil to change, for starters. Then there’s braking. Lift off the throttle downhill, and forward motion turns the motor, generating power to top up the battery and also acting as a brake, thus reducing wear on discs, drums, and pads.

All ancillaries, including refrigeration units, can be converted to pure electric, making it ideal for fleets aiming to lead the environmentallyfriendly field. It’ll also benefit

employees, drivers and warehouse staff – as it’s silent, and gives off neither fumes nor vibrations. The SEA 300-45 is available in New Zealand via SEA Electric’s Otahuhu, Auckland, facility, with the price on application depending on specification chosen. SEA marketing manager Jacque May says: “On average, we have found that the upfront price premium compared with a conventional truck will be paid back over four to five years of service.”

New Zealand Trucking

October 2021 25

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EAST COAST

PART I

ANGEL

Think of iconic trucks, and it’s often the driver or paint scheme you recall. But a truck’s true measure starts at the spec sheet. Get this right, and the rig goes from iconic to legendary. This month, we look back at the life of a rig close to 20 years old and how whanau, friendships and business dealings nearly 40 years ago are today responsible for its front-line placement. Story by Carl Kirkbeck

Photos by Dave McCoid and as credited

ith a length of about 2000km, stretching from 34° South down to 47°, Aotearoa is, as the name describes, the Land of the Long White Cloud. Beneath those clouds is a landmass a touch under 270,000km2, with some of the world’s most diverse terrain. With valley floors through to alpine peaks, it’s fair to say our little slice of Eden is far from heaven for the vast and

varied fleet of mechanical horses plying its roads. Over the years, many marques have made their way to our fair shores as operators looked for a solid build that would survive all our unique topography could throw at it. We are now spoilt for choice, with probably the most interesting mixed bag of heavy-duty truck brands available in the world. Sure, some marques have fallen by the wayside over the years,

but we still have an array of options, especially when you consider the modest size of each year’s new-truck market. Covered with vast stands of exotic pine forests, from the Raukumara to the Ruahine Ranges, the North Island’s eastern flanks present a formidable trammel for both harvesters and truckers alike. Any would-be log-truck operator attempting to conquer this natural fortress, may well find confusion reigns

when determining the logtruck spec that fits best. Ask locals for advice, and they’re likely to point you directly towards the longstanding silver, green, and white fleet of Pacific Haulage in Gisborne.

First to see the light In 1985, a call was made for interested parties to transport logs from the Patunamu, Maungatu and Wharerata

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October 2021 27

An early Pacific Haulage LW Kenworth loads trial stems from the Sunrise Logging skid site at Maungatu. Photo: Alan Paulson.

A very youthful Fleet No.26 in her original Pacific Haulage livery. Sharp! Photo: Paddon collection.

28 New Zealand Trucking

October 2021

forests, deep in the interior of the East Cape. Answering this call were great mates – Graham Manson, Mike Treloar and Calvin Paddon. The three worked as mechanics at the Rotorua branch of Caterpillar agent Gough Gough & Hamer. They were looking for a business opportunity and challenge, so they uprooted themselves and moved to Gisborne. This was the genesis of Pacific Haulage. Realising the nature and severity of the terrain they were about to grapple with, they drew upon the knowledge they had gained working in and around local logging crews and operators in the central North Island. Kenworth appeared to be the vehicle of choice. So the decision was made to purchase an older LW and a handful of W-models, already rigged with log equipment, and head into the bush. These early units worked hard and proved themselves immediately. Basic but bulletproof. As the trucks aged, the

factory fitted Cummins 335 and 350hp engines became tired and needed rejuvenation. Calvin, Mike, and Graham revisited their Caterpillar roots. Instead of rebuilding the old Cummins diesels, they re-powered some of the ageing fleet with the more modern 3406A Cat engines, which offered more power and torque. The marriage of the Kenworth and Caterpillar products in these early trucks demonstrated a mechanical synergy on task in the bush, cementing the brand combination as the staple spec for Pacific Haulage fleet replacement through the years. Chatting with Calvin today, it becomes abundantly clear that for the three partners – and Warwick Wilshire, who became an instrumental partner in 2007 after purchasing Graham’s share of the business – there were a couple of factors at play. The first was establishing strong working relationships with their suppliers by showing brand loyalty. The second was

maintenance and spare parts. “If something went wrong, we knew a simple call to the dealers meant assistance was there,” says Calvin. “Being located at the extreme east of the North Island, availability and access to spare parts can quickly become an issue. By standardising the fleet, it simplified the maintenance and reduced the parts inventory the workshop needed to carry to effectively support the fleet.” The same can be said for the logging equipment and trailing gear, with the lion’s share built by a longstanding friend, Graeme Kelly of Kraft Engineering in Rotorua. The connection to Kraft Engineering enabled Pacific Haulage to collaborate on the design of the equipment and trailers. This ensured the setup was easy to operate and strong enough to stand up to the demands placed on it. In June 2018, when New Zealand Trucking magazine featured the Kenworth T900 Legend and Kraft log combination of Napier’s Satherley Logging, owner

Bevan Satherley summed it up perfectly. “I’ve tried all the fancy stuff, drop chassis and all that, but I look at Pacific Haulage; I don’t actually know the owners personally, but you have to admire what they’ve achieved, in the toughest logging country in the country, I reckon. “Simple, gear with no frills, straight chassis on the trailers, no joins. If it’s good enough for them, it’s good enough for me.” Over the years, most Kenworth models have been branded in Pacific Haulage’s distinctive livery of red chassis and silver cab with a two-tone green and white stripe. Although W-models featured strongly, change was in the wind in the early 1990s, with the Kenworth plant at Bayswater re-jigging for the impending arrival of the new T-series cab, which itself instigated the development of the new T900 and the T950 models. Like other fleets throughout New Zealand, Pacific Haulage eagerly awaited the new

models, and as this next generation of bugs was released, their acceptance was immediate. Multiple purchases of the T900 and 950 variants made their way into the Gisborne fleet, spec’ed with big yellow blocks of iron from Peoria, Illinois, sitting between the chassis rails, of course. In 2002, a new pair of identical T950s arrived at the yard, outfitted with Kraft 404 trailers and logging equipment, sporting fleet numbers 26 and 28. The new models went straight to work on all manner of East Coast operations and proved quickly to be worthy successors to the W-model. With its raised cab and sloping hood, the T950 dominanted at PHL. There were the obvious benefits of greater visibility and increased airflow assisting the cooling of major components, and come maintenance time the extra room simplified servicing, winning the mechanics over. The workshops at Pacific Haulage, run by Calvin and Mike, always ensured the

trucks were well maintained, with most of the fleet eventually being pensioned off at about the 1,000,000km mark. The boys presented the trucks in solid condition at sale, ready to work for their new owners, with the Pacific Haulage spec proving popular with prospective buyers. Many to this day are still at the coalface, working hard for their current owners, a true credit to the quality of their specification and upkeep.

Independent Angel The seeds for Bob Austin’s deal were planted some 40 years ago via a friendship that had its own beginnings in mid-70s Rotorua. Bob was originally from Waiuku but moved to the Rotorua area to drive an old plastic cab Atkinson logging truck for Geoff Perfect. Through his dealings with Gough Gough & Hamer, Bob met Mike, Graham, and Calvin, and as Bob recalls, they spent many happy occasions at the old Homestead Tavern on Fairy Springs Road (also known as the ‘Home Breaker’), a

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October 2021 29

Ben turns inland at the Tutira Store. (Best fried chicken on the coast.)

popular watering hole with local lads. From Rotorua, Bob moved to Western Australia for what would eventually be a 17-year stint in the mines, operating heavy machinery. Great times and good memories. However, in time, the call of New Zealand saw Bob shift back home to Waiuku. On his return, the opportunity of a job to clear a wood lot came his way, and like many small businesses starting out, one job well done leads to the next – in this instance bringing about the opening of Austin Logging in 1995. Looking for a couple of log units to get the business underway, Bob called his good mate Mike Treloar in

Gisborne to see what he had on offer. His thinking at the time was not too dissimilar to Bevan Satherley’s. “If the Kenworth-CaterpillarKraft combination was good enough for his good mates on the East Cape, then it has got to be good for me,” he reasoned. To start with, Bob purchased a couple of older W-model units from Mike. “They were great trucks. One was an early rig that was Cummins-powered, a 350 that had been uprated to 400, and the next one was powered with a 3406 Cat.” In late 2014, Bob needed a new addition to his fleet, so he picked up the phone to call Mike once again. This time,

something later model was on offer – No.28, one of the pair of twin 2002 T950 units. They discussed numbers, and Bob decided to purchase the truck. Three months later, Mike called Bob and told him No.26, the sister truck, was also available. Bob did not take a lot of convincing; No.28 was already proving itself. He was soon the proud new owner of the twin pair. On its arrival, Bob decided that he would send No.26 to the paint shop for a spruceup, where it got a good media blasting and repaint of the chassis. The bonnet and cab were also sanded back and painted. “I had seen a Kenworth on the net in the States that

had a classic-looking paint scheme I liked. It was bronze and cream, so we used the same layout but swapped the bronze for a candy apple red. We had already named No.28 Independence when it arrived in honour of our standing in the market as an independent forest harvesting operation, so now we needed a name for 26. We were up north working for a client, Alistair Cummings, who came straight out with Angels Share. We were like, ‘What does that mean?’ He explained that in Scotland, at the whiskey distilleries, when you walk into a barrel hall, the smell of the whiskey is thick in the air. This is because, over time, approximately

Independent log contractor Bob Austin bought both T950 twins from his mate Mike Treloar at Pacific Haulage. He gave them their names, Angels Share, and Independence. When this photo was taken Angels Share (left) was sporting her new paint job, an adaption of one Bob had seen on a US truck and took a shine to. Photo: Austin collection.

30 New Zealand Trucking

October 2021

On the Bay View Expressway.

40% of it evaporates into the atmosphere. It has become known as the angels taking their share of the product. That was it – at that moment, No.26 was christened.” “I was not disappointed. Both of the twin T950 rigs have been superb. We get into some real gnarly backof-nowhere woodlots, and we regularly have to pull out the loaded trucks. The Kenworth chassis is built to take a tonne of punishment,” says Bob. About three years ago, after the best part of 25 years harvesting woodlots, Bob decided that it was time to think about slowing down and retiring from the industry. To start the process, he put Independence on the market. Enter prospective purchaser Storm Harrison and his company Ngati Haulage, of Bayview, Napier. Unfortunately, Independence had been sold when Storm called, so Bob mentioned that Angels Share might also be for sale. Photos were exchanged, and they virtually completed the deal over the phone without a viewing or a test drive. With both rigs sold off, Bob continued cleaning up, slowly selling off the rest of his plant. Task completed, it was

surely time to settle down and enjoy a bit of peace? Wrong. After barely 12 months, Bob needed to get moving again. “I was seeing good mates going downhill, and I thought, ‘I’ve got to stay two steps ahead of the box.’ So I called Storm to see if he would sell Angels Share back to me. Well, there was no chance of that, so it was back on the phone to the team at Pacific Haulage to see what was

available. There was an 8x4 K108 that fitted my needs, so that was it. I purchased that and got back behind the wheel. “In fact, I have been helping another good mate in the South Island, George Smith, with some work at Lake Tekapo, taking the burnt logs leftover from the bush fire on Moturiki Island a few years ago. They go to a chipping plant in Geraldine to make

fuel for hospital boilers. It’s good work and keeping me busy, but it’s cold like I have never experienced before. At 3.30am in Tekapo, it’s minus10°C, and there I am, skidding around on my back under the trailer, trying to unfreeze brakes and not stick to the ground!” Then he laughs, “It’s just like ‘Mr Bean’ in the clip where he was at the iceskating rink.”

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October 2021 31

Tours of duty After its tour of duty with Austin Logging, returning to Hawke’s Bay in 2018 with Angels Share was a significant moment for Storm Harrison. He, too, had not too long returned home from his own tours for duty, one with the New Zealand Defence Force, followed by time spent at road-train operations in the red heart of outback Australia. Storm’s journey to becoming an independent log transport operator started with him riding around with his Dad Ellie Harrison in the sleepercabbed ERF Ellie drove for Freightways out of Napier. “My earliest memory would be sleeping in the back of that ERF while Dad drove along, shooting up to Auckland all the time, going as hard as they could until they got tired and then pulling over and having a ‘moe’ somewhere.” Spending time with his dad was the backbone of Storm’s education in driving and operating a heavy vehicle. But, growing up in and around Napier in the 1980s saw Storm in the passenger seats of iconic trucks owned and operated by legends of the industry. One such truck was the ‘Mighty Mutt’, a V8 Mack Super-Liner with a formidable reputation on the Napier-Taupo Road, owned and operated by Storm’s namesake, Storm Hema, Ellie’s best mate and affectionately known in the family as Uncle Storm. “It was a favourite and was always a great day out. Uncle Storm, as he was known to us kids, was a big burly man with a real deep voice, and he always called me ‘boy’. He was really humble and a good laugh. I remember sitting in the cab of the Mutt and listening to

32 New Zealand Trucking

LIFETIME TRUCKER LIFETIME TEACHER

Good teachers are always better if they have the life experience to draw on. Listening to Storm’s father Ellie Harrison recount his truck driving career, there is no chance of you falling asleep at the back of the classroom.

t started back in Ruatoria in the early 1970s after leaving school, driving an old Leyland Albion tipper. “Roger Campbell of Campbell Draglines was the boss. I was about 16 years old, and yeah, we would go down to the Waiapu River and self-load with a digger, then take the rock down beside the main road to the crusher,” says Ellie. “From there, I moved down to Napier and spent time with my uncle – Robbie Fraser at Freightways, who had a 3070 International with a 903 Cummins in it. It was a cool-sounding truck, and that’s where I really got into it. I ended up doing a couple of years there, learning the ropes and doing a heap of relief driving for all the ownerdrivers. “After this, it was into the logging, with my first job working for the late Bill Paul. He was a great boss; I have huge respect for Bill. I was driving a 130hp petrolpowered TK Bedford one night. I was loaded coming down a hill and around a corner, and bang, I hit about 100 sheep on the road in one hit. I stopped and was in

October 2021

shock because it turned out it was a farmer shifting the flock in the dark. Why would you do that? “After working with Bill, I got a job with Colin Taylor at Taylor Brothers. First up, I had one of those 237 slab cab Macks, then got given a 350 Cummins-powered S-line. That was a big move… And the room! “Not long after this, I was at the pub and got chatting to Gordon Duffy, who was one of the bosses at Pan Pac and looked after the transport side. I sort of hinted at him that I was looking for a job, and he said, ‘How old are you?’ I said ‘23’, and he said, ‘You can’t have a job there until you are 25.’ Back then, there was a big lineup of guys trying to get into Pan Pac. It was considered one of the best driving jobs in New Zealand. I hounded and hounded the shit out of him, and then he gave up and said, ‘I’ll tell ya what, I’ll give you a trial on the bulk run to the port, and we’ll see how good you are. If you’re any good, I’ll keep you on.’ So, I went along there and trialled out, and with that, he gave me the opportunity to start

there at 23 years old. That was 1977, and it all sort of stemmed from there. “Around that time, Pan Pac had about 10 of their old LW Kenworths lined up in the truck park, ready to be sold off. This guy, Stan Shotten, came up to me. He was in charge of the workshop, and he said to me, ‘Go out there and have a look at those trucks and pick one out that you fancy. We will get it in here, and we’ll do some work on it.’ Well, they completely rebuilt it for me. They took the 350 Cummins out of it and put a 385hp Cat in it – just completely rebuilt it, did a massive job on it. Warren Clark was the workshop foreman at the time, and he did all the work – a top mechanic.” After six years on No.91, Ellie was offered a contract to go owner-driver, running the export timber squares to the port. An ex-Scotts Transport T2670 (T-line) was sitting at TruckStops and, after some negotiation, became Ellie’s first tuck as an OD. “I have to really thank my darling wife Janine for all her support over the years. The owner-driver business would

not have happened without that support. It was a team effort,” says Ellie. Eventually, the T-line needed some work, so with the help of Mark Wilson at DPS Trucks in Napier, it was rebuilt, upgraded from 350 to 400hp. “She just purred after that,” says Ellie. He took the T-line out to near 900,000km, and by then, it was time to look for a replacement. DPS in Napier was the local dealer for Mitsubishi, and Ellie had a good working relationship with the team. Following some discussion, he placed an order for a new 400 twin-turbo Shogun. “That truck was awesome. It did 700,000km and never had a spanner at it – just normal service and oil, but no repairs. Nothing. Absolutely nothing,” says Ellie. This Mitsubishi paved the way for expansion, with another Shogun taking up a log opportunity Ellie was offered by Pan Pac. As time moved on, and with 600hp rapidly becoming the norm, Ellie found he was getting in the way, so a move into an R580 Scania was the next step. “I had Marshall Hope, ex-Road Freighters, double-shifting the truck with me. He would start it up on a Sunday night and I would turn it off again the following Saturday. We worked it 24 hours a day, non-stop. We did nearly 250,000km in the first 10 months. That was local work, too, not like staying away on linehaul, Auckland to Wellington. It was just between here and Tokoroa and here and Masterton. Again, it was a great truck that we never put a spanner to.” As with the Mitsubishis, the Scania’s record paved the way for additional representation from the Swedish marque’s ranks. However, everything runs its course in time, and in 2008, a change of scenery beckoned. Ellie jumped across the ditch for a four-year stint, running freight in

2 Ellie Harrison.

B-triple road trains from Sydney to Perth. “It was good for a while, but there wasn’t really any challenge once you got used to it,” he says. He decided to move back home again, although there was to be no rest. Good mate Ray Beale found out that Ellie was back in town, and he was on the phone quick smart to get Ellie’s assistance driving a wheel loader while one of Ray’s operators was away. Then it was a call from Aaron Hamilton, with an offer for Ellie to go back on log cartage. Ellie was back in the cab, this time behind the wheel of a Freightliner Argosy. “Aaron sold the business to Nick Redmond (NLR Cartage) in 2014, and when he took over, he asked me to stay on with the truck. So I did.” Now, with Ellie at 66, there is a new Scania on its way. “Nick says it’s for me! I told him, ‘Nah, you might want to give it to one of the younger fellas.’ He was like, ‘No way; it’s for you.’ “Ah, we’ll see,” chuckles Ellie. As the saying goes, you can’t keep a good man down.

