NZ Trucking Magazine May 2022 by NZTrucking

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CONTENTS

EDITORIAL DIRECTOR

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

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

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

ART DIRECTOR

Tracey Strange Faye Lougher

John Berkley

CONTRIBUTORS

Willie Coyle

Craig Andrews Marty Crooks Faye Lougher Craig McCauley Jacqui Madelin Alison Verran Mike Verran Shannon Williams Niels Jansen (Europe) Paul O’Callaghan (Europe) Howard Shanks (Australia) Will Shiers (UK) VIDEO PRODUCTION

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Louise Stowell OFFICE ADMINISTRATION

Georgi George PUBLISHER

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

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Ricky Harris 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

38 GETTING IT RIGHT

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A LITTLE HONEY IN THE VINES

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Matt Sherlock’s driver Josh Nicholson glides along the new Transmission Gully motorway.

Official Sponsor

THE

REST

20 WAR HORSE

Power Pups and Passion

8 Editorial 10 Road Noise – Industry news 50 Gallery – Late Aaron Burgess 52 Top Truck – Perrins does it with Presence 56 Just Trucking Around 62 Light Commercial Test – Spacey Hyundai Staria 66 Wanaka Memory 68 Good on Ya Mate – Old Dog Goes Home 70 Aussie Angles – Aussie Atkinson 78 Rust in Peace – Mack FR & Scania 140 80 Craig’s Truckin’ Snapshot 82 New Rigs 88 New Bodies and Trailers 90 Million Mile Club 92 Mini Big Rigs – Model Barn’s New Babies 94 Little Truckers’ Club 95 What’s On/Cartoon

98 Moving Metrics 102 Business Profile – Hobbs Transport & Maha 104 Business Update – MyTrucking’s top ladies

THE DIRTY RASCAL

Custom K2 Perfect in Purple

CELEBRATING THE BEST OF BRITAIN A History of British Trucking

106 Product Profile – Donaldson Filters 108 Business Update – Navare Solutions 110 Carriers’ Corner 112 Health & Safety 114 Legal Lines 116 Business Together

MAGAZINE O IAL

HE FT

OFF IC

118 NZ Trucking Association 120 Transporting New Zealand INTERNATIONAL TRUCK OF THE YEAR

122 The Last Mile BROU GH T T O Y OU B Y

Associate Member

EDITORIAL

BYPASS THIS

ou could say one thing about driving across New Zealand – there aren’t many parts that leave you feeling robbed of good scenery. Unfortunately, it can often pass by unnoticed by those in the driving seat. Recently, I was in the car with someone who, for a change, found themselves a passenger. “You know,” they said, “I almost forgot how nice it is to look out the side windows.” “Even better to pull over every once in a while and take it all in. But how many of us really get the chance to do that day to day?” I responded. If anything, it’s an excellent excuse to get a break from the bumps and ruts that make up the roads we call our state highways. Yes, New Zealand’s roads are shocking. There’s not enough investment in their maintenance, and, despite the reality, heavy road transport is fighting an uphill battle against ideology at the highest level. We’ve written it all before. But perhaps there are some glimmers of hope for a future in which the importance of

road transport and good roading infrastructure is taken seriously. At the end of March, just as our April issue was off to the printer, Transmission Gully was finally opened – albeit a full two years behind schedule, hundreds of millions over budget, and yet with a “significant amount of work to complete all aspects of the project” (NZTA’s words… Read the story on page 16). As I said in my weekly EDM editorial at the time, the enormity of the task undertaken cannot be scoffed at. Unfortunately, the same can’t be said for the setbacks – let’s call them – that plagued the project. Nonetheless, the road is now open to the benefit of all travelling through the region, and the only way to look is forward. In the meantime, that same week, works on the SH3 Mt Messenger bypass were greenlighted (story on page 10). For those unfamiliar with this particular section of road, Mt Messenger is a fairly tight, gnarly 15km-odd of twisting tarmac that’s steep on both sides with a short but narrow tunnel near the summit. Slips,