1) The Freightways ERF Ellie drove that Storm remembers riding in day and night. 2) Fleet No.91 (the Kenworth LW at left) was Ellie’s first drive at Pan Pac, and a truck both Storm and Jarvis have great memories of. 3, 4 & 5) Both the Mitsubishis and Scanias performed like Trojans for Ellie, paving the way for repeat purchases of each brand. Photos: Harrison collection.

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Left: Storm Harrison has much to be proud of, whether it be service to his nation, or his business endeavours. Top right: Joe Young was another huge influence on Stoirm’s early driving education. Bottom right: The Mack Titan Storm drove for the legendary Jamieson Transport out of Port Hedland. Storm did four years in the outback for Jamo. The environment was the perfect bridge between military and civilian life. Photos: Harrison collection.

THE

MIGHTY

MUTT Storm Kingi Hema

14 May 1948 to 24 April 2016

’

arger than life’, and ‘hard case’, are the characterisations you most often hear from the trucking whanau who knew Storm Harrison’s namesake, Storm Hema. When you ask about the trucks he owned and operated, there is one that immediately springs to mind for all – his first E9 V8-powered Mack Super-Liner, ‘Mighty Mutt’. The Mutt, as it was affectionately known, was one of those trucks that earned a reputation over time, which has never gone away. At the time, the average E9 was pumping out 500 to 525hp. But Storm was in pursuit of a little more performance. A series of tweaks ensued, and after these, the Mighty Mutt purportedly produced 640hp at the

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October 2021

wheels. On the surface, this may seem a stretch, however, seeing it fully loaded heading for Whirinaki on the Napier-Taupo, breaking traction and spinning wheels as it powered into the base of the left-hander at the bottom of Tarawera, dispelled all doubts that this was an elastic imagination at work.

This truck had torque and plenty of it. A party trick performed by Storm on an occasion or two was holding back on the likes of the Titiokura and allowing the big flash tour coaches to get up alongside. Just when the driver of the coach was parallel, thinking he had his passing manoeuvre

the air starter when he fired it up, as well as looking out over that massive bonnet. Yeah, good times,” says Storm. In 1998, at 17, Storm enlisted with the army and completed his basic training. From there, it was straight into the infantry battalion and on to active duty in the likes of East Timor, Sinai, Israel, and Egypt. The Antarctic also features in Storm’s deployment resume. After active service, Storm spent a little time back at home. But the call for more adventure soon grew too strong to ignore, and he headed for the Australian outback. “I thought I’d have a crack at the mines and ended up there for four years, working for Jamieson Transport out of Port Hedland. They were awesome to work for. It was all pretty much whanau, too – 99% Kiwis. The boss, Jamo, himself an Aussie, was just

like, ‘I want Kiwis. If you’re an Aussie and ya can’t get a job, then you shouldn’t be living here.’ He is a good man, Jamo. “I drove an old Mack Titan, a 2007 one, big sleeper on it, 620 Cummins-powered tri-drive. That was a good truck. I ended up running the show for a year, and that is where the networking came in. I’d ring up the boys back over here and say, ‘Do you want to come over here and have a go on the road trains? Quads, 175-tonne, fly in, fly out… good money?’ That’s how we networked. We had heaps of army boys over, too, people in the same boat as me, struggling, who didn’t know where they fitted in with civilian life after active service. Being in the mines was like where we’d been. You were in a camp, so it was like a military environment. Like on a mini deployment. You were flying out to an isolated

place, so for them it was like going back to Afghanistan or East Timor. It was similar; we sort of fitted in alright over there. Even now, loads of the brothers are still over there working for Jamo.” Returning to New Zealand was all about settling down and being closer to whanau for Storm. “It’s a good thing for me having these trucks now. I’m busy all the time, so I can start phasing out the military side of things because it’s been 20 years now. I can start focussing on the next chapter – on the family. It’s good being home every night, and after every first round, now I drop in at home for breakfast with the kids and help Mummy get them ready for school. I could never do that before.” The connection to the Kenworth and Caterpillar combination for Storm came from many experiences

growing up in and around the Pan Pac brethren. Ellie and Storm Hema worked for Pan Pac – Ellie on fleet No.91, an LW Kenworth working the port run, and Storm as a contract owner-driver, initially on his old W-model Kenworth ‘Pink Panther’ before the famous Mack Super-Liners. Long-time family friend Joe Young also had a new-flat roof Kenworth K100G. “Uncle Joe took me under his wing, teaching me how to drive,” says Storm. “It was a Cat fitted with BrakeSaver, and the cab interior was that dark brown with the buttons, and I remember thinking ‘Is that real leather?’ As you get older, you know that it’s not leather, but it was a cool look. “Then, there were the times where Dad was off the Pan Pac work, and he would drive for the likes of Cliff Hair in his W-model and Grant Robbie’s T900. For me, that’s the oldschool look of the brown

The ‘Mighty Mutt’. Little did SH5 know what was coming its way. Storm Hema with his first truck contracted to Pan Pac, the ‘Pink Panther’. A Cat-powered W-model Kenworth, ex-Sinton & Son Contractors. in the bag, Storm, looking through the window at him, would give the Mutt a boot full and power away. This left a rather bewildered coach driver checking to see if he had accidentally pulled the park brake on. Aside from Storm’s trucking and logging

escapades, he had lifelong friendships that meant the world to him. One, in particular, was Ellie Harrison. Storm and Ellie worked alongside each other in and out of the Pan Pac mill at Whirinaki. But their history went back further still, to Freightways. Ellie, chatting about his memories of

his good mate, is quick to recite the story when he told Storm he was going to be a dad. “Storm said, ‘If it’s a boy, you name him after me, and I will shout you a keg’,” Ellie says with a laugh. “Forty-odd years later and I’m still waiting for that keg.”

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October 2021 35

interior and big bonnet, and with Angels Share, that’s what she’s got – Kenworth, Cat, and BrakeSaver, with the brown interior and a bonnet. “It was funny when I bought the Angels Share. I told Dad, and he was like, ‘Ya silly fool! You should’ve got a Freightliner.’ But when he saw it and sat in it for the first

time, he was like, ‘Too much, my boy. This is just like Uncle Storm’s old one.’ So yeah, it really fits what is special to me, and brings back all the memories.” As important as memories were in the Angels Share purchase and inclusion in the Ngati Haulage fleet, she still must reliably go out and earn

a crust. Twenty years later, and three owners deep, the thought Mike, Calvin, and Graham put into the trucks’ spec all those years ago is still paying dividends today. Storm immediately knew it was the perfect machine for his application. Based on his experience at Jamieson Transport back in WA, the fact

the unit was the age it was did not deter him one bit. “Yeah, what I learnt at Jamo’s was that one of their trucks had, like, more than 6,000,000km on the clock. It was an old Mack Titan. It had been to the moon and back three or four times. But what they did was strip it down to chassis and cab, new diffs, new engine and gearbox, and get it back out there for another million. That made me think, ‘You know? Angels Share is not that old really, and if anything goes wrong, I’ll just keep doing it up. Oh, and never sell her’,” Storm says with a laugh. And seriously? Why would you?

In the time he’s owned it, Storm’s been intent on ensuring Angels Share continues to honour her past. The brake valves, undercarriage, and tow-eye evidence a proud work history, and he’s left the faint Pacific Haulage name on the trailer chassis.

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October 2021

BROTHERHOOD With a dad driving trucks day in, day out, and an older brother mad keen on trucks, it was natural that young Jarvis Harrison would get hooked into the industry.

ome of Jarvis’ first memories also go back to the good old days when you could go to work with your dad and learn the craft firsthand – before today’s health and safety roadblocks. “My first memories of driving with Dad are when I was about four years old,” says 37-yearold Jarvis. “We were in No.91, the old LW Kenworth. Dad was driving, Storm was in the passenger’s seat, and I was standing behind the gear lever against the back wall of the cab. Dad would get me to change gears – that’s how I learnt,” he laughs. “Dad was the one that really trained me up. I was about seven years old when he went owner-driver with Pan Pac and bought the T-line. I was sort of around it all, up through the trucks as Dad replaced them. So I learnt through the fleet. “I went to Aussie after leaving school for a few years and came back for my 21st birthday, and it was then that I started driving for Dad fulltime, on the Mitsi Fuso doing the port run. At that time, Dad was running the Scanias on logs, so whenever I got the chance, I’d jump on one of them and do a few loads to learn as much as I could. I bought the Mitsi from Dad, and that was the beginning of Cuzzin Transport.” That name is an interesting anecdote. Storm, with a good laugh, had revealed the origins earlier. “When we were youngsters and our cousins came over to play Matchbox toys, our uncle would join in with us, making depots for us all over the lounge. He would give us loads to run between the depots and ask, ‘What’s your

trucking company’s name?’ And we were like, ‘Cuzzin Transport’ because we were all cousins playing together. Then he’d tell us, ‘This load is worth $10,000. I get $9000 for being your freight broker, and your truck needed $999 worth of repairs, so you get one dollar.’ There’s some truth in that lesson somewhere.” When it was time for Jarvis to set up a company to start operating the Mitsubishi and he needed a name, he didn’t even have to think about it. Cuzzin Transport was the immediate answer. Jarvis wanted to break into the logging side of the business, so placing a driver on the pulp run in the Mitsi was the first step, freeing him to take on a full-time job with Jason Taylor on a self-loading log truck. “I had a K100G there that had 2,000,000km on the clock, and it was still a beautiful truck to drive. It had a C15 Cat with a BrakeSaver, and that’s when I realised that the K-dubs are really built for the job.” From here, Jarvis purchased his own log unit, an older K104 that served him well, followed by a new Freightliner Argosy in 2012. He ran that unit for four years around Gisborne before

Above: Jarvis has encapsulated much of the family’s trucking history and mana into his new ride, Renegade. Below: proudly at the wheel. Photos: Harrison collection. returning to Napier and selling the truck. On his return to Napier in 2016, Jarvis contract-drove for two years again on a selfloader. Then an opportunity to purchase back his old K104 came along, and once again log in and around Hawke’s Bay. It was an opportunity he grabbed, working the truck hard to get where he is now. His latest ride is a new Kenworth T909 called ‘Renegade’. ‘Renegade’ is the right

pedigree for the task at hand, but it also represents a massive amount of pride. The fleet colours are those that his father Ellie ran on his own trucks. The forestry fleet number – 291 – pays homage to Ellie’s old No.91, the Pan Pac LW Kenworth, the truck in which Jarvis spent those early years changing gears and looking down the hood. It is important to Jarvis that a bonneted Kenworth log truck conveyed these family memories, and mana.

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October 2021 37

THE BEST OF TIMES Story by Dave McCoid

was certainly looking forward to a run in Angels Share. Here was a layer of nostalgia deeper than simply a blat in a Cat-powered, BrakeSaverequipped, T950 Kenworth two decades old. Back in the early 1990s, I was on a quest for a new adventure and left my full-time job driving an MH Mack for Provincial Freightlines in Thames. Reliefdriving here and there was part of what followed. One of my new semi-regular evening gigs was running pulp from Kopu at the base of the Coromandel to the Kinleith Pulp and Paper mill just out of Tokoroa. The truck was – you guessed it – a Cat-powered Kenworth T950, seven-axle log combination, owned by CJ Everitt in Waihi. I’d meet full-time driver Mark Magan at Kopu, run the load down and

Photos by Dave McCoid and as credited

return the truck to the town of Paeroa 30km south. Sadly, Mark is no longer with us; he was a fantastic operator, fastidious with his gear. The MH Mack had a 350hp Mack Econodyne motor, and the Everitt 950 had a 475hp 3406 Cat engine. It was the first time I had serious grunt under my right hoof, and I quickly learned the relationship between power and safety. In the Mack, you had to keep at it, whereas in the Kenworth, you had margin – and plenty of it. If the speed advisory sign for the corner said 65kph, you could drop her back to under 60kph if you wanted and that big ole’ bulldozer motor out front would have you back on 90kph again in no time. And yes, I was impressed with the T-series cab at the time, particularly fore/aft room.

(You couldn’t not be after a day-cab MH.) It was a superb time and a stunning truck, and here I was again, all these years later. When it arrived in 1992, the T950’s look spawned a new list of adoring superlatives from enthusiasts and journalists alike. Designed to keep the mechanicals a little cooler in the Aussie outback than the T900, it had an elevated cab, and as such, a beautiful long rake in the bonnet that was less severe on the eye than the old SAR. Adding to its aesthetic was a set-forward front axle. It looked like a hotrod. Looking at Angels Share now, nothing’s changed. It’s like the Julia Roberts of trucks – there might be a few miles on the clock, but it’s still Julia Roberts. We caught up with driver

The Chalmers rubber spring walk-beam suspension was popular in log trucks of the day.

38 New Zealand Trucking

PART 2

October 2021

Ben Morris on a log skid in Tutira, about 20km north of Whirinaki. Ben’s been with Ngati Haulage for a year now. A local lad with 10 years behind the wheel, mainly on linehaul, he’s come to log trucks to

spend more time at home with a young family. “I love it,” he said. “Storm’s bloody awesome to work for.” Ben’s normal ride is the company’s 2012 T909, a truck new to Robin Mackersey. “She’s been off the road, so

I’m driving the old girl. Mine should be back on the road next week.” On a glorious spring morning, Storm and I stood watching the T950 under the loading grapple of yet another artisan operator, Luke Tarei,

working for the Prince 7 crew. “I wonder how many times she’s been in this position? On a skid with loader putting on a load.” I say to Storm. “Yeah, I reckon.” Like Kane Bennett, brother Jarvis, and many others,

Storm’s adamant there’s a place for the seven-axle combo. “She’ll take four 30-tonne loads out of here; less tyres, less axles, less stress on the truck – a lighter trailer that’s easier to handle and easier on the roads.

The Caterpillar C15.

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October 2021 39

Left: The last two digits of the Angels forest number honors her old Pacific Haulage fleet number. Above: This is no modern day replica, its the real deal. There’s no argument the HPMVs have their place, but they’re not the one-size-fits-all everyone originally thought. “I put airbags under the cab, and I’ll fit aircon as Selwyn has to Independence. She’s nice and warm in winter, but in summer… Geez!” laughs Storm. “I put wides on the front too, just to add that little bit of buffer for the weights.” With an export 6m load on to 45-tonne GCM, Ben pulled off the skid and chained up in the safe-chaining area. Load neatly secured, it was time once again for this big-ole pussy to purr. Arguably the greatest injustice ever wrought upon

global trucking was the withdrawal of Caterpillar from the vocational truck engine market in 2010. Options are always good, and Cat’s decision, along with Daimler’s corralling of the Detroit Diesel brand, has left Kenworth today in a bit of Henry Ford moment with its big bangers: “You can have any motor you like as long as it’s a Cummins.” Angels Share was born of a time when the words ‘custom’ and ‘built’ penetrated every aspect of the machine’s make-up. Ben slips the clutch and starts picking cogs at 1300rpm. It’s that first 10 metres after lift-off that

announces it’s a Cat that’s chasing this bug. Count the pots and wait for the turbo to spool up; there’s no other sound in the world like the big yellow motor that wrote the book on living in the rpm basement. The 950 effortlessly glides off – it’s a euphoric sensory attack, and I’m instantly back 27 years on my way to Kinleith. Well, not all the way back. Being a 2002 model, Angels Share has a C15, and she’s 450,000km on the fresh side of a rebuild. Down around the twists and winds, Ben and the T950 were totally in control and comfortable with their respective responsibility.

Ben Morris doesn’t mind the old school life at all.

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October 2021

old girl has to deal with. And in that regard, she’s on point with anything – as sure-footed as hell.

No stopping her!

Storm Harrison. “You adapt and overcome” is a military strategy that he applies to life.

The truck was spec’d with Chalmers rubber spring walkbeam suspension. It was a popular option at the time, and in his previous interview with Carl, Calvin Paddon said it was again chosen for its simplicity and durability. “Yeah, it’s really good on traction,” says both Storm and Ben. “If it had cross-locks, it’d be unstoppable,” says Storm. “That was a PHL thing, too – only having a power divider. With CTI, it’s untroubled. It’ll come out of places others don’t.”

Inside out Like Magpie’s Super-Liner in our last level 4 reminisce

of a world we once knew, it’s inside where trucks have undergone their real transformation. In their recent heritage series, Kenworth has taken the edge off the culture shock, but Angel is a glorious original with features like NFCC – Nowhere for Coffee Cups. I found the room surprisingly normal; the T-cab was indeed transformational back then. Storm’s truck has gold bezels and big switchgear, and the latter means Ben’s reach to switches is eased. The steering wheel is fixed and certainly not set at a 2021 angle. Oh, and its function is to steer – that’s why it’s called

a steering wheel. It’s very smart in that regard. Noise-wise, it wasn’t really offensive even by today’s standard. I didn’t put the meter on it. Why would you? But it seemed ‘line ball-ish’ with Kane Bennet’s 909 under load and slightly louder cruising. In terms of what was making the noise, I actually found it therapeutic. The ride was fine; a 6x4, long bonnet and set-forward front axle, it was always going to be. Again, Storm’s fitted parabolic front springs just to make life easier, so she’s on par with today anyway. One thing that appears to have deteriorated markedly in 20 years is the roads the poor

We rolled south, and it was interesting to see how easy it was for an old-school sevenaxle unit with a bob-tail trailer coupling to keep in its lane. Even in the tight bits of the Tutira’s Devil’s Elbow, Ben ran the left-hand wheel on the fog line, and the right-rear trailer wheel was easily a metre off the centre line. It all seemed so effortless for her. She ambled up the climb away from the Elbow in fifth overdrive, 1500rpm and 35kph. Then, of course, the party-trick: under the indicator on the left-hand side is that glorious big silver handle, the BrakeSaver. Running down through the White Pine section, repeating what he’d done dropping into the Elbow, Ben flicked on the Jacobs, then pulled that handle around. Neither was it just the retardation that impressed, its activation initiated that other distinct Cat sound-effect, the faint howl of the BrakeSaver doing exactly what its name implies. Maybe a little too well! “Yeah, we had a COF precheck, and the brakes just hadn’t had the work they needed. You just don’t go near them. No need,” Storm says with a laugh. Indicator on, we pulled into a rest area along the Whirinaki

Photo: Harrison collection.

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coast. It’d be fair to say I had to be dragged, kicking screaming from this machine. It’s everything about trucking in its purest form, in a simpler time. There’d be no shortage of people at the moment who would trade a lot to return to the latter at least. What this truck has seen and done is unimaginable. It sat there, idling, while its young 29-year-old driver of

today scanned its load for the tally base using a cellphone app. It really was a metaphor for so much. Like watching your grandparents swipe and click when they started their education with fountain pens and ink pots. Thank you Storm Harrison and Selwyn Kirikino for keeping these old trucks proud! Long may they run.

ACKNOWLEDGEMENTS Storm would like to take this opportunity to pass on his sincere thanks to a few mates for their friendship, assistance and guidance – as well as having his back: “Diana, my amazing wife, partner and mother to our little whanau. Dad, for all that you have taught me, and Mum for being there for me. My good mates from 10 Transport Company 2CSS. Ray and Louise Beale at R&L Beale. Alex Hayes at Alex Hayes Log Transport. The team at Harvest Logistics and their incredible ongoing support. A huge thanks to the Ngati team, Darron Laking, Ben Morris, Daniel Sargison. The New Zealand Defence Force.” The New Zealand Trucking team would like to extend the most sincere thanks to the Harrison family for their support and enthusiasm in telling their story.

Specification

KENWORTH T950 6X4 RIGID Cat C15 550hp with BrakeSaver 18-speed Roadranger Meritor diffs running 4.6:1 Chalmers suspension 2002 Kraft 404

Storm’s additions: Air ride added to cab Parabolic front springs Re-plumbed for twin exhaust stacks

Both of the Pacific Haualge T950 twins have had blessed lives. Sister truck to Angels Share, Independence is owned by Selwyn Kirikino who looks after her in the same way Storm does. She too is still on frontline duties. Photo: Mike Beesley.

PHL #28 – INDEPENDENCE

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October 2021

• • •

• •

2002 Kenworth T950

n writing this story, it was only right that we tracked down Angels’ twin sister, Independence, to see how she is performing. Her current owner and custodian is Selwyn Kirikino of Whakatane. When talking to Selwyn, it is immediately clear how pleased he is with his workmate,

and how much his story is almost identical to Storm’s. “This truck is my saving grace,” says Selwyn. “It’s an awesome mix of oldschool reliability with all the right gear to get the job done. I have added some modern-day technology like ratchet

tensioners and belly chains to make her easier to work. But it is the strength of the truck and the Cat with the BrakeSaver – that’s exactly the gear I need. Yeah, I’d sell everything else before I ever sell this old girl.”

Axle Systems DCA – Durable Compact Axle • Low weight – from just 381kg including suspension • Fewer components (due to its monocoque design) • The axle housing integrates the trailing arm, axle tube, brake flange and axle journal, forming a perfect unit. • Maintenance-free compact bearings • Steer axle option with 21 degree steer angle

JOST New Zealand Ltd | www.jostnz.co.nz | Ph 0800 567 869 | sales@jostnz.co.nz

Just Truckin’

Around

www.trt.co.nz

Sam Welsford Showing off his new Patchell swing loader down in Dunedin’s wharf area was local lad Sam Welsford. The swing loader is pulled by his trusty 2007 FM12 Volvo, which he proudly pilots around Dunedin for Icon Logistics. The fresh-faced lad left nearby Kaikorai Valley College at 16 and started an apprenticeship with Icon not long after. He started with sweeping floors and then worked through the stores, did some dispatch work, then into the yard and through all the trucks. Five years later, his apprenticeship was complete. When it comes to trucking, Sam has had a good upbringing. His dad, Blair, is heavily involved in the industry, and Sam has some good memories – such as driving one of his dad’s older Kenworths up and down the driveway when he was just 13.

Most of the people Craig Andrews speaks to seem to focus on the same things: dealing with other road users being the negative, and the positive being they like driving the big gear. And Sam is one of these guys. He enjoys the big gear and the challenge pulling a swing lift brings. Dunedin streets do test the metro operator. “I enjoy the looks I get from people when they see me trying to negotiate into tricky areas,” he says. The Volvo is an old Fonterra unit, so it has plenty of mileage under it – about 1.4-million kilometres – and a pretty fresh reverse gear. But it’s a truck that Sam is quite fond of. “Is a great wee truck that does the job.” Five years in the industry for Sam are easily summed up with five words. “Great job with great people.” The vexing question for Sam was, would you like to go for a run or a swim? “Definitely a swim,” was the answer.

Rory McGillivray Rory McGillivray was parked at the side of the road in his 2013 T409 SAR, waiting to offload at the local Countdown, when Gavin Myers happened to be driving past and spotted his gleaming Brett Marsh B-train. Not wanting to pass up the opportunity for a yarn with a driver from this respected local fleet, Gavin pulled over and introduced himself. A Tauranga local, Rory has been driving trucks for the past three or four years, something he knew he wanted to do straight from school. Rory’s father drove stock trucks, and it seemed natural to follow in his footsteps. Rory started doing a bit of hiab work, then decided to take a chance and ask Brett for a job. Normally, Rory does floating work, so he gets to go pretty much anywhere and everywhere. The T409 is his usual truck, and during the weeks of lockdown, he’d been mainly running to Palmerston North and back. However, on the day, he was pulling a set of trailers that came up overnight from Palmerston North, loaded with fresh produce for Rory to distribute to some of the local Countdowns. His favourite part of the job is the machines themselves. “I just love trucks,” Rory says. “I love driving them, I love the noise, and I love polishing them… they’re awesome.”

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Rory’s vexing question was to choose an ideal holiday location: he had a choice of the Gold Coast’s beaches or the Big Apple’s hustle and bustle. Rory’s true-blue truckie answer came without hesitation: “I’d head over to the States so I can see their large cars and Peterbilts!”

October 2021

Roman, italic, bold, bold italic

alic

Just Truckin’

Around

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JUST TRUCKIN’ AROUND overseas Darren Ward Darren Ward, or ‘Wardie’ as everyone calls him, hails from Townsville, Queensland. Needless to say, when the North Queensland Cowboys are playing at home, he knocks off early. Howard Shanks caught up with him while loading at a local quarry. Darren reckons it’s better to sit in the airconditioned comfort of the T409 SAR cabin than stand outside in the tropical heat. The Kenworth T409 SAR truck and quad-dog he drives is set up for Aussie PBS at 55 tonne GCM. The truck packs an e5 Cummins set at 410kW (550hp) with an 18-speed manual Roadranger and Wardie was quick to add that the SAR is the best truck built by Kenworth.

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TOP TRUCK

ORINI

ORIGINS When flicking through early copies of New Zealand Trucking magazine, you tend to hover over pages with photos of rigs from days gone, sporting fleet colours that have long since evaporated. Thank goodness then for those in the industry that celebrate their origins, and the continuing journey. Story by Carl Kirkbeck Photos by Dave McCoid and as credited

hen Dave and Colleen Matich of Ngaruawahia decided to give their company TSMS (Transport Solutions & Management Services 2014) an identity, different from the dozens of white-on-white rental fleet rigs plying the highways, Dave returned to the past. For inspiration, he looked back on the many photos taken during his already extensive driving career, particularly the time he spent at Senton Sawmills based in Orini in the Waikato, 15 or so kilometres northeast of Taupiri. Dave’s first mount at Senton’s, an R-model Mack on logs, had just rolled out of the paint shop with its fresh coat of green, bronze and brown when he was handed the keys. “It was a smartlooking colour combination on the R-model, and it really

46 New Zealand Trucking

looked good on the cabovers as well,” said Dave. Remembering the fleet well ourselves, we definitely concur. This month’s Top Truck is the pride of Dave and Colleen’s fleet, and carries the Senton Sawmills colours in striking fashion. ‘Orini Origin’ is a 2020 8x4 Kenworth K200, 2.8m Aerodyne Fat Cab with matching Roadmaster fiveaxle trailer. The last truck Dave drove for Senton’s was an 8x4 Cruiseliner and, looking at photos of that truck, you quickly see the inspiration for the layout on the K2. The attention to detail and application is a credit to Darryn and his team at Caulfield Signs & Graphics. The big K200 certainly has the right pedigree to also get the task done, running a Cummins X-15 set at 458kW (615hp) and October 2021

2779Nm (2050lb/ft), driving through an Eaton Roadranger RTLO22918B 18-speed manual transmission, down to a set of Meritor RT46-160GP axles with full inter-axle and dual cross locks riding on an AirGlide 460 suspension. Up front is Meritor again, with a set of 9” offset Alcoa DuraBright rims. Inside the cab, all the boxes are ticked with double bunks, microwave oven, dual fridges, a factory table, and full storage option. Other features include extra roof-top bullet lights, FUPS bumper, LED headlights and extensive work by the teams at Southpac’s new truck prep division and Malcolm Cab Solutions. The crisp bodies and trailing gear from the good folk at Roadmaster are fitted with Tauranga Canvas matching curtains. It is easy to look at a rig like this and fail to appreciate the

Orini Origin. Southbound and down, powers up the Huntly Bypass toward destinations south.

mahi that’s gone on behind the scenes. It is only when talking with Dave and Colleen that you begin to understand the journey. Dave’s driving career started after deciding that share-milking was not the future he dreamt of. Fronting up at Bruce and Pat MacDonald’s Te Akau Ngaruawahia Transport was the first step, and after a chat with then-manager Stafford Magee, Dave found himself sitting his truck and trailer licence in one go. “The first truck I drove

The business end of the flight deck on the K200. The Fat-Cab interior is an easy home-away-from-home for the week, especially with meals cooked by Colleen reheated in the onboard microwave oven.

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Dave crosses the Ohinewai overbridge. there was an old ‘Butter Box’ International that had a 392-cubic-inch V8 petrol in it,” says Dave. “That wasn’t a problem because petrol was only 48 cents a gallon (approximately 13 cents per litre). In fact, petrol was cheaper than diesel back then. Then there was an old Leyland Boxer that I drove there for a bit with

a 135hp Perkins diesel. It never used to get into top gear unless I was coming down the Bombay Hill, and because you were on the old road back then (Great South Road), by the time I got to the Ramarama bridge, I’d have to take it back out of top again. Pulling the 24-foot tandem-axle trailer it had meant it would take 2.5 hours

to get from Ngaruawahia to Auckland. You would think you were the king of the road because we got trailer money which was about another 50 cents an hour on top of our normal rate, but if you got a flat you fixed it yourself. If you wore out a brake, you relined it yourself, and if you stuffed a motor you had to rebuild it. We had to do everything,

Continuing the celebration of an age gone by with retro bug, round tanks and black and white mudflaps throughout.

48 New Zealand Trucking

October 2021

even learn how to weld so we could repair our own decks and crates.” As he drove past Litt Transport of Taupiri on a Saturday morning, Dave noticed a brand new LK111 Scania parked up in the middle of the yard. He drove in and knocked on Barry Litt’s door to see about a job. Barry, knowing Dave’s dad,

Like grandfather like grandson: Dave Matich with grandson and sidekick Max Brighouse.

told him he could start on Monday. “So that led to about 15 years with Litts,” says Dave. “One of the trucks I had was a brand new cabover Western-Star with a 500hp Detroit in it. I was in at Transmission & Diesel for its first service and there was a chap there from Detroit in the States. He told the boys to give him the computer off the side of the engine and then looked at me and said, ‘how much horsepower do you want?’ He plugged it into his laptop and when he had finished with it, the engine was pushing 600hp and around 2000lb/ft of torque. She went real well after that.” From there, it was a stint with Warren and Mary Hughes at Whitikahu Transport in a 375hp FR Mack on stock work. This led to meeting the late John Rhind, who was transport manager for Senton Sawmills. A job offer was extended and Dave was into it.

“My first truck there was the R-model Mack on logs. Then into a brand new 440hp Mitsi, and after that, I took over the Cruise-Liner. I suppose I was there about four or five years, and it’s all of these trucks that I have used ideas from for our fleet colours and stripes,” says Dave. With the unfortunate closure of Senton’s, Dave went back to Litt Transport for another eight years, and then it was a move to Te Kauwhata Transport and a 15-year term working for Robbie Pasley. This shift entailed a move into the office to drive a desk, which morphed into running the operation. “Robbie was a very good and generous boss to work for, and I really enjoyed my time there,” says Dave. Around the time that Freightlines purchased the business, Dave decided to move on and did a stint of contract consultant work for AS Wilcox & Sons, out of Pukekohe.

New truck, new company: Dave and Colleen ventured out on their own in 2014 in this sharp-looking nine-axle Mercedes-Benz 3260 V8 Actros and Roadmaster combination. Photo: Matich collection.

New Zealand Trucking

October 2021 49

A handful of Dave’s drives over the years: 8V71 Scammell Crusader at Te Akau Ngaruawahia Transport; LK111 Scania at Litt Transport; FR Mack at Whitikahu Transport; V8 Mitsubishi; and Mack Cruiseliner at Senton Sawmills. Photo: Matich collection.

“They were a great company to work with, fantastic and a real friendly atmosphere, and it was Kevin Wilcox who gave me the nudge and said that I should be going out on my own, so with some very generous help from Kevin, we stepped out and started up our company, TSMS. “We were suddenly looking for a truck and there was a brand-new Mercedes-Benz 3260 V8 Actros 8x4 complete with new Roadmaster fiveaxle trailer and curtain-sider bodies sitting at Trucks and Trailers in Wiri. I called the sales rep Damon Smith, and he put us in touch

50 New Zealand Trucking

with Daimler Finance’s Dino Pavlovich. Dino was magic with getting us set up and underway, and now we always go back to him whenever we are putting another truck on the road. He knows what we need, and he makes it happen. It is these relationships that keep our fleet moving, even the team at Bridgestone Tyres in Huntly go above and beyond looking after us. It all adds up.” Seven or so years on, the business has built a great customer base. Keeping the TSMS team busy has also become a family affair, with both daughters, Theresa and Amy, employed in the

business, as well as 15-yearold grandson Max Brighouse stepping in as Dave’s No.1 sidekick/apprentice. “They are all important parts of the business now, and we really could not do what we do without them, but don’t tell them I said that,” Dave says with a laugh. When you look over Dave’s journey in the transport industry, it is clear to see how the old-guard approach to doing business is a mantra that both he and Colleen hold front and centre of their own ethos. “Today’s generation wants the flashiest Kenworth straight away but never

want to wash it or maintain it. They want $2000 a week and be home every night to see Shortland Street. They don’t understand what it takes to put a truck like this down the road. That’s why our grandson Max spends his weekends here with us. He helps wash the trucks, and he helps me do the greasing. We are teaching Max the ropes early in life so that he understands the commitment,” says Dave. It reiterates the importance of a solid grounding and the belief that to have any idea of your future destination, you need to have a solid respect for your origins.

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THE SYMPHONY

TURNS 60!

It could be described as the sound of our people. If you claim to be a true truck buff, yet fail to spin around in anticipation the instant you hear ‘that sound’, you’re about as committed as Jacinda A is to the National Party conference. This year, our venerable old mate, the Jacobs Engine Brake, celebrates 60 years of slowing us all up.

here have been some milestone events in the modern truck’s evolution, things that have made a driver’s lot so much easier – diesel power, tilt cabs, radial, steel-belted, and tubeless tyres among them. In more modern times, central tyre inflation, LED lights, and the plethora of safety apparatus must surely feature high on the list. But none have resonated through history like the compression brake Clessie Cummins built. It was released to the world in 1961, and in hindsight, this wonderful mechanism turned out to be so much more than a driving aid to early linehaul truckers. It played a significant sensory contribution to the DNA of a new, immensely capable and majestic generation of trucks – trucks that successfully enticed a legion of youth toward their cabs.

Not hard to see why The founding father of what is today Cummins Inc was Clessie Cummins, and his journey in the development of the compression engine brake has its roots well before 1961. In fact, you’ll have to go back another 30 years to 1931 when he, Ford Moyer and Dave Evans had a crack at the transcontinental truck speed record driving an Indiana truck, powered by a Cummins diesel engine, from the Big Apple to the City of Angels (New York to Los Angeles). With Clessie at the helm, the attempt almost came to an unhappy end, descending the long gravel sections of the Cajon Pass in California. It was that bum-puckering incident that got Cummins thinking about auxiliary brakes and retardation. Through the late 1930s, 1940s, and 1950s, the

52 New Zealand Trucking

October 2021

demand for road transport rapidly increased in a United States economy generally driven by unfettered ambition, but also World War II and the population/economic boom that followed. That all meant the need for increased power and speed in the national truck fleet was a constant call. One side of the problem – being the up bit – was easily solved by power and torque, and diesel engines had both in spades. However, controlling the ever larger, ever faster mass of the rigs on the other side – when they were aiming down the hill – was a far more difficult nut to crack. The issue increased in importance immeasurably thanks to President Eisenhower and his FederalAid Highway Act of 1956. If you’ve never experienced the US Interstate highway system, then the next paragraph or two will be

difficult to conceive without analogy. Imagine if someone in the Beehive woke up one morning and decided an efficient, highquality roading system was a key to economic prosperity and national security. Imagine also if they decided the first target for rebirth was the Napier-Taupo road section of SH5. What results from this lightbulb moment is a four-lane highway with a wide median, identical to the Waikato Expressway, running from Napier to Taupo. Dillons Hill, the Glengarrys, Titiokura, Turangakuma, and Tarawera now have at least 10 or 15 degrees shaved off their steepest bits. There are no corners as such, just sweeping gliding curves. Oh, and the Waipunga is now a scenic delight viewed from the viaduct meandering up the gully. If you have a truck that can do it, running 90kph (or in the case of most US states 112kph) from Bay View to Taupo at full load weight is there for the taking. Fill your boots. Back, then, to the 1950s USA. Not only was the existing state-controlled road network crisscrossing the country becoming a busier proposition, with the stroke of a pen, Eisenhower spawned the 41,000km super-highway lattice that today crisscrosses the US. As we said – a road network where relief and

An STL K200 Kenworth starts down the Taihape Deviation southbound. Classic Jacobs territory.

topography took the back seat to economic requirements. Mountains were flattened, gullies filled, viaducts and tunnels installed for the real ugly bits. Smoothing out the road was great for nurturing economic prosperity, but the huge, moderate, yet seemingly endless grades that resulted simply exacerbated the retardation issue. Not having trucks stuck in arrester lanes or arriving at the bottom of these new bitumen behemoths in an out-of-control fireball needed addressing.