TRUCK & LIGHT COMMERCIAL adapted masthead.indd 1

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

8 New Zealand Trucking

TRADER

May 2022

bad weather and black ice all make an appearance, too. In short, it’s a pinch point that needs fixing on what is a core road. The 6km bypass, another significant roading project on the table for several years, will join Uruti and Ahititi to bypass the abovementioned irritation and no doubt significantly ease this part of the journey to and from Taranaki. Construction is expected to conclude in 2026 and will cost $280 million – almost as long as was planned for Transmission Gully, but a bargain by comparison. The Takitimu North Link project is another significant example currently underway. It will add a new 14km, four-lane corridor between Tauranga and Omokoroa, effectively bypassing the existing SH2 run into the city via Bethlehem. Construction will be split into two phases, first to Te Puna, then to Omokoroa. Expected cost? Some $655 million for stage one. No doubt, many more roading projects are needed to futureproof the country against the transport needs of a growing population and

address other significant pinch points in our crumbling national roading network. Imagine a Taupo to Turangi bypass and another just down the road at The Sisters. Imagine… well, let’s quit while we’re ahead. Whether or not these two new bypasses run to budget and are delivered on time, the biggest bypass by far will be the one that needs to be avoided. Waka Kotahi, the government – whoever it is down the line – has to ensure that in 50, 30, 10 years’ time, these new roads don’t suffer the same ‘bypass’ of maintenance spending and start falling into the same state of disrepair as so many other national roads around the country. Well, at least there will be some new scenery to take in.

Gavin Myers Editor

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ROAD NOISE NEWS

MT MESSENGER BYPASS CONSTRUCTION TO BEGIN Works are set to begin on the Te Ara o Te Ata: Mt Messenger Bypass following a High Court decision confirming consents for the project. Replacing the existing steep, narrow and winding section of SH3 through Mt Messenger in North Taranaki, the bypass will run for approximately 6km between Uruti and Ahititi. It will include two bridges of about 125m and 30m in length, and a 235m tunnel. The construction period is expected to last 4.5 years. The Mt Messenger Alliance, charged with delivering the new bypass, will begin preparatory works this autumn. Preparing access to locations for the project’s tunnel and bridges will be a priority. The main construction will start in spring, at the southern end of the project, with earthworks and vegetation clearance. Much of the early works will be centred around Te Ara o Te Ata’s environmental activities and will include the creation of access tracks for the project’s significant pest management programme.

NEW MODELS

Updated Isuzu Giga set for NZ debut

he Giga C and E Series models from Isuzu Trucks will make their debut in New Zealand later this year, with key upgrades and enhancements. The list of new developments is highlighted by added safety features, an all-new cab design and a new cab option, and a new additional warranty cover. “The new Giga C and E Series models add to Isuzu Trucks’ proven reputation and will significantly enhance what we can offer our customers, thanks to an expanded range which now consists of 29 models,” says Dave Ballantyne, general manager of Isuzu Trucks New Zealand. New safety features are at the forefront of the new Giga C and E Series models, including introducing an electronic

brake system with electronic stability control and hill-start assist, autonomous emergency braking and lane-departure warning. Autonomous cruise control and adaptive driving beam also feature across the Giga portfolio. The refreshed cab design, introduced on the 2022 model, delivers improvements to driver ergonomics, including an all-new ISRI seat. A new multi-information display conveys a variety of information. A new ‘Super High’ cabin, available on the Giga CYJ530 and EXY530 MT/AMT models, enhances all-round functionality. Included in the new design is the introduction of several roof-mounted storage spaces. A new-look lights package consists of front LED with auto headlights and LED rear lamps.

At the heart of the Giga is the 6WG1 engine. The engine ratings remain carryover compared with the current VC36 model range, except for 400hp models, which increase to 420hp. From a mechanical perspective, the Eaton RTLO18918 is now standard across all manual transmissions and a clutch brake replaces the countershaft brake for these transmissions. All 29 Giga models in the range now feature a new additional warranty cover, taking the total warranty period to five years or 500,000km at no extra cost. Isuzu Truck dealers throughout the country are taking orders on the new models now, with the first of the new arrivals anticipated to land in Q3 of this year.

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NEW MODELS

Enhanced 2022 Shogun range

uso New Zealand has revised its 2022 Shogun range to deliver better fuel efficiency, greater payload, reduced servicing costs and improved safety. The range now includes the new 510hp and 360hp versions to suit a wider variety of applications. It also features key improvements to its safety credentials, adding to its current stable of safety features, including lanedeparture warning, driver fatigue monitoring and electronic stability control. Every new model is equipped with the upgraded Active Brake Assist 5 autonomous braking system. ABA 5 employs an enhanced radar system and camera to detect possible collisions and alert the driver at the earliest opportunity. If necessary, the truck’s brakes will be activated automatically to help avoid a collision.