Changing the world forever … again In 1955, while in the position of chairman, Cummins left the engine company he founded, and formed the Cummins Enterprises Company, working also for the Allison Engine Company in California. Observing what was happening in the industry and with 1931 still a vivid memory, Cummins was deep into midnight oil-burning on the issue of retardation. There had to be something that would allow the preservation of the truck’s foundation

brake system, yet hold the rig back at a speed that satisfied productivity and safety. The vastness of the US – remember Australia will actually fit inside the continental 48 – meant overly complex solutions wouldn’t work. The ability to remedy problems in the emptiness of the upper midwest and southwestern desert states simply wasn’t there. If stricken trucks found help, it would be a roadside garage with basic parts and mechanical capability at best. Additionally, and speaking to the subject of

‘nothing has really changed’, rapidly increasing competition dictated that large amounts of payload were not available for donation to the solution. In other words, it had to be simple, light, and largely encompassed in what was already there. What he came up with in 1957 meant Clessie Cummins would once more change trucking forever. His lightbulb moment utilised the perfectly timed motion already encompassed in Cummins and Detroit engines. These power units had a third cam on the main

1 & 2) Although pretty well covered today, there’s still big tracts of not much in mid and southwest USA. In the late 50s early 60s there was certainly not much. No place for complexity.

New Zealand Trucking

October 2021 53

The US Interstate highway network simply added to the problem of descending mammoth climbs. It’s not uncommon to be on the Jake for long periods of time on a long, lazy slope. Here a Pete on the westbound lanes of I70 had just rolled off a big pass near the Colorado/Utah border. You can see the road heading up the pass in the background. camshafts for activating the cylinder’s fuel injector. Cummins used this cam via a simple retrofit mechanism to open the exhaust valve. The basic principle was using the pistons to compress the cylinder’s atmosphere to 1/15th its original volume as per normal but, opening the exhaust valve near the top of the piston’s travel, rather than facilitating a combustive

event via the addition of a volatile fuel. What resulted was compressive effort, the engine becoming an absorber of energy rather than the producer of it. Essentially, Cummins had turned the internal combustion engine into a big air compressor. It was now the bi-directional defier of gravity he sought. Although the principle had been proved via mechanical

transfer of the injector motion, it was soon discovered the actual solution was a fully hydraulic mechanism that used engine oil to transfer the motion of the injector rocker arm to the exhaust valve. The first trial unit was fitted to a Cummins engine in a truck owned by the Sheldon Oil Company and run on Highway 50 down the Sierra Nevadas to one of

the company’s plants at the base of the mountains on the eastern side. Cummins initially offered the breakthrough device to his old company but ended up partnering with the Jacobs Manufacturing Company. In 1960 they opened a Clessie L Cummins Division (today named Jacobs Vehicle Systems) to manufacture the engine brake. The first production units left the factory in 1961 for fitment to an NH series Cummins engine, followed shortly after by units for Detroit 71 series motors.

Fit for purpose Intended as a US domestic product originally, in time, the Jacobs Engine Brake began to realise its potential worldwide. New Zealand was no exception. The late 1960s and early 1970s saw traditional truck marques sourced from dearold mother England rendered largely obsolete against a wave of vastly more capable and fit for purpose machines coming out of the US and Europe. Trucks developed to cope with the Rockies, Pyrenees and the Alps, found a welcome home in New Zealand. Clessie Cummins hard at work figuring out how to slow down. Photo: Jacobs Vehicle Systems.

Clessie Cummins’ original sketches for the compression engine brake, and the patent drawings. Photo: Jacobs Vehicle Systems.

Obviously, with US trucks came this wonderful retardation device that played its part admirably in achieving trip times between key destinations once thought impossible. The battle to get the necessities of life across the mountainous terrain of both islands was finally being won by man and his wonderful machines. Over the years, the Jacobs Engine Brake also found its way to the other side of the Atlantic. In those halcyon days of 1980s and 1990s Antipodean trucking, the new generation of Brits – ERF, Scammell, and Foden – sporting Cummins engines from the company’s European arm, probably produced the biggest cackle of them all.

that the Jake Brake was hard on camshafts, an issue solved by the beefing up of motors as well as refining the engine brake itself. As for the second topic? For others, particularly people outside the industry, the product’s Achilles heel was the altered engine note that came with its activation. A symphonic, rolling, timpanilike percussion of the

airwaves. Throughout the civilised world, it’s easy to ascertain where a Jacobs Engine Brake might be lurking. Signs on the outskirts of most towns petition the truckies to respect the quiet life locals aspire to live … especially at 3am. Yet maybe the sad irony of this is, just like the modern truck itself, the Jacobs is a victim of its own incredible

success. Signs like, ‘Please refrain from using engine brakes in town’ are probably not an indictment on the product, rather it’s users, who see the Jacobs as simply the way you slow a loaded truck, hill or no hill, sleeping town or not. Interestingly, the federal government in the US required all vehicles manufactured after 1978 to meet specific noise requirements, and that was generally, not purely because of Clessie’s masterpiece. Modern aftertreatment systems have played a huge role in mellowing the Jake’s cry, and often times a fullbodied old-school Jacobs roar today is the result of tinkering from those who clearly vote for, rather than opposed on the question, ‘entertainment or irritant?’. In the event you do find your Jacobs a bit too loud and proud the company says there’s plenty of info on the website. Yeah, na.

60 years later The global success of this simple mechanism in the six decades since barking its way onto roads of the US is difficult to convey. As an automotive invention that

The classic Jacobs Engine Brake encounter in 70s and 80s New Zealand. A W-model Kenworth long logs unit.

Pros and cons If you had to ask the question, ‘Were there any negatives?’ to the whole Jacobs story, there are two potentials front of mind. One was a developmental lesson, and the other no real fault of the device itself beyond unfettered success. In fact, some would say the second topic is no issue at all… Rather, a bonus! Early on, it became evident

New Zealand Trucking

October 2021 55

International T and S Lines here in the Antipodes made the most of Clessie’s desire to stop them. The Napier-Taupo road awaited the Roadair T-Line, while the hills of the Tasman region were ready to be rattled by the HPH Trucking S-Line. ticked every box demanded of it, the Jacobs Engine Brake had few peers in the second half of the 20th and early 21st centuries, and in March this year, the nine-millionth ‘Jake’ rolled off one of its assembly lines dotted around the world. The two old faithfuls still afford the Jacobs Engine Brake its most common home. Cummins and Detroit Diesel trace their relationship with the product from the outset, and the Jacobs is still present across an array of both vendors’ offerings in various platform OEM products and bespoke installations. Today, however, there are many ways to control the descent or inhibit a truck’s desire to proceed at pace. The Jacobs is often used in conjunction with other forms of retardation, and again, there’s nothing new there either. Ask many Kiwi loggers of the 1980s and early 1990s, and they’ll extol the Jacobs/ Caterpillar BrakeSaver combo passionately as the ultimate tug on the reins in trucks of their time. (See cover feature.)

56 New Zealand Trucking

consumption and emissions for commercial vehicles with conventional and alternative powertrains. We continue to be a leader, not only in diesel platforms, but also other systems such as natural gas, hybrid, hydrogen combustion, and more as these solutions continue to be introduced in our industry,” says Steve Ernest, vice president of engineering and business development at Jacobs Vehicle Systems. Most recently, Jacobs Vehicle Systems has partnered with Tula Technology, combining the expertise in both companies to further reduce CO2 and NOx in medium and heavy commercial vehicles. There’s no sign of slowing down or stopping anytime soon.

Raise your glass But for now, let’s celebrate 60 glorious years of slowing down with style. Whatever your tipple, the next time you fill your glass, raise it to Clessie Cummins and drink a toast to his other amazing contribution to our world.

BUT WAIT, THERE’S MORE! The incredible people at Jacobs Vehicle Systems have donated a few prizes to give away to Jake-mad people! Keep your eyes on New Zealand Trucking social media for upcoming comps in the lead up to Chrissy. And, if you want a hint, all we can say is, practise makes perfect.

Slowing up the future That all begs the question, what of the future in a world attempting to draw the curtain closed on the reign of internal combustion as the dominant means of vehicle propulsion? Engine retarding at Jacobs has evolved and become sophisticated over the years. Today, four main types of system, exhaust, bleeder, compression release, and the next generation High Power Density (HPD) brakes all contribute to the portfolio. In addition, Variable Valve Action (VVA) and Cylinder Deactivation Technology (CDA) aid in emissions control and fuel burn optimisation. Active Decompression Technology (ADT) affords smoother startups and shut down; and Fulcrum Bridge Technology makes lashless valvetrains compatible with engine braking and also aids in emissions and fuel burn. “Our engineers are not just developing brake technologies, but also new and effective valve-control technologies to reduce fuel October 2021

When the new-era English arrived, they certainly woke the neighbourhood! (Top) A Fluidex ERF C-Series pauses at Sanson in the 1980s. (Middle) A Central Freightlines Scammell S26 runs south through the Waikato. (Bottom) Waitoa Haulage’s Foden S108 unloads at Moerewa freezing works, north of Whangarei (New Zealand Trucking magazine, June 1985).

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THE WAY WE WERE

M T

The type of machine Bernie drove back in the day.

CALLING TIME Time is an illusion, and sometimes so is change. The Transport Licensing (Goods-Service) Regulations 1936 introduced driving hours for truck drivers. Russell Walsh found one of his Dad’s old timebooks and discovered things Story by Russell Walsh remain pretty much unaltered today.

he 1936 regulations also introduced a requirement that all licence holders must keep a timebook for every driver, the contents of which are very similar to what we have today, except that the wages payable to the driver were to be included on the timebook. These timebooks morphed into the driver’s logbooks of today. The regulations also introduced what we now know as the Certificates of Loading and the offence of exceeding the maximum gross weight for the vehicle shown on the certificate. My father Bernie worked in the family transport business from before World War II until mid-1966. Among his things, I recently found his timebook from April 1949 to March

Russ would love to know what make and model this old girl is, if you know, please flick me an email at editor@nztrucking.co.nz – Ed.

1950. Below is a copy of the page for the week ending 2 November 1949. This shows that he was paid for 68¼ hours during this week, an amount of £16, five shillings

and one pence (about $1250 today or $22 per hour). His pay included overtime payable after 40 hours had been worked for the week. The four shillings is an

allowance payable because, during this week, he would have been towing a heavy trailer. We haven’t moved on much in 72 years, have we?

D p o

T L

Bernie Walsh’s timebook page from 2 November 1949. We may collect the content differently, but the outcome’s changed little.

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RUST IN PEACE

New Zealand is littered with trucks that have long since had their glory day. Some lay hidden in dusty backlots on the outskirts of town. Some stand in the middle of the nation’s paddocks, covered in moss, almost blending into the scenery. But each has a story to tell; each was once a valued partner on the road, someone’s first truck, someone’s million-miler. In this new series of pictorials, we’ll give these forgotten heroes one more moment in the limelight. And, where we can, share their stories.

THREE PARKS, WANAKA

INTERNATIONAL

AR-160 Story and photos by Gavin Myers

heels at Wanaka 2021 was an eccentric, eclectic melting pot of automotive machinery, one of the best we’ve seen anywhere. There were 120-plus-year-old steamtraction engines, some of the heavy machinery that built the past century, and modern trucks in the mix. The opportunity to see all these machines on display and in action was awe-inspiring. And while these trojans were strutting their stuff, overlooking them all was this International AR-160 perched atop the hill at the centre of the Three Parks venue. Produced between 1953 and 1956, the International

R series consisted of light-, medium- and heavy-duty models. This AR-160 would’ve sat right in the middle of the five-model medium-duty range (R-140 to R-180). The A indicates it was built at the International manufacturing facility in Dandenong, Melbourne, Australia. As standard, the R-160 was powered by the company’s 108hp (80kW), 240cu.in. (3.9-litre), Silver Diamond 240 in-line six-cylinder petrol engine. It would have had a GVM of 14,000lb (6350kg). The International R-series was prolific in Australia and New Zealand during the 1950s and 1960s as the trucks were ideally suited to the requirements of the day.

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AUSSIE ANGLES

RUNNING THE WILD WEST COAST Words and photography by Howard Shanks

Tasmanianbased Gaspac Motors’ owner Andrew Arnold needs flexibility, economy, and reliability from the gear running his BP fuel contract.

Above: The road scape from Burnie to Queenstown would probably look more familiar to Kiwis than it does Aussies.

t’s a typical autumn afternoon on the northwest coast of Tasmania, and Andrew Arnold has driven his new DAF CF 480 FTT 6x4 out of the BP terminal in Burnie. He is pulling a fully loaded tanker with a gross combination mass (GCM) of 50 tonnes. Moments later, he is well into the steep climb south, out of Burnie up the dedicated truck bypass road on his way to Queenstown, 152km to the south. The wellmatched MX-13 engine and ZF TraXon 12-speed AMT transmission mean the new truck marches briskly up the steep grade towards route B18, the Ridgley Highway. Andrew took over Gaspac Motors from his father almost two decades ago and,

following in the footsteps of his truck-driving dad, he handles the dual roles of both owner and driver. Based in Smithton on the far northwest coast of Tasmania, the company primarily delivers fuel throughout the 68,400-square-kilometre island state. At one time, most of their fuel deliveries went to local farmers in the region. However, more recently, demand for the company’s reliable service has increased and now includes deliveries to service stations along with farm supplies. A decade or so back, when Andrew specified his first DAF truck, it was a decision he recalls deliberating on for a considerable time. He

was insistent that any future vehicle acquisitions would need to transport his business to the next level. “I certainly had several boxes that I wanted ticking before making my final decision,” he says. “I was keen to support an Australian manufacturer with strong dealership support in Tasmania.” The DAF ticked both boxes, with PACCAR’s assembly plant in Baywater and dealer CJD Equipment, which opened a full workshop in Burnie about a year ago. Andrew was also aware of the environment his trucks operated in, delivering in the wee small hours close to residential areas. “We are extremely mindful of the environment we work

The descent into Queenstown.

in,” he says. “Creating and maintaining good public perception is a high priority not just for our business and our customers, but for the transport industry in general. “We finally settled on a DAF CF85 460, with the 12-speed transmission.” The decision was the right one. The truck delivered good performance and exceptional fuel economy, averaging 2.4kpl on stop-start farm work and 2.5-2.6kpl on highway work. “The results were better than we expected, especially when you take into consideration the PTO pumping time for farm deliveries. “The manoeuvrability of our original CF85 around the farm was excellent. It had great vision – an asset for farm work where you need to have your wits about you and be on the lookout for gate posts or tractor implements left in laneways. “The visibility out of the

new CF 480 is equally good, if not better.” Suffice to say, it was the economy, reliability, and performance of the old CF85 that paved the way for this new Euro-6 DAF CF 480, which joins two other DAF CF85s in the Gaspac Motors fleet. At the time of writing, the new truck was five months and 100,000 trouble-free kilometres into its life. As we roll south towards Queenstown, the west Tasmanian topography would probably look more familiar to Kiwis than to most Australians, with lots of greenery, and a rolling, curvy road-scape with plenty of decent ups and downs along the route. The CF 480 delivers maximum power of 358kW (480hp) at 1600rpm, with a maximum torque output of 2350Nm (1733lb/ft) available from as low as 900rpm through to 1410rpm. Matched to the slick-shifting ZF TraXon

Burnie to Queenstown on Tasmania’s west coast is 152km of demanding terrain.

12TX2610 12-speed AMT, it’s a combination that punches above its weight as 7.2kW/ tonne (9.6hp) might indicate. Andrew adds that on the downhill section, the engine braking is very effective. The DAF descends mountain ranges with minimal use of the service brakes, with Andrew alternating between the three settings – 40, 70, and 100 percent at 1900rpm – on the wand.

If safety is now a zerocompromise subject in the industry generally, it’s doubly so in the fuel industry. Andrew undertakes the training of any new drivers coming on board at Gaspac himself. The safety suite offered in the new Euro6 DAF range enhances truck, load, and driver welfare, further keeping the company up with customer expectations of the day.

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October 2021 65

Andrew Arnold still drives every day and trains new drivers himself. He rates the DAF product one of the best fits for his business model. Transport is about making deliveries, and Gaspac Motors’ drivers can have 30 to 40 per day. The CF cab’s two-step entry eases the job. The new truck also appears to be following in the footsteps of the old in terms of consumption, averaging 2.8kpl for the trip down to Queenstown, over some

interesting terrain. “On the highway to Hobart, we’re consistently nudging 3km per litre.” Around another bend, and the prominent green sign signalling a right turn toward Strahan looms in the windscreen. A little further on, the lush green forest gives way to a surreal conglomerate

rocky moonscape that is now the famous welcome marker to Queenstown. Andrew says that decades of intense copper mining caused the anomaly in the landscape. However, Mother Nature is clawing back – but more on that another day, because Andrew had arrived at his delivery point.

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“When it comes to the business, I leave my emotions out of the decision process and focus on the productivity gains,” Andrew says. “The DAF CF 480 turned out to be the ideal model for our application and keeps us ahead of the game.”

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ALWAYS LOOK ON THE BRIGHT SIDE OF LIFE Story by Will Shiers

Photos by Tom Cunningham

British hauliers have to deal with an everincreasing amount of hassle – not that it bothers the fatherand-son team running Campeys of Selby.

over 12 tonnes, dishing out fines to those that fail to comply. To say it’s been unpopular with hauliers would be an understatement, and knowing that two-thirds of the company’s 78-strong fleet venture into the capital regularly, it seemed like a good place to start. “So what do you reckon to the DVS then?” I asked, lighting the touchpaper. “I think it’s a good thing,” replied Harry. “If it saves one person’s life in London, then it’s worth it. Yes, you do have to spend thousands of pounds putting cameras on a truck, but what is someone’s life worth?” Undoubtedly, that’s a great attitude to have, but it’s not the reaction I was after. I mean, how can I write a good story without some antiDVS sentiment? I needed to quickly move on to something that was bound to get them het up. It was time to use the ‘F-word’! The Fleet Operator Recognition Scheme – or FORS for short – is a voluntary accreditation scheme for British fleet operators, aiming to prove that hauliers are demonstrating best practice in terms of safety, efficiency, and environmental protection.

rits are renowned for complaining, and not just about the weather. In a quarter of a century of interviewing hauliers, I’ve never encountered one who hasn’t enjoyed having a good moan. In fact, to ensure I have plenty to write about, I always drop at least one or two trigger words into an interview. Subjects such as haulage rates, Brexit and parking are always guaranteed to get them riled and generate some suitably angry and passionate responses, giving me plenty of material to work with. Earlier in the year, I put my fool-proof plan into practice while interviewing Paul and Harry Campey, the father-andson team who run general haulier Campeys of Selby in the north of England. Last year, Transport for London (TfL) introduced the Direct Vision Standard (DVS), which awards a visibilitybased star rating to all trucks

68 New Zealand Trucking

October 2021

I say ‘voluntary’, but it’s often a case that you don’t get the work if you don’t have it. Campeys of Selby is FORS-accredited, but surely the haulier considers the scheme to be little more than an expensive box-ticking exercise. Right? Wrong. “FORS has really brought us up as a business and put us in a better place than we would have been in,” declared an enthusiastic Harry. “Because of FORS, we do a lot of things that we wouldn’t have done. It has really made us think differently, encouraged us to introduce new policies, and given us a benchmark.” He added that because the trucks already had the FORSapproved safety equipment fitted (forward-facing and side cameras, side scan, left-turn warnings, etc), it meant the company didn’t face a hefty bill when it came to DVS approval. Roughly 20% of Campeys’ trucks are used for carrying glass around Britain and Ireland for a handful of customers, while the rest are employed on general haulage and pallet work. The general haulage side of the business has grown extraordinarily over the past few years and shows no signs of abating. It spreads

its net wide, ensuring that no single customer commands more than 25% of its work. Having such a diverse selection of customers certainly paid dividends in 2020, as I discovered when I dropped the ‘C-bomb’ and asked how they fared during the Covid-19 pandemic. “We came into the office on that first Monday morning, and the phones didn’t ring,” said Paul, referring to the start of the first British lockdown in March 2020. “We looked at all of the trucks in the yard, and we thought, ‘what are we going to do about this?’ So, Harry and I sat here with a piece of paper and said, ‘What can we get rid of, what can we change, what don’t we need, what have we done purely because we have always done it like that, and how can we save costs without losing any staff?’ We changed a lot of things, and we came out a lot stronger and better.” Luckily, Campeys of Selby has contracts with food and food packaging manufacturers, so even in the first three weeks of lockdown, it only had to park up 20 trucks. “Then, as soon as restrictions started to lift, the construction industry went ballistic, and we were

Left: “Good kit attracts good drivers.” It’s all Scanias and one DAF in the Campeys fleet. Right: It’s hard to get a good operator down. incredibly busy,” remembered Harry. “We didn’t have enough trucks, so got subcontractors in, who had trucks stood down due to the pandemic. We have been really busy ever since.” While both men acknowledge that Covid-19 has been tough for many, it has brought only benefits for their business. “We cut our cloth accordingly and came out stronger and with different ways of working,” said Paul. “And I bet a lot of other companies are far leaner now too.”

Harry went one step further, saying he believed that the pandemic’s lasting legacy would be positive for the industry. “Covid has given everyone a shake-up,” he declared. “The whole industry is changing as a result, and I don’t think people realise how quickly it’s changing. “There are less cars on the road and fewer foreign trucks. I think when we come out of this, there will be an even bigger deficit of trucks. It’s time we [British hauliers] started working together, working smarter and

embracing new technology. There will be a split now between forward-thinking operators and those stuck in their ways, who look back at how it used to be. It is going to split the industry.” Having failed to generate any negativity with Covid19, I gingerly moved onto rates, renowned for being notoriously low with margins of 1% to 2% common. Surely I’d be able to eke something negative from the pair on this subject? “Actually, prices are currently being driven up,”

announced Paul, wiping the smile off my face. “There’s good money in general haulage, as long as you do it right.” By ‘do it right’ he meant offering a quality service, something the haulier prides itself on. “When we say we’ll be there, we’ll be there, even if that means one of us jumping into a truck ourselves,” added Harry, who like his father, has an HGV licence. “You need to be strong enough to say ‘sorry, it’s not profitable at that rate’ and turn work down. And, when they come back, which they invariably do, make sure the price is right,” he explained. Harry said the days of rate-cutting are disappearing and believes this is being accelerated by the welcome arrival of Low Emission Zones (LEZs) in various British cities, which financially penalise the most polluting trucks. As he continued, I discreetly crossed ‘LEZs’ off my rapidly shrinking list. “I hear hauliers complaining that they won’t be able to

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Doing it better: father-and-son duo Paul and Harry (left) Campey. take their Euro-3 trucks into some cities soon,” he said. “Well, good! Change your trucks and buy Euro-6. Think about the environment, the pollution, the climate change. The problem is, these are the same companies that have been undercutting with an old wagon. Now they can’t afford to put their rates up, so they go out of business, and the work goes to companies like ours that can invest. This, in turn, drive rates up and increases drivers’ wages.” I was fast realising that as well as being incredibly enthusiastic and passionate about the industry, Harry has an old head on young shoulders. This was reconfirmed when I brought up the subject of Driver CPC (the periodic training all British truck drivers have to endure), suggesting that it’s a pointless waste of time and money. My pen was poised, ready to capture the negative comments but, again, I was disappointed. “Everyone can benefit from training,” he insisted. “Forklift drivers go for refresher training; teachers go for refresher training. In fact, everybody in different sectors goes for refresher training, so why should truck drivers be different?” Unlike some hauliers, you won’t be surprised to learn that Campeys of Selby has embraced CPC and has set up an inhouse training school. Courses include first-aid and mental health. What’s

70 New Zealand Trucking

more, all new drivers also attend a cycling awareness course, which in addition to a classroom session, involves some pedalling. “You can’t put cyclists in a truck, but you can put truck drivers on a bike,” said Harry. Knowing I was likely to be defeated once again, I didn’t even bother asking Harry his views on cyclists. And I was about to cross drivers off the list too. Campeys of Selby rates its drivers highly and says there’s none of the ‘us and them’ attitude that exists at some firms. “To attract and retain quality drivers, you need to give them good work, good conditions, good wages and good kit,” declared Paul. The ‘good kit’ he referred to are Scanias. The company runs an all-Scania fleet and,

The company’s got nothing against the mandating of Euro-6 gear. excepting one top-end DAF XF, everything on order has a griffin on its grille. The current truck of choice is the S500, spec’d with fridges, microwaves, and upgraded driver comforts. “It’s a prestige truck and helps to attract prestige drivers,” explained Paul. Although I was beginning to feel defeated now, I still had two last secret weapons to unleash. Surely one of this final pair would be enough to break this overly enthusiastic father-and-son team. With that, I commented on how terrible I thought it was that an increasing number of roadside laybys were closing. “Well, actually, I can see why [local councils] do close them,” said Harry, leaving me deflated. “A small minority of drivers have ruined it

Yes, we know you’ve been wondering... It’s a lightweight midlift pusher axle. Saves around 300kg and is quite common in the UK.

October 2021

for the others by leaving rubbish strewn all over the place. There is no benefit to a council letting trucks park in a layby or industrial estate when they have to clean up the mess afterwards. While finding somewhere to park can be an issue, with everyone working smarter, there will be fewer trucks on the road.” OK, there would be one more attempt. And thankfully, I’d saved the best for last. I asked about health and safety. Surely, that wouldn’t fail to get an angry response? Over to Harry: “The industry is being led by health and safety, which is a good thing…”. Right, that’s it, pen down, dictaphone off, interview terminated. I can’t possibly make a story out of this.

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WHEELS AT WANAKA MEMORIES

We bring you a pictorial memory from this year’s phenomenal Wheels at Wanaka event, just to keep the embers well and truly lit on the run in to ‘23!

Of course that bastion of all things trucking magnificent, Road Metals, turned out in force to support their industries. Looking as pretty as a picture in the old North Otago Road Metals livery is this Mk I Thames Trader 75 Diesel 4x2. When you look at the spartan accoutrements and think of starting work in the predawn surrounded by a hard Otago frost, you certainly have to wonder if there really are any ‘hard men’ today.

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NEW RI GS ON THE R OAD

HINO PROVIDES A REAL LIFT OPERATOR: VT Transport, Auckland ENGINE: Hino A09C-UR 261kW (350hp) TRANSMISSION: Hino 9-speed synchromesh manual REAR AXLES: Hino THD17 hypoid with full lock-up

REAR SUSPENSION: Hendrickson HAS 400 air suspension BRAKES: Drum, ABS SAFETY: Vehicle Stability Control (VSC), Anti-Slip Regulation (ASR) BODY/TRAILER: VT

X MARKS TWO SPOTS! OPERATOR: DL Road Transport, Auckland ENGINE: Cursor 13, 13-litre 375kW (510hp) Euro-6 TRANSMISSION: Iveco HI-TRONIX 12TX2420 TD REAR AXLES: Meritor MT23-150/D hypoid with diff locks REAR SUSPENSION: Iveco 8-bag ECAS BRAKES: Disc EBS, ABS SAFETY: Full safety suite - AEBS (Autonomous

Hino 500 FM 2635 MT Air X-Long - 6x4 rigid Engineering Ltd / Palfinger PK26002 EH crane FEATURES/EXTRAS: Sun visor, stone guard, seat covers PAINT/SIGNAGE: North Signs & Print, Otahuhu OPERATION: Frame and truss transport, Auckland and

Iveco X-way 510 AS 6x4 tractor (x2) Electronic Braking System), ACC (Adaptive Cruise Control), BAS (Brake Assistance System), ESP (Electronic Stability Program), ASR (Anti-Slip Regulation), Hill Hold, Driver Attention Support BODY/TRAILER: Setup – Prestige International, Manukau. Tow existing Fruehauf NZ B-Train trailers FEATURES/EXTRAS: Leather seats with heating and cooling, twin bunks, air-conditioning spec’d

w w w. t r g r o u p. c o . n z 74 New Zealand Trucking

October 2021

Waikato DRIVER: Snaji Sharma SALES: Aaron Thompson

with park cooling PAINT: Factory SIGNAGE: Pokeno Signs OPERATION: Line haul freight DRIVERS: Sue Booth, Joseph Stella, John MacAdam, Dave Mortensen SALES: Pieter Theron

DAILY TO A TOWN NEAR YOU! DAF CF530 Euro 6 8x4 rigid – Space cab OPERATOR: Daily Freight – N & L Transport, Auckland ENGINE: PACCAR MX-13 Euro-6 390kW (530hp) TRANSMISSION: ZF TraXon 12TX2620 12-speed AMT REAR AXLES: PACCAR SR1360T with dual diff locks REAR SUSPENSION: PACAR air with electronic hand control adjustment BRAKES: Disc EBS, ABS SAFETY: Full safety suite – ACC (Adaptive Cruise Control), AEB (Autonomous Emergency Braking) with collision mitigation, lane keeping, driver assist BODY/TRAILER: Roadmaster body and five-axle trailer FEATURES/EXTRAS: Painted sun-visor, stone guard. Alloy drop guards, exhaust cover, and toolboxes. Polished alloy wheels PAINT: Fleet Image, Hamilton SIGNAGE: Truck Signs, Mt Maunganui OPERATION: General freight nationwide DRIVER: Manpreet Singh SALES: Mitch Redington

THE JOHNSON QUINS! Volvo FH16 750 6x4 tractor – XL cab (x5) OPERATOR: NZ Post – C Johnson Carrying, Lower Hutt ENGINE: Volvo D16G 16-litre 560kW (750hp) Euro-5 TRANSMISSION: Volvo I-Shift 12-speed AMT REAR AXLES: Volvo RTS2370B hypoid single reduction REAR SUSPENSION: Volvo RADD-A8 BRAKES: Disc EBS, ABS SAFETY: Full safety suite BODY/TRAILER: Setup – MTD Palmerston North FEATURES/EXTRAS: 7.5-tonne front axle with super single front tyres. Rest plus one in-cab package PAINT: Factory OPERATION: NZ Post Operations, exTaupo and Blenheim DRIVER: Shift driven multiple drivers SALES: Scott Robinson

Free phone: 0800 50 40 50 New Zealand Trucking

October 2021 75

NEW RI GS ON THE R OAD

STILL GREAT CHEMISTRY AFTER 30 YEARS OPERATOR: IXOM – Hodgson Transport, Timaru ENGINE: Cummins X-15 15-litre 431kW (578hp) TRANSMISSION: Eaton Roadranger RTLO2918B 18-speed manual REAR AXLES: Meritor RT46-160 GP REAR SUSPENSION: Kenworth AG 460 BRAKES: Drum, Meritor SAFETY: Bendix Fusion integrated safety system – Active Cruise Braking, ESP, ACE (Automated-access Cab Entry), TRM (Trailer Response Management) BODY/TRAILER: Setup – Transworx, Timaru

Kenworth K200 6x4 tractor – 2.3m flat roof

FEATURES/EXTRAS: Round bullet lights and air horns, grille bars, stainless-steel visor (wrapped), step in-fills, headlamp and spotlamp covers, front guard flares, LED spotlights. Painted alloy wheels. RedDOT air-conditioning condenser CUSTOM WORK: Southpac – New Trucks, HDPS Engineering SIGNAGE: Timaru Signs Graphix OPERATION: Chemical haulage, South Island DRIVER: Brian Hodgson SALES: Chris Grey PHOTO: Andrew Geddes

INTERCEPTOR International 9870 R8 8x4 rigid – Sky Roof OPERATOR: R Jack Contracting, Winton ENGINE: Cummins X-15 15-litre 410kW (550hp) TRANSMISSION: Eaton Roadranger RTLO20918B 18-speed manual REAR AXLES: Meritor RT46-160 GP REAR SUSPENSION: IROS – International Ride Optimised Suspension BRAKES: Drum EBS, ABS BODY: Merv’s Mechanical Engineering, Invercargill TRAILER: Five-axle SEC Group, Invercargill CRATES: Delta Stockcrates FEATURES/EXTRAS: Round air horns, stainlesssteel visor and headlamp surrounds, alloy bumper, stone guard, alloy wheels PAINT/SIGNAGE: Intertruck Distributors OPERATION: Rural Cartage, Southland DRIVER: Nick Driver SALES: Shaun Jury

w w w. t r g r o u p. c o . n z 76 New Zealand Trucking

October 2021

STEELY GAZE

Scania R620 6x4 tractor (x2)

OPERATOR: Aaron & Cushla Parkinson, Hog Haulage, Taupo ENGINE: DC16 16-litre V8 463kW (620hp) TRANSMISSION: Scania Opticruise GRSO905R 12-speed AMT with 4100D retarder REAR AXLES: Scania RB662 REAR SUSPENSION: Scania air rear suspension BRAKES: Disc EBS/ABS SAFETY: Full safety suite

BODY/TRAILER: Set up – Factory fitted fifthwheel and guards FEATURES/EXTRAS: Cab side-skirts, Euro-style drop visor and stoneguard PAINT: Factory OPERATION: Steel cartage, North Island SALES: Callan Short

BANG ON! MAN TGX 26.640 XLX Elite 6x4 tractor OPERATOR: Prime Explosives, Tauranga ENGINE: MAN D38 76LF09 471kW (640hp) Euro-6 TRANSMISSION: MAN TipMatic 12 OD 12-speed AMT with six-stage Retarder-35 REAR AXLES: MAN Hypoid HYD-1370 HY-1350 with diff lock REAR SUSPENSION: MAN ECAS air suspension BRAKES: Disc SAFETY: MAN Safety Package – Adaptive Cruise Control, MAN Brakematic electronic braking BODY/TRAILER: MAN factory tractor with JOST fifth-wheel FEATURES/EXTRAS: PTO, Kelsa Bar, Alcoa DuraBright wheels, leather upholstery PAINT: Factory SIGNAGE: Signbiz, Tauranga OPERATION: Explosives cartage, North Island DRIVER: Jo Beeching SALES: Mark Ellerington

Free phone: 0800 50 40 50 New Zealand Trucking

October 2021 77

new kiwi bodies & trailers New Zealand Trucking brings you New Kiwi Bodies & Trailers. Bodies and trailers are expected to last twice as long as trucks, and new technology and advanced design features are showing up almost every month.

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

A hot tip! Mosgiel-based Transport Engineering Otago, and its Dunedin-based customer McEwan Haulage, have gone all out to ensure this new tipping body complements the head-turning look of the UD Quon it’s mounted on. The hardox bin can handle an 11.5-tonne payload and owner Nick McEwan spec’d Kiwi Tarp for keeping the elements at bay. A three-step pull-out ladder, deck prop, pinless two-way external tail door, and LED lights ensure safety and utility tick all the right boxes.

PHOTO: CRAIG ANDREWS

Features: Hardox body, Edbro 5-stage ram. Transport Engineering Otago

The lowdown on what’s following It must look so cool following along in the mirror that you just want to keep looking! No, it’s not Keira Knightley on a Harley, it’s this swanky new four-axle step-deck skele built for GK Logistics by Fruehauf New Zealand. Model NZ-S4 13.4 is a big quad-axle unit sporting grade-700 chassis beams, sideloader container pads, JOST full-load landing legs, Hella LED tail lights, and can cart one 40’ container, a loaded 20’, or two spread and closed 20s. JOST alloy wheels, stainless-steel infills,

and rolled guard dressings add to the overall visual splendour. Features: SAF 22.5” INTRADISC wide track disc brake axles and air suspension. WABCO brakes and SmartBoard. Fruehauf NZ

KIWI 16/17

Contact John O’Donnell 027 226 9995, Jim Doidge 021 190 1002 or Hayden Jones 0800 549 489 | sales@kiwityres.co.nz |

0800 KIWI TYRES (0800 549 489) | kiwitrucktyres.nz 78 New Zealand Trucking

October 2021

KIWI 175

Tip and take off! BSM Cartage Contractors is in possession of this slick MillsTui-bodied International ProStar. If a picture tells a thousand words, then the message must surely be that this bad boy will never be in the same place for long! The alloy bathtub body is built tough for a life in the trees, keeping the forestry roads up to spec. The build and fitout include a Quicksilver liner, two-way tail door, Edbro ram, Rockinger coupling, and Red Flag tank and toolbox. Features: Alloy bathtub body, Edbro ram.

Mills-Tui

(T)remendous (M)iles (C)overed

Like the Scania underneath and upfront, this spanking new TMC curtain-side body and matching fiveaxle trailer will amass some serious kilometres in its life. Running in New Zealand Couriers livery for the legendary Warren Good, the combination sports insulated curtains for temperaturesensitive freight, alloy drop guards, alloy toolboxes with stainless-steel doors and stainless-steel light bars and infills. Polishing it all off are Alux Alloy wheels. Features: (Trailer) ROR CS9 19.5” disc-brake axles and air suspension. TMC

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New Zealand Trucking

October 2021 79

1OL – VERY COOL – DOG We asked Pokuru Farms’ Hayden Hilhorst if we could use 1OLDOG as the poster child for our new Million Mile Club, and he kindly agreed without hesitation. Therefore, he and dad Peter get the first badge and cap.

or those who may not know, whistling the dogs at Pokuru Farms in Atiamuri has a whole new meaning! There’s four of them (not unusual on a farm), the kennels are enormous (MEH… Huntaways are big), they eat diesel, not meat (that’s actually interesting), but oh goodness, what a bark!

(They must be Mack-bred V8s. Now ya talking.) 1OLDOG is a 1986 Mack Super-Liner that began life at Uhlenberg Haulage in Eltham. “It was a 500hp orginally, but a wee bit more since its rebuild,” says Hayden. The 12-speed it came with was swapped out for an 18-speed Mack some time ago, but the Mack

camel-back suspension and Mack diffs are still bringing up, and holding up, the rear. “He’s done 200,000km since rebuild,” says Hayden. “And certainly north of 1,000,000 miles overall.” What a magnificent machine to kick the club off. Long may 1OLDOG ply the roads of the nation.

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

80 New Zealand Trucking

October 2021

STAR CEMENTS THE NO.2 SPOT Our second truck in the inaugural group has a superbly well-deserved place. Few truck buffs under the Long White Cloud won’t know Tony Collins and his 4900 series Western Star. Tony was nominated by his son Robbie. “He’s a legend in my eyes,”

Robbie says. Tony bought the big Star in 2007, and she’s still in original paint. Sporting a 620hp Cummins, 18-speed manual Roadranger, Meritor rear end and air bag rear suspension. The truck has just hit the 1,700,000km

Like the day she was picked up in 2007.

mark and has only recently had its first rebuild. “Tony’s 62 and still puts in a full 70 hours towing its cement tanker all over the North Island,” says Robbie. Welcome, Tony, to the Million Mile Club.

DIAMONDS ARE FOREVER It would appear so. Jade Fisher of Taranaki-based Fisher Mechanical certainly believes that’s the case, and you can’t blame him. Since joining his young operation four months ago, the 2005 Mitsubishi Shogun FS430 with just over 1,600,000km on the clock, hasn’t missed a beat. Brand-new to Gary Klatt Transport in Auckland, Jade bought the Fuso from Orion Haulage in Morrinsville and put it straight to work in the

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 this new section of the magazine, as well as our social and web media.

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

‘Naki’ on metal and stockfeed deliveries to the local farming community. The truck has the OM430 motor, producing 430hp, and an 18-speed Roadranger manual transmission. With its Transfleet Trailers alloy bin and Alcoa alloy wheels, you wouldn’t know she had a long distinguished history. Thanks, Jade. To you and your superb Fuso goes the first cap and badge awarded to a Japanese truck.

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

New Zealand Trucking

October 2021 81

RHINO PHOTO OF THE MONTH COMPETITION

IN FULL VIEW

he premise for the Rhino Photo of the Month competition is a New Zealand truck doing something in New Zealand. The wee kicker is that we will be a little more kind on images only the driver can get, you know, taken in those out-of-the-way places. This month’s winner may at first appear to miss on that latter preference, but look

again. What is it you can’t see? It was taken just after last year’s level 4 lockdown, and Conroy Removals driver Craig Aitchison snapped this absolute beauty of his Fuso HD Euro on a Queenstown waterfront, free of humanity. Surely that’s a once-in-alifetime pic only the driver at that moment could get? Of course, then there’s the point that if you tried to concoct an image depicting

iconic New Zealand trucking subculture in a setting that is our postcard to the world, a Conroy Removals truck taken on the banks of Lake Wakatipu, with Queenstown and the SS Ernslaw in the background, must surely take the Oscar! Oh, and speaking to the subject of culture. Mark Carter from the company’s Christchurch operation submitted the image, a

veteran of over three decades service in the Napier-based company founded by Dave Conroy in the early 70s. He said it’s not hard at all to find multi-decade staff members within company ranks, which surely encapsulates business for all the right reasons. Well done the team at Conroys on every count. You’re our Rhino Photo of the Month winner for October 2021.

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MINI BIG RIGS

We’re getting there now.

By Carl Kirkbeck

INTERIOR

DECORATING Last month, we completed our rolling chassis. Now it’s time to build the flight deck for our Mercedes-Benz in readiness for the cab’s construction.

nlike other plastic truck kitset manufacturers, Italeri’s cabs come in a flatpack form, requiring assembly. This makes for accurate cab panels with crisp detail, but it places importance on the assembly of the interior. A tidy fit of all interior parts is important now as the interior forms the frame the cab panels are attached to. Begin with picking the pieces from the sprue. As usual, lay them out on a sheet of paper with their reference numbers detailed, paying close attention to left and

84 New Zealand Trucking

right versions of the same piece. With this build, we were instructed to keep it simple and build straight from the box, as a left-hand drive. The next build will definitely look into the process of an RHD conversion and how to approach this. We need to now find a colour palette that is sympathetic to the early 1990s. Looking back at when our subject matter travelled New Zealand delivering automotive glass, a frequent port of call was the Toyota plant in Thames. At this time, Corollas and Corona Amons, all sporting the

October 2021

latest European influences in automotive couture, inspired by our very own follower of fashion, Jan Beck, were rolling off the line. So in honour of Jan’s work, we have selected patterns and tones that pay tribute to the two-tone brown polyester and vinyl interiors of the day – complete with Jan’s trademark orange and gold accents. You will find that by leaving the seats, sleeper bed squabs and door panels on the sprue, it is much easier to apply the paint without getting it all over your fingers, especially as you will need to add

multiple colours to these parts. Once they are completely dry, carefully remove them from the sprue and apply any touch-ups as required. Complete the basic assembly of the floor pan of the cab by fitting the seat bases, steering wheel, gear lever and pedals before painting. This will simplify assembly later without the need to remove paint for the glue to adhere. Paint the floor pan, then detail-paint the gear lever, pedals and steering wheel. This stage is best carried out by fitting the parts in numerical order – the seats and accessories first, then the back of the cab. When fitting the back of the cab (141c), ensure it is sitting neatly and square in place. This is important as it forms the frame the exterior cab panels are attached to in step 9. Next, fit the sleeper bed squabs and then the hood lining. Once these parts are completely dry, you can easily flip over the interior to reveal the base of the floor pan. This will allow you to paint the base, and items in the interior will not work free before the glue has set. Finally, the mudguards and step frames can be installed and painted, either by brush or you can mask off areas as needed and spray paint. We are now set to assemble the cab panels around the framework of the interior. Our project truck has a straightforward, plain white finish to the cab exterior, so it is extremely easy to replicate. However, you might have another scheme in mind. This is your opportunity to investigate schemes, and get yourself prepared now with the paints you require, because next, we will be painting and detailing the cab in readiness for assembly.

DO YOU BUILD MODEL TRUCKS? Would you like to share your stories and model builds with our readers? Please feel free to email carl@nztrucking.co.nz. These pages are dedicated to supporting the hobby, and we would love to hear from you.

1) Careful preparation again paves the way for simplified and accurate assembly. 2) Interior colour palette sympathetic to the 1990s, fresh out of Jan Beck’s studio. 3) Basic assembly of the floor pan and accessories before paint saves extra work later in the process. 4) Leaving items on the sprue simplifies detailed painting, especially when multiple colours are being applied. 5) Accurate fit of the back wall to the interior will ensure the straightforward assembly of the exterior cab panels next in step 9. 6) The completed interior, sporting its 1990s vibe, thanks to Jan.

New Zealand Trucking

October 2021 85

LITTLE TRUCKERS’ CLUB

T HI LITTLE TRUCKERS!

i there, little truckers. I love daylight saving – there’s more time to create and summer is just around the corner.

Congratulations to five-year-old Orlando Scott, who found our Little Truckers’ Club logo on page 56 of the September issue. Thank you for sharing your photo with us, Orlando – that’s awesome! Keep an eye on your mailbox as something cool is coming to you. Please don’t forget, if you would like to see yourself here in Little Truckers’ Club, all you need to do is email your 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. It’s easy and I do enjoy seeing them all. Have a fantastic month, kids.

FIND THE LITTLE TRUCKERS’ CLUB LOGO The Little Truckers’ Club logo is hidden somewhere in this issue — find it and let me know where it is, and you may win a prize. You can email me at rochelle@nztrucking.co.nz.

he numbers and letters on Scania grill badges give us important information about the truck. The older models were named differently from the modern ones. For example, the 164G from the 1990s is a 16-litre engine, 4-series model with the G (General) chassis type. On newer Scania models, the numbers indicate the horsepower rating of the engine, and the letter indicates the cab model. For example, the 730S would be a 730hp model with the massive, luxurious S-series cab.

Well done, Orlando Scott, for finding the Little Truckers’ Club logo in the September issue. Thanks for sharing your picture with us.

FIND A WORD

Located in the grid are words related to the transport industry and maybe a few ideas for jobs when you grow up. All words can be found going across, upwards, downwards and backwards. ONE of the words is NOT in the grid. If you think you know what it is, send the answer to me at rochelle@nztrucking.co.nz, along with your name and age and go in the draw to win a cool prize. To help you out, I have found one for you. Good luck, kids. F I A X S M Z L M P Y C D I E S E L

Y T E F A S U O J K F V P F B S H N

M V H A U L A G E H H B O T V E G A

E F D O W G C I I B O N I E H L F Q

C X F I E F S S U P P L Y C H A I N

H F U D F X D T O V E N U H B S D O

Distribution Logistics Service Technician Health Diesel Safety Automotive Haulage Driver Freight Transport

A U T O M O T I V E R M Y N N X Z I

N H K O A G K C B N A Z T I M Z C T

I T H F N D J S V G T S R C J E L T

C L N M A K O A X I O A W I U G K R

K A B B G L Y U Z N R E Q A B A B O

H E F V E C I V R E S F A N Y R Y P

I H Q R R T U X O E M T S H Y E F S

Sales Marketing Food Beverage Operator Dispatch Mechanic Engineer Supply chain Manager

N J F R E I G H T R B H D H F V R N

V N O I T U B I R T S I D J D E S A

M A R K E T I N G C F H F K J B I R

C G X U O C H C T A P S I D K Q M T

Joke of the month

Why did the truck have a picnic? It was in park!

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LITTLE TRUCKER DOWN UNDER

The only magazine for

Little Truckers!

It’s coming, kids, your very own magazine all about trucks.

e know Little Truckers’ Club is your favourite page in the magazine, so we’ve decided to go bigger and better and launch an all-new truck magazine just for kids. Don’t worry, your monthly Little Truckers’ Club page will continue each issue – bringing you colouring competitions, puzzles, fun facts and more, just as it always has. The new Little Trucker Down Under magazine will be a quarterly publication, meaning we’ll put out four issues each year for you to enjoy. The first will be on sale on 6 December. Each issue of Little Trucker Down Under will be packed with the type of content you know and love from Rochelle’s Little Truckers’ Club pages. AND there will be even more new content

Fun! Fun! Fun!

selected especially for Little Truckers who love trucks and trucking. There might even be some cool competitions for you to enter and awesome prizes up for grabs. You won’t want to miss it, so be sure to get yours when it hits the shelves. Even better, you can go to nztrucking.co.nz to subscribe, which means you will never miss an issue. If you have any suggestions for something you’d like to see in a future issue of Little Trucker Down Under, feel free to email editor@littletrucker. co.nz with your requests. You can also send your truck pictures, stories from when you went trucking with mum or dad, or anything you’d like to see featured. You can also follow Little Trucker Down Under on Facebook – @littletruckerdownunder.

Activitie

Jokes

Stories!

competition s

Puzzels 88 New Zealand Trucking

LE SAMPER COV

October 2021

Prizes!!!

Posters

alic

WHAT’S ON Mobil 1 NZ Road Transport Hall of Fame gala dinner 12 November Bill Richardson Transport World, Invercargill Contact: Adam Reinsfield 0800 151-252 (Ext 5), events@twevents.nz

Gisborne East Coast Truck Show 2021 27 November A&P Showgrounds, Gisborne Contact: Peter de Denne, 027 434 4727

Hootnanny Country Rock Festival with Truck and Car Show 25 to 27 February 2022 Thames Racecourse Contact: hootnanny.co.nz, info@hootnanny.co.nz

TMC Trailers Trucking Industry Show 11 to 12 March 2022 Canterbury Agricultural Park Contact: truckingindustryshow.co.nz, info@nztruckingassn.co.nz

Bombay Truck Show 12 February 2022 Bombay Rugby Club Contact: bombaytruckshow@gmail.com

All scheduled events may be subject to change depending on weather conditions etc. Please check the websites above before setting out. Show organisers – please send your event details at least eight weeks in advance to editor@nztrucking.co.nz for a free listing on this page.

90 New Zealand Trucking

October 2021

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94 Moving Metrics 98 Special Report 100 Industry Comment – Napier/Taupo update 102 Product Profile – FatigueM8 104 Truckers’ Health 106 Health and Safety 108 Legal Lines 110 NZ Trucking Association 112 Transporting New Zealand 114 The Last Mile BROU GH T T O Y OU B Y

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, NC and TD class vehicles for August year-on-year

Summary of heavy trucks and trailers first registered in August 2021 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. 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 can be found in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016, nzta.govt.nz/ assets/resources/rules/docs/vehicle-dimensionsand-mass-2016-as-at-1-July-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

94 New Zealand Trucking

October 2021

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

First registration of TD class heavy trailers for August year-on-year by major manufacturer

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

Summary of heavy trailers first registered January to June 2021 Class TB MAKE

First registration of NC class vehicles year to date 2018 – 2021 by major manufacturer

First registration of TD class heavy trailers year to date 2018 – 2021 by major manufacturer

NUMBER FIRST REGISTERED

MARKET SHARE

ADAMS & CURRIE

0.1%

COWAN

0.4%

COX ENGINEERING

0.4%

CSP ENGINEERING

0.1%

CWS

2.9%

DOMETT

7.5%

DOUGLAS

0.4%

EMS

0.1%

EVANS

1.4%

FAIRFAX

1.4%

FOREMOST

0.1%

FREIGHTER

4.6%

FRUEHAUF

11.2%

GROVES

0.1%

GUY NORRIS ENG.

0.1%

HAMMAR

1.0%

HOWARD PORTER

0.3%

HTS

0.6%

JACKSON

2.7%

KOROMIKO

0.3%

KRAFT

1.0%

LILLEY

0.9%

LINES

0.1%

LOWES

0.4%

LUSK ENGINEERING

1.0%

M.T.E.

6.3%

MAKARANUI

0.9%

MAXICUBE

1.3%

MD ENGINEERING

0.6%

MILLS-TUI

1.7%

MJ CUSTOM

0.4%

MODERN TRANSPORT

0.4%

MTC EQUIPMENT

1.6%

MTT

0.1%

NOT IDENTIFIABLE

1.1%

ORION

0.1%

PATCHELL

108

15.5%

PTE

0.4%

ROADMASTER

6.3%

SDC

0.6%

SEC

0.7%

STEELBRO

0.1%

TANKER ENGINEERING

0.3%

TEO

0.3%

TES

2.9%

TIDD

1.7%

TMC

5.9%

TOTAL TRANSPORT

0.1%

TRANSFLEET

3.7%

TRANSPORT TRAILERS

5.2%

TRANSWORX SI

0.1%

WAIMEA ENGINEERING

0.4%

WAREING

0.1%

WARNER

0.1%

WARREN

0.6%

WEALLEANS

0.1%

WHITE

0.3%

697

New Zealand Trucking

October 2021 95

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

ROAD USER CHARGES

RUC purchase for August 2021, all RUC types

Total value and distance of road user charges purchased between 1 January 2018 and 30 August 2021 by purchase year

Purchase period

Distance purchased (km)

Value of purchases

In August 2021 there were 46 different types of RUC purchased for a total distance of 1,415,489,880km at a value of $188,484,043.

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 August 2021

10,775,622,361

$1,481,901,647

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

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 August 2021

7,710,081,377

963,760,172

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

96 New Zealand Trucking

October 2021

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 by year (all RUC types)

RUC distance purchased year to date for selected RUC types

RUC purchases August 2021 for selected types

The red dots represent the cost of RUC purchased for that RUC type for the year to date August 2021 only, thus for RUC type 6 vehicles, powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles), the higher value results from the high cost of RUC for these type vehicles above 12 tonne.

New Zealand Trucking

October 2021 97

SPECIAL REPORT

ONGOING COVID-19

CRISIS

SEE TRUCKING COSTS

SOAR

Story by Shannon Williams The ongoing global Covid-19 crisis is seeing the cost of doing trucking business in New Zealand hit the roof – with no end in sight.

ith the pandemic causing shipping delays, labour shortages, and longer lead times, the costs of manufacturing, product components, shipping and employment within New Zealand’s transport sector have all increased. David Boyce, CEO at the New Zealand Trucking Association, says the costs for New Zealand trucking companies have gone up significantly. “The trucking industry is no different to any other businesses or parts of the New Zealand economy that have been affected by Covid. You have all the delays in shipping materials that have

98 New Zealand Trucking

caused the costs of things to go up. If you try and go buy product, even at retail level, you’ll get told there are delays,” he says. “The cost of steel has gone up, the cost of tyres, fuel – all those things have gone up, and all those things are driving up labour costs as well.” Boyce does cost-modelling for companies looking into the viability of buying trucks and trailers. “In the past 12 months, at least 20% to 25% of those trailers have gone up in cost. It’s quite a bit,” he says. “And a lot of the truck and trailer manufacturers and truck-body builders – they have lead times for everything. “It all flows through, and operators definitely need to keep tabs on their rates to make sure they are not going backwards. You have to be reviewing your freight rates pretty regularly to make sure you are keeping up with all the increases in costs.” Boyce says the increased

October 2021

cost from throughout the supply chain is being passed on to consumers. “At the end of the day, trucking operators can’t keep absorbing costs – they’ve been doing that for decades, and you can’t keep doing it forever.”

Impact on supply “brutal” Craig Fowler, business manager at HCB Technologies NZ, says the impact of Covid-19 has been “brutal” on the supply side. “Particularly in North America, a lot of the wage subsidies over there are quite generous, so a lot of the manufacturers are struggling to get people to work because they are basically getting paid the same money to stay at home,” he says. “One of our largest American suppliers is running at 50%, so when you have a factory and you’re short 35% of your staff, you can’t operate. So they end up sending staff home, and the result of that is the

mothballing of massive factories in the States that we draw a lot of commercial product from.” Fowler says that will impact the coming year because the company will be facing stock shortages from key suppliers. In response, HCB has had to find alternative suppliers to meet the market. “We’ve hedged ourselves as much as possible with other suppliers, so we draw products from Europe, the States, Central America, South Korea and China, so we have enough options that we can move volume around,” Fowler says. “But it’s like squeezing a balloon. When you think you’ve solved one problem, another one pops up, and it’s going to be like that for a while. Some of the American factories are telling us it’s 12 to 18 months before we’ll see stock again.” For HCB, Fowler says the most dramatic increase in cost is freight. “It’s brutal. It’s something we do have to pass on onto customers, and

TRUCKING

COST$

we have a price rise going through in the middle of October,” he says. However, it’s not all bad news, with HCB taking a punt early on in the pandemic to overstock itself as much as possible. “We are now carrying additional stock to help us to get through,” Fowler says. “We managed to get that into the country before the supply chain collapsed, so we are actually wellpositioned to serve the market. That punt paid off – it could have gone horribly wrong. So we are very happy with our stock position at the moment.”

Lead times blown out Richard Smart, general sales manager at Southpac Trucks, says the company has seen an increase in costs relating to the manufacturing and shipping of finished trucks. He says the problem can be seen across the entire supply chain, from increased raw components costs to

delays in shipping, and staff shortages. “Most of the automotive industry is seeing issues with microchips, and components such as steel, rubber and fuels are rising quicker than usual.” Lead times have also completely blown out. “Capacity constraints have increased most manufacturers’ lead times way beyond normal, so only those brave with their stock holdings will have supply in 2022,” Smart says. He adds that Covid-19 has slowed productivity and makes business harder to function effectively. “We still support essential trucks with service and parts, but the rest of our business has to operate at home.”

Second-hand vehicles on the up Boyce says while costs were increasing before Covid-19 hit, it wasn’t to the current degree. “You only have to look at house inflation and things

like that – it’s gone absolutely bonkers. Covid has definitely made everything a lot worse,” he says. “The supply chains are stretched as far as things coming in from overseas are concerned, and little old New Zealand at the bottom of the world – sometimes we’re a wee way down the chain of supply. If you look at the number of trucks that New Zealand buys, I think we buy about half a percent of the world’s production of trucks – so it’s a lot easier for these factories to fill their orders closer to home.” Boyce says one of the flow-on effects is that it has driven up the price of latemodel second-hand vehicles. “That’s if you can buy it,” he says. “Some operators just can’t get new trucks, and there are such long lead times on trailer builds and that sort of thing. “So operators have been trying to buy good secondhand stuff, but that’s not even there. You end up with operators that are buying

vehicles that already have a million kilometres on the clock because they can’t buy anything that is low-mileage.” Boyce says the current labour shortage throughout New Zealand caused by closed borders meant wages have increased across the board. “One of the effects of Covid is that it has restricted many of the people who would’ve traditionally come into New Zealand and filled some of those labour gaps, so that’s driving up wage rates quite significantly. And that’s having an impact on rates.” However, Boyce says that just because wages have gone up, it doesn’t mean the labour shortage has got any better. “Covid is driving up everybody’s wages in the economy,” he says. “It doesn’t necessarily mean that people are coming in and driving trucks because the rates are better than being a builder. It’s just because everybody is paying more.”

New Zealand Trucking

October 2021 99

INDUSTRY COMMENT

By Antony Alexander

LIGHT AT THE END OF THE TUNNEL I have to give credit where it is due. The past construction season has been productive for Waka Kotahi NZ Transport Agency in the Hawke’s Bay area, specifically the Napier to Taupo section of SH5.

ver the past two years, I have lobbied NZTA to repair or upgrade specific parts of the road where I had identified areas of tarmac with scabbing, potholes, or which were simply bumpy and, in my opinion, dangerous. During a ridealong with an NZTA representative, I pointed out multiple spots, including Dillon’s Hill, the Mohaka Bridge (southern approaches), the Titiokura Saddle – where trucks were losing traction in both directions on the southern lanes, plus multiple other areas where the surface

100 New Zealand Trucking

was failing. Waka Kotahi had been aware of the faults for many months, but funding wasn’t made available for any repairs beyond those scheduled under the Network Outcome Contracts. To be fair, those were just patch-ups, which were falling apart soon after completion. Most of the major issues have now been rectified using an asphalt mix rather than chip seal, and so far, they have held up quite well during winter. I certainly haven’t heard many complaints from fellow truck drivers. Previously, I did not believe a good standard of work was being carried out seeing many works repeated. In one area, at Stoney Creek (east of Tarawera), three weeks were spent digging out the road, re-laying shingle, then resurfacing, only to have it fail within days. This has now been ‘repaired’ using the asphalt mix, although it seems bumpier than it was before the October 2021

repairs were started. The same occurred at the Tarawera Hill, where the upper surface of the reseal was so thick, trucks were getting stuck going up the hill within minutes of the new seal being laid. The next day it rained, and the new seal was completely ripped up – it failed in less than 24 hours. Waka Kotahi blamed the weather for the failing and had the section resealed using asphalt. So far, it’s held up well considering the gradient of the climb and the weight of trucks. Also, within the past month, the entrance to Tarawera Café is being redesigned and reconstructed after a fatal crash in October last year. New barriers are also springing up weekly along the route and the ‘white picket fence’ section on the Titiokura Saddle, a site I have highlighted for some time where a completely substandard fence was the only thing that protected

people from going over a cliff, now has a barrier. This is a personal win for me.

Speed as a lever Many of us who use the road cannot understand the Waka Kotahi’s decision to consider dropping the speed limit for a section extending from Eskdale to Waipunga. Waka Kotahi regional relationships director Emma Speight said the speed limit review on this winding section would aim to save lives and prevent serious injuries from crashes. While the speed of vehicles in a crash determines injuries, Waka Kotahi, by its own admission, stated that the average speed over the stretch of highway was 81kph, so what really is the point of lowering the limit further, with the resultant impact on travel times? Initially, it stated travellers would only face a difference of about 41 seconds, a figure it later admitted was wrong,

Antony Alexander was an Air Force Police NCO, NZ Police dispatcher, and qualified in crash analysis in 1997 with the NZ Police. He is now driving trucks as a passion.

changing it to somewhere between four and 11 minutes. Some calculations by people driving the road every day have been up to 18 minutes. For a linehaul truck driver undertaking a return trip, this represents an extra 40 minutes, possibly more, that must be accounted for in their logbooks – a minimum of 40 minutes added onto an already long day for some. One person I spoke to stated: “It would cut a four-trip day down to three.” In my opinion, Waka Kotahi is using the Road to Zero mantra to defer critical maintenance and roading upgrades by slowing down traffic. This is evident in multiple areas of the country. It is essentially admitting it doesn’t have the funding or the capability to upgrade, at the same time quietly admitting it knows the road is sadly in need of an upgrade. In the background, constable Steven Knox from the Hawke’s Bay traffic unit

started the campaign Stay Alive On 5, in conjunction with new signs being placed in areas by Waka Kotahi. For the past six months, police have attempted to put at least two patrol cars – a mixture of marked and plain – on SH5 during each shift. Taupo police have also increased their patrolling. In the nine months since the campaign started, this has generated some good statistics based on both the same period last year and the year before. These patrols have increased proactive policing with over 1300 traffic stops conducted. Attendance because of complaints by people reporting speed and drunk drivers, for instance, has increased by 155%. Stats like this also have a plus side in terms of crash rates – down 11% and zero fatalities since last October. Police have also noticed that the high-end speeds of more than 30kph above the posted limit are slowly dropping, whereas six months ago, many people were being stopped in that threshold. People are starting to realise that the campaign was not a one-off. The social cost saving to date with no fatalities alone has been approximately $14.3 million. When the cost of serious injury crashes is factored in, the saving is even higher. I certainly do not believe that this campaign is revenue-gathering, as many people claim when a campaign like this starts. The educational aspects have also focused on those travelling too slowly and holding up traffic. Global Road Safety Partnership chief executive officer Dave Cliff stated that 70% of New Zealand’s fatal crashes happened on the rural road network. But he failed to acknowledge SH5 was a national state highway, servicing Hawke’s Bay, with approximately 3200 vehicle crossings a day. While stating that a slower speed would

bring down the impact of crashes, wouldn’t it also be prudent to advocate for such roads to be upgraded? Not long after Waka Kotahi advised it wanted to lower the speed limits along parts of the highway, I was at a meeting attended by members of the Hastings District Council (HDC) and several residents from the area. The resounding message from the floor was “no” to the limits being dropped. HDC stated in a submission that it had real objections to the process adopted by Waka Kotahi and its recommendations and was concerned there was inadequate evidence and/ or analysis to support the proposals. The council was also concerned with the ‘desktop’ nature of the analysis, and the absence of site visits, validations, and assessments. With observed traffic volumes of over 4000 vehicles per day, and with 20% heavy vehicle representation, any proposed reduction in speed on this route could have significant economic implications for local and national industry. HDC was concerned that the impacts had not been appropriately nor adequately assessed.

Summary As a road safety advocate, I applaud the improvements that have happened, but it’s not enough. The real improvement will come when Waka Kotahi and whichever government is in power provide funds to complete real remedial works, such as straightening corners and keeping tarmac in good condition consistently. One of the problems I see as a user on the road is that the standard of work differs between contractors. Maybe it’s time for one contractor to be given the funds for proper remedial work and upgrades

instead of using speed reduction as a default tool to improve safety. Furthermore, NZTA needs to investigate some of the real issues around its notification service. People often report problems using the 0800 number advertised on road signs, but NZTA does not pass on those warnings, e.g. high winds, potholes, crashes etc, to its ‘live’ map application. Recently, after a camper van was blown off the road because of unusually high winds at Te Haroto, the police requested the road be closed for a short time until the winds died down. Not only was this not done, but Waka Kotahi also did not put any warning on the Napier VMS sign until well after the winds had eased. A horse-float driver, who was also nearly tipped over, has since contacted NZTA to get a VMS sign put in place to enable people travelling on the road to see the actual speed of the wind, allowing them to make an informed decision on whether to proceed or not. I have also suggested to NZTA that more VMS signs be placed strategically along the road to enable people to stop or turn around long before encountering a problem, resulting in the need to sit and wait. There is a lot of work that needs to be done and a lot of work that could be done. Dropping speed limits, in my opinion, is not a single fix. Widening some parts, providing more rest areas, extra policing, and a better road surface are equally critical. In saying that, Waka Kotahi has committed to undertake a business case study with the view to secure a $100 million safety upgrade and has recently earmarked $214 million for state highways and local roads in the Hawke’s Bay region. The light at the end of the tunnel may not be an oncoming train.

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PRODUCT PROFILE

NEW TECH TO ADDRESS

FATIGUE

WITHIN TRUCKING SECTOR Story by Shannon Williams New technology that monitors heart rate variabilities could be the answer to handling driver fatigue within the trucking industry.

aunched by Canberra-based tech company Augmented-Intelligence, the FatiqueM8 system is attached to a truck’s steering wheel and measures a driver’s fatigue levels using biometrics. The data can then be used to predict fatigue levels. Augmented-Intelligence co-founder Andrew Hammond says the system addresses one of the industry’s biggest concerns – driver safety. “Driver fatigue is up there as one of the top three killers of people on the road after speed and alcohol,” he says. “From an industry perspective, it’s a real problem.” Hammond says the general health of truckies is another concern that the system hopes to address. “One of the other big killers in the trucking industry is that, unfortunately, general truck-driver health is not great. Truck drivers generally have poor diets and limited exercise opportunities, and cardiovascular disease is rife within our population,” he says. “The equipment we use should be able to give us early identification of truckers who have cardiovascular issues or developing cardiovascular issues that we may be able to help with.” FatigueM8 works by using a custommade steering wheel cover that gets fitted over a truck’s steering wheel and works the same way as sensors on a treadmill. A driver needs to place two hands on the wheel for 30 seconds, and the system monitors heart-rate variability.

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“That gives us an indication of the driver’s physiological state. All drivers need to do is hold two hands on the wheel for 30 seconds every 30 minutes. So, it’s not a massive inconvenience for the driver. That was part of our pitch; we wanted it to be passive and not get in the way of drivers doing their thing,” Hammond says. It takes about two weeks of data capture to establish the full driver baseline. Hammond says various factors can influence the risk of crash for a truck driver. “There are different times of day when you are more likely to have an accident and different days of the week,” he says. “So we have that factored into the system. Monday and Tuesday are when you’re more likely to have an accident, and between midnight and 3am. “We want to be able to say, well at 2.30pm, we know you’re in a state that you’re okay, but we know that in two hours’ time, based on where your body clock is at, you’re probably going to be fatigued. And then across your driving journey, we believe if you have a break in an hour’s time that will reset your fatigue levels. And by the way, there’s a truck stop 45 minutes up the road where you should pull over. So it’s about that predictive manner to be able to help drivers manage their fatigue.” Hammond says the system can help trucking companies keep up with their fatigue-management obligations. “Every day, we have a driver using our system, we’re monitoring them and making sure they are in a fit and healthy state to be driving for the task they are doing,” he says. “It also monitors overall health so we can have drivers in optimum condition for

The FatigueM8 system comprises of a steering-wheel cover with embedded sensors and a discreet computer system. being out on the road.” The first production examples of FatigueM8 could be on the market within 18 months, and Hammond says he would love to get the product to New Zealand. “At the moment, we’re doing a big data collection operation and refining our algorithms and looking at different implementations for different trucks. For this trial, we have been trialling them in Kenworths.” He says the company is currently working on how to get the price of the system down for smaller operators. “A large proportion of fleets are owned by owner-drivers or mum-and-dad operations that have between three to five trucks, and they’re probably the most at risk because they are not large enough to invest in one of the other systems that are quite expensive,” he says. “So we are trying to get to AUD$50 [about NZ$52] a month so we can get it in as many trucks as possible.”

TRUCKERS’ HEALTH

Perception is everything

hanks to Covid-19, the past two years have been extremely turbulent and unpredictable. It certainly hasn’t been a smooth and easy road for anyone involved, with everyone struggling in their unique way. In saying that, we can draw one positive from the pandemic – the newfound appreciation for truckers delivering the tidal wave of online orders and the allimportant toilet paper. Covid-19 has had obvious impacts upon our economy, small businesses, and our ability to work and socialise. But, sometimes, what is overlooked is the pandemic’s influence upon our physical and mental wellbeing. Last year required us to stay locked up at home for seven weeks, and this year we’re in again for three weeks (unless, of course, you live in Auckland and have had extended lockdowns throughout). The disruption to our work and social life can be extremely detrimental to mental health. Many households had different situations; some parents were essential workers still out working, some were working from home, some were dealing with home-schooling children, or there were people totally on their own. In other words, there was a boatload of different situations – each hard in its own way. It was especially difficult for people prone to anxiety, OCD, or who are extreme creatures of habit. From personal experience, I can say that my two lockdown experiences were like night and day, and the difference between the two was my mindset. I’ve been forced to realise that you cannot control a situation but you can control how you respond to it. My general approach throughout the first lockdown was, ‘Woe is me, life is hard, when will life ever be the same again?’ I thought it would be a grand idea to eat my body weight in home baking and not break a sweat for seven weeks. This negatively impacted my mental and physical wellbeing. This year, when we got the lockdown announcement, I decided I would have a different experience this time around. I saw it as a much-needed break from work, a chance to reset and think about my future goals. I made myself a promise that I would exercise each day – even if it were just a walk around the block – and that I would eat plenty of

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healthy and nutritious foods. It is amazing the difference looking after yourself can make when feeling anxious, vulnerable, and extradited from society. If you have tendencies towards negative emotions and mindsets when you don’t take care of yourself, make it of the utmost importance to do just that. In other words – don’t poke the bear. This doesn’t just apply to the pandemic, of course. It is true of any situation or event that throws you off your original and intended path. As I always tell my clients: “It is never a good time to lose weight and be healthy.” You can always think of a reason why you cannot look after yourself. So why not think of the reasons why you should? Things such as feeling good, increasing your productivity and positivity, and improving your overall health and wellbeing. Here are a few quick tips to reset that mindset and push through a tricky barrier or life situation.

Set out a non-negotiable time to exercise during your day If you come up with excuses why you don’t want to exercise in the evening/ after work, smash it out in the morning. If you feel more energised and awake later in the day, choose that time. Base it around the time that you enjoy being active, or simply just choose the lesser evil.

Get friends or family to help you to stay active and healthy

If you need help achieving your health and fitness goal, don’t feel too shy to reach out to a friend or family member who may be able to help keep you accountable. Whether it be an online group check-in chat, or Zoom workouts, whatever is going to aid you in keeping to your plan.

If you’re having a hard time, talk about it

It’s all very nice to slap on a fake smile and pretend life is butterflies and rainbows, but it gets to a point where it drags you down to carry that burden. Talk to a workmate, family member or friend you trust – someone you know won’t be judgemental. If you do feel too shy or embarrassed, you can always journal. Write down how you’re feeling, scribble down your thoughts because sometimes, when you see your thoughts

October 2021

Simply going for a walk can make a huge difference to your state of mind in lockdown.

on paper, you soon realise that they are perhaps slightly irrational, or easily solvable in time.

Don’t be hard on yourself or set unrealistic goals.

When you feel anxious, down, or vulnerable, the worst thing you can do is set loads of high arching goals. You may think it’s a positive thing to set goals – and, of course it is – but if you are feeling a bit down trodden, the worst thing you can do is set unachievable goals, and then be disappointed in yourself. Set achievable, measurable, and straightforward goals. It feels good to tick things off and achieve things you set out to do. Instead of ‘I will not eat any chocolate through this whole lockdown’, you could say ‘I will eat a chocolate bar every third day’. I certainly know which goal would be more achievable. You give yourself the parameter to still enjoy your treat, but you’re improving your overall wellbeing with a small step. Life at the moment can feel strange, unpredictable and frustrating – but it is important to focus on the positive things we experience every day. They don’t have to be huge; they can be as simple as ‘there was the perfect amount of milk left to have my morning coffee this morning’. The more we focus on these miniature wins and successes throughout the day, the more positive our overall outlook. Give it a go – you will be surprised how many glorious things happen. 

Laura Peacock Personal trainer TCA Fitness Club

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HEALTH AND SAFETY

Moving back to normal, again

hen you read this, I hope that life, for you, is heading back to normal. Normal life, or as normal as it may be, is likely to bring many changes. Some of us will move back to the office and continue the work we have been doing at home. Some of us will be organising meetings that may or may not require social distancing. Some of us will be looking for work and trying to rebuild our lives. The alert level changes in different regions of New Zealand add complexity for those needing to cross the border. One certainty is that people will be out and about. There will be more traffic on the roads, more people in shops and more people in our workplaces. Some of these will be our workmates. Some might be new to the team; others may be sub-contractors, customers, or visitors. Just as there is a rise in incidents, some serious, after the Christmas break, there is likely to be a rise in incidents following the restrictions due to Covid-19. As we saw during all lockdown levels, some people are intent on following their own purposes, rather than following the rules. The extra requirements following Delta are simple: • Face coverings must be worn in any level 3 businesses or services that are open and involve customer contact. This may be extended to level 2, although it isn’t when I write this (apart from public transport or flights).

How can Safewise help? We work with organisations who need more health and safety knowledge, or more time, than they have in-house. For more information, check the website, safewise.co.nz. 23031 DANI1 TRUCKING AD.pdf

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• Businesses are legally required to display a QR code and provide an alternative contact tracing system. It is recommended that you make sure people scan in or provide their contact details. Starting with a toolbox or staff meeting can be an excellent way of reminding everyone of a workplace’s safe practices. Include the normal principles of safe practice – wearing PPE, ensuring guards are fitted and used, and so on. Depending on your workplace, the presence of other people needs to be emphasised. The roads have been relatively clear; this will return to the customary crush of traffic, drivers focussed on their own journeys and preoccupied with rebuilding their work lives. Forklift operators, particularly those in workplaces where the public has access, will need to be particularly diligent about ensuring the area around them is clear. Consider the actions you can take to protect workers and others in their workplaces. These can include restricting access to certain areas, induction and sign in, and escorting people through the workplace. Plan for the safety of your workers and others. 

About Tracey Murphy Tracey Murphy is the owner and director of Safewise Ltd, a health and safety consultancy. She has more than 12 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.

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

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ROAD SAFETY TRUCK

North Canterbury students from Rangiora Borough School thoroughly enjoyed the visit from the Road Safety Truck. It’s a big school with close to 600 students so the Truck stayed overnight so that every student could participate. Huge engagement from the students and teachers as the students worked there way through the programme. The school is located in the middle of town so trucks go past all day and to access the school in all directions you need to cross major roads. The students leant about blind zones, stopping distances and when they climbed in and sat in the drivers seat they learnt what the driver can and can’t see. Each student was given a workbook that is full of activities and safety tips. Feedback from parents after the visit is that the Road Safety Truck workbook has become a favourite and the whole family has read it. The team had a great time and we are pretty sure there are some future truck drivers in this bunch of students.

“Make sure the truck has completely stopped before crossing the road”

Join us today! 0800 338 338 www.nztruckingassn.co.nz

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alic

LEGAL LINES

Inattentional blindness

nattentional blindness (“IB”) occurs when we fail to notice an unexpected object or event, which is fully visible. We readily see the object if we look for it, but we fail to see it when our attention is on other things. The failure to perceive an unexpected stimulus in plain sight results from a lack of attention rather than any visual defects or deficits. This concept is important in the context of professional drivers because it can explain why you didn’t see a smaller vehicle that turned in front of you until there was a collision.

The invisible gorilla

Humans have a limited mental capacity which makes us incapable of attending to all the sights, sounds and other inputs that rush the senses every moment. Inattentional blindness is beneficial in the sense it has evolved to help filter out irrelevant input, allowing only important information to reach consciousness. This allows humans to focus our limited mental resources more efficiently in our environment. One of the most well-known demonstrations of IB is a video that shows a group of people passing a basketball back and forth. Half the group is wearing white uniforms, and the other half black. Participants in the study are asked to watch one team or the other and count how many times the ball is passed from one player to another. Almost one-third of the people watching the video fail to see a person in a gorilla suit walk through the middle of the game. It is not a trick – once you are told about the gorilla, you see it. We are so busy looking at and counting the passes between players that we fail to notice the gorilla because its presence is unexpected. This effect is IB. The item that is not seen is referred to as the incongruent stimuli. It is hiding in plain sight. In my experience as a traffic lawyer, there seems to be a disproportionately large number of accidents involving motorcycles and cyclists. One explanation for this could be that they are the incongruent stimuli on New Zealand roads: they are there, but some drivers don’t see them. Studies show us that intersections are among the most dangerous places for motorcycle collisions due to other vehicles violating their right of way, which could be due to IB.

X-motion much easier than it does Z-motion. Looming is the rate of expansion of an object that is exhibiting Z-motion. An object will double in size with each halving of the distance from the viewing point. Due to the small front profile of a smaller vehicle when it is approaching you from a distance, its perceptual size does not increase as rapidly as a larger vehicle, and the human eye has trouble perceiving its approach. Further complicating things is something called ‘motion camouflage’. This phenomenon has been studied in the animal kingdom by observing dragonflies. Research has demonstrated that a dragonfly can move rapidly towards its prey while appearing stationary and remaining undetected. By following a prescribed pattern of motion that continually places the dragonfly between the target and some landmark, the bug doesn’t create any X-motion and exploits its minimal Z-motion. This explains why motorcycles and cyclists may inadvertently be camouflaged into background landscapes and therefore be hidden from view.

Humans have a limited mental capacity which makes us incapable of attending to all the sights, sounds and other inputs that rush the senses every moment. IB has evolved to help us filter out irrelevant input.

Looming and motion camouflage

Due to the small front profile of motorcyclists and cyclists, they do not benefit from an effect called ‘looming’ as larger vehicles do. When an object is moving towards or away from the human eye it is called Z-motion. When an object is moving laterally across the field of vision of the human eye, it is called X-motion. The human eye picks up and perceives

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The pitfalls of experience

Being aware of IB means that we should do everything we can to prevent getting into a situation where we may fail to notice an unexpected object or event. Alarmingly, experienced drivers are more susceptible to IB because studies show that they adapt through time to perform driving as an automated process, neglecting uncommon vehicles encountered on the roads even if they are conspicuous. The ‘experience’ a driver accumulates develops their ‘perceptual set’. This means that what you expect to see determines to a large extent what you actually see. Recent studies have also looked at age differences and inattentional blindness scores, and the bad news is that results show that the effect increases as humans age. So, to avoid an IB episode, be vigilant to ensure that you’re not just driving on autopilot because you are familiar with the route. 

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

Danielle Beston

VIDEO

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THE GREAT NEW ZEALAND TRUCKING VIDEO COMPETITION SPONSORED IN 2021 BY

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• The 2020 Great New Zealand Trucking Video Competition may be found at the New Zealand Trucking magazine YouTube channel.

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By submitting your video entries into The TWL Great New Zealand Trucking Video Competition, you grant Long Haul Publications (New Zealand Trucking magazine) the right to load all videos to its YouTube channel and for Long Haul Publications (New Zealand Trucking magazine) and TWL to promote the competition and videos on their respective digital channels. Long Haul Publications (New Zealand Trucking magazine) and TWL may use the video clips, in part or whole, for promotion of the competition or in other digital content. All such video use will be credited to the video supplier. Videos will be watermarked with the TWL logo. No correspondence will be entered into.

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Winners will be determined by the number of video views over this two-week period and prizes awarded accordingly. Winners will be announced on the New Zealand Trucking social media pages on Thursday 18th November 2021.

20/09/21 3:48 PM

NZ TRUCKING ASSOCIATION

Are you a member of the New Zealand Trucking Association? If not, why not? Here’s why you should join.

ver the past few years, the New Zealand Trucking Association has been reimaging itself to ensure it will be fit for purpose for the ever-changing transport industry. The strategy is to sustain growth in membership so the association can continue to meet the needs of transport operators and deliver its important industry and community initiatives. The organisation is not-for-profit – all the membership subscriptions and rebate income go straight into things that are important to members. We support new members into the industry by giving them sound advice, recourses and introductions when required. The cost model and cashflow service shows what it costs to run a trucking business. It includes all those things that are not thought of initially; contingencies for vehicle replacement, repairs and tax are key components to plan for. This is laid out in a document that clearly shows whether the member will make money or if they have just bought a job. The last thing we want is for someone to take on a large loan to buy a truck, commit to a contract and then 12 months down the path, they find that the contract they have is not what they thought it would be. Sadly, we have also had to help people out of the business because they just got in too deep. We are independent and will only deal with the facts. Recently, we had a situation where several cost models were done for different people for a company changing to an owner-driver model. The rates offered were unworkable, and when our document arrived back at the company, it clearly showed them that their costings were leaning towards a rate that was not viable. New rates have since been established, and this now appears to be a viable business. A member recently posted on a social media site that they had been a member of the NZTA for seven years and had gone from one truck to five trucks, now employing four staff. This member joined the association and got the advice early, and continued to seek advice as they expanded their business. Existing members will tell you that our door is always open. Members have unlimited access to our business advice and resources, which is very helpful when a company is expanding. We have transport specialist insurance advisors and commercial finance at very good rates for when equipment is needed to be purchased. The association has built substantial networks here and overseas with suppliers and stakeholders, negotiating buying schemes so that members can save money on day-to-day purchases such as fuel, oil, tyres, and other expenses. The networks also include specialist advisors, people to whom you

normally would not get an introduction. These networks are all available to our members. Recently, we facilitated a meeting with the Victorian Trucking Association in Australia to meet via Zoom with the South Island Port User Group. Useful insights were shared as both groups had common issues around port use. This connection will now be fostered, and I am sure a visit to the Victorian port will take place when the world opens. Locally, we have established relationships with various stakeholders such as Waka Kotahi NZ Transport Agency, ACC, WorkSafe and local government councils, where we represent members interests on multiple committees. Our relationship with the Australian Trucking Association is extremely valued. We share the same goals concerning the health and wellbeing of our workforce and road safety. Soon, we will be launching the ATA SafeT360 virtual-reality road-safety programme that targets 16- to 25-year-old drivers. This is an exciting evidence-based programme aimed at a very vulnerable road-user group. It puts the young drivers in a truck seat and lets them experience real-life situations where other road users have behaved poorly around a truck. It has been proved that this type of learning changes behaviour. The Road Safety Truck will be getting a refurbishment to install the programme shortly. Other initiatives we undertake are the TMC Trailers Trucking Industry Show (scheduled for 11/12 March 2022), the Trucking Along driver health and wellbeing, the Trucking Industry Summit when required, the Trucking New Zealand Drivers Club, and Careers Trucking. These initiatives are designed to make positive engagement and change for a safer workplace and safer roads. You can check out what we do and how we do it on our website, nztruckingassn. co.nz. We have members all over New Zealand, from the ownerdriver through to large corporates. Membership starts from $33 a month. Contact us if you would like to know more – Dave Boyce, CEO, 021 754 137 or Carol McGeady, general manager, 021 252 7252. 

Members have unlimited access to our business advice and resources, which is very helpful when a company is expanding.

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NZ Trucking Association can be contacted on 0800 338 338 or info@nztruckingassn.co.nz

By Carol McGeady, executive officer NZ Trucking Association

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TRANSPORTING NEW ZEALAND

NEW BRAND FOR INDUSTRY LEADER AS WE LOOK TO A COVID-19 FUTURE First, let me acknowledge the rebranding of the Road Transport Forum as Ia Ara Aotearoa Transporting New Zealand (Transporting New Zealand).

e had hoped to show off our rebranding and explain the journey at a launch event at Parliament, but we had to cancel, thanks to the latest lockdown. Nevertheless, I believe replacing the tired RTF brand with Ia Ara Aotearoa Transporting New Zealand better reflects the active role of road freight transport in the 21st century and as a significant contributor to prosperity in the New Zealand economy. Our new name conveys what the industry does for the public and businesses in New Zealand – transporting their goods to their door when they need them or their food, medicines and other essentials to the stores at which they shop. It is also about looking forward. The August lockdown of the whole country is proof we have to stop running from this Covid-19 virus and accept that there will be a point when we have to live with it. There is too much at stake if we don’t. We will continue to be cowed in a state of fear by something we now have the tool – a vaccine – to overcome. We must start building our psychological, physical, social and economic resilience, and

112 New Zealand Trucking

a big part of that is making sure essential workers are vaccinated and looked after. It has been incredibly disappointing to learn of the low level of vaccinated people in our industry during this lockdown. This is not the industry’s fault at all, as a survey we recently conducted showed a very high demand for vaccinations among industry staff. The government has not prioritised essential workers, and that is now coming back to bite us. The people who support New Zealand’s elimination course have a big say in the rule-making, but generally, they are not the ones who are keeping this country moving. We risk some very poor societal outcomes if we keep feeding into the fear and reacting with future lockdowns. Instead, let’s prioritise rolling out the jab (particularly to essential workers) and open up our country and economy again. There was also a ‘she’ll be right’ message from the government regarding the insurance liability of trucks during the level 4 lockdown. But that message is not good enough for operators who have trucks that could be worth several hundreds of thousands of dollars. No disrespect to insurance October 2021

companies, they do the job they do and they serve the industry well. But the government is asking trucking operators to simply trust those companies to honour contracts for trucks that cannot have their Certificates of Fitness (CoF) renewed, driven by drivers who cannot have their licences renewed, due to level-4 restrictions. Since day one of the most recent lockdown, and on several occasions since, Transporting New Zealand has requested Waka Kotahi NZ Transport Agency put in writing its intent to issue a notice granting concession on CoF and driver licence expiry. However, despite verbal assurance of this, the agency would not commit to putting that on record. We have been told: “There are no policy decisions which have [been] made yet. The small extensions to lockdown are not giving us the certainty everyone needs to make some solid calls.” This is not good enough; rule No.1 of crisis management is you make decisions with the information you have on the day. Instead, we appear to have officials overcome by timidity. The move from level 4 to level 3 for the country south of Auckland at the beginning of September also raised serious concerns for our industry. We saw the chaos that occurred last year with drivers

passing through differing alert levels and asked to be part of the planning but were told that the prime minister’s department, cabinet and the health ministry would be the decision-makers. Last year, this turned into a serious health and safety issue for drivers, a critical animal welfare issue, and a cause of waste of perishable food, as well as a risk to essential medicines reaching their destination. We were hoping for better this time around. The fact is, the road transport industry needs to be involved alongside the government with logistics planning at times like this. We have the expertise and are keen to make use of it. Finally, The Road Ahead: Transporting New Zealand Conference cannot take place under current alert level rules. The Transporting New Zealand board was forced to make a call on this a few weeks ago and, with the likelihood that at least parts of New Zealand would still not be at level 1, there was very little alternative. Registered delegates will be contacted by Transporting New Zealand.

Nick Leggett chief executive officer

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LAST MILE

The art of deception

he poem Marmion: A Tale of Flodden Field, composed by Sir Walter Scott in 1808, includes the line, ‘Oh what a tangled web we weave when we practise to deceive.’ This is often interpreted as meaning something that has been made deliberately hard to comprehend or understand. We see this everywhere today – cleverly mastered deception designed to fool us into believing everything is in good hands and under control. Perhaps we should be grateful that those whose job it is to serve us, i.e. public servants, are only too willing to put the academic knowledge they have acquired over the years to use, even if they twist this around to suit their own delusionary purposes. Take, for example, the proposal to ‘centralise’ New Zealand’s water management and the large advertising campaign to convince us that this is good for all because they – the officials – have decided it is. I believe what is proposed is more akin to nationalisation, but that is not a word we use anymore because of its connotations with the past. To offer local bodies what is, basically, a bribe to support the proposal is immoral, especially when the money on offer is our money in the first place. In a

nutshell, the proposal will see taxpayer money – our money – used to buy assets that we already own and have largely paid for. So, the wall of deception gets built. The Clean Car discount scheme to bring the purchase price of electric vehicles down to a level where, in theory, they will become more affordable is another example of this deception. While I am not an economist, logic tells me that somebody somewhere is covering the cost of this discount, and I have a funny feeling it is taxpayers. That the prices of EVs have gone up since the discount scheme was announced should not be surprising. Then there is the Hamilton-toAuckland passenger train, which the government led us to believe would revolutionise passenger transport between the two cities. From what I read, it is grossly under-patronised and heavily subsidised by money predominantly collected through road-user charges under the guise that it will be used for roading but can now be syphoned off for other purposes such as building cycleways. We learn that the government is spending millions to re-establish rail-wagon assembly in Dunedin. Announcing this, along with other financial support for KiwiRail, State Owned Enterprises Minister David Clark said it would “make our railways more self-reliant”. As has been shown in the past, rail needs road freight to be efficient. Without it, rail cannot deliver the goods to the standard customers expect, so where is the same level of support for our industry as the essential link in the supply chain between the customer and rail? The project should result in greater employment opportunities, which is a good thing. Still, I found a certain amount of irony in what the minister also said – that “improved use of rail would help cut New Zealand’s carbon emissions”. Presumably, the new wagons will be manufactured in China and then shipped to New Zealand as kit sets, almost like a return to the days when cars and trucks were assembled in New Zealand from CKD packs? (This, as an aside, was an industry decimated by the Douglas/Prebble reforms of the 1980s that also saw the demise of the large government departments, such as the Ministry of Works, which were the training grounds for many who then went on to work in the private sector.) The steel for the wagons will almost certainly be manufactured in China using coal and iron ore mined in Australia and transported from the mines to the ships by trucks most likely driven by New Zealanders who moved over there because they could get better money. It is becoming increasingly difficult to understand current public service thought processes. But then, if these ideas are designed to make us believe all is well and everything is in safe hands, the government is succeeding 

As has been shown in the past, rail needs road freight to be efficient. Without it, rail cannot deliver the goods to the standard customers expect…

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The Accidental Trucker

114 New Zealand Trucking

October 2021

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