Also added to the safety suite is the new Active Sideguard Assist, which uses radar technology to monitor the truck’s left-hand blind spot and warn the driver of any unsighted cars, cyclists or pedestrians. The Daimler Detroitdesigned engines are now available in JP17-rated 7.7 litre and Euro 6-rated 10.7 and 12.8-litre variants – all exceeding current New Zealand emission regulations. Shogun delivers up to a 20% reduction in fuel consumption compared with the Euro 5 HD it has now replaced, which, in conjunction with 60,000km service intervals, lowers the total cost of ownership for heavy-duty operators. A suite of upgrades to the G230/G330 ShiftPilot automated manual transmission include: • ‘Super finishing’ of the splitter gears to reduce

friction by 30%. • Lower viscosity oil to reduce power loss and improve performance. • Improved oil distribution within the transmission, allowing for a reduction in oil capacity, reducing weight and power loss. These improvements directly attribute to a further 1% improvement in fuel economy in the 2022 model Shogun. A compact new SCR muffler is 50kg lighter and has improved DPF filtration. “We have been working hard since its introduction to deliver greater capability across a wider range of applications,” says Fuso New Zealand managing director Kurtis Andrews. “Our 2022 line-up bears testament to that commitment, and we are confident customers will be impressed by how much it benefits their operations.”

Truck & Light Commercial Trader, published by Long Haul Publications, is known within the industry as the place truckers go to buy trucks. Now, it’s also the place truckers go to sell trucks. Truck & Light Commercial Trader is now open to the public to list their trucks for sale on the digital platform, trucking.co.nz/ directory-trucktrader “This is a digital vehicle-sales platform created for the New Zealand trucking industry. It is completely focused on trucks and related equipment, which sellers can list online,” says publisher Matt Smith. Private sellers simply need to register an account and create their ads. Registration is free, and two listing packages are on offer: Gold – $79 for a 120-day listing Silver – $39 for a 30-day listing A 90-day listing renewal is available for $40. All packages offer listings in up to three categories with up to 10 photos. “We’ve created a simple system that helps make the listing process quick and easy and offers the most value for money possible,” says Smith. There are currently more than 200 listings on the Truck & Light Commercial Trader digital platform, so there’s an option to suit whether you’re looking to buy or sell.

www.trucking.co.nz/directory-trucktrader

ROAD NOISE NEWS

Bringing trucking to more and more kids

BAPCOR NZ SCRAP BATTERY WIN Bapcor New Zealand has won the Most Innovative Community Impact Programme for the Gumboot Friday Scrap Battery Collection Campaign at the AAAA Excellence Awards. The campaign generated more than $200,000 to support mental health programmes in New Zealand via Mike King’s I Am Hope charity. Greg Wards, channel manager at HCB Technologies, part of the Bapcor New Zealand family, says the achievement means a lot. “The award shows us that what we are doing is making a genuine difference and affirms that we want to do more.” Wards says one of the reasons the initiative was so successful was because it resonated with Bapcor customers and the public alike. “We really tried to use our position of having a vast national network of companyowned and customer stores. “All of our corporate clients and customers got on board as well, so we made this network of hundreds of sites where you could go and drop a battery, and it would find its way to us to include in the overall total.” Mental health is an important issue for the team at Bapcor. The company has a dedicated working group called the Community Grants Squad, which meets three or four times a year and distributes funds to four or five different charities. The funds are drawn from scrap batteries and other metals. “Mental health challenges were there before Covid obviously and the same with the pressures on mental health services. But then you dump in a pandemic, upend people’s lives… people are losing their incomes... and for young people, their sense of the future got dampened down. “We need to make it easy for people to ask for support.”

12 New Zealand Trucking

ince launching the first issue of Little Trucker Down Under magazine in summer 2021, we have received some amazing feedback from sponsors, schools, parents and – most importantly – readers. After issue 2, autumn 2022, hit the shelves and was distributed to schools at the end of February, the feedback continued. “We’re thrilled at the early success of Little Trucker Down Under, and it couldn’t have been done without the generous support of those involved in New Zealand’s trucking industry,” says publisher Dave McCoid. “There’s no doubt the industry is currently facing one of the biggest threats to its future – a shortage of passionate ‘young blood’, who have grown up loving trucks and understand their value to society. That’s where Little Trucker Down Under aims to make a difference, to spark the interest and foster a passion for trucks among a new generation of kids from an early age. “The fact that the concept has been so well received by the industry and the magazine by the kids it aims to reach only illustrates how important the task at hand really is.” Issue 3, the winter 2022 issue, will be out at the end of May. If you would like to sponsor a school in your local area and help inspire the next generation of truckers, please contact Matt on 021 510 701 or email matt@nztrucking. co.nz and enquire about the different sponsorship packages available. Here’s what some schools have had to say: “Thanks for organising sponsorship for the Little Trucker Down Under

May 2022

Devan from Pirongia School lovs every bit of his copy of Little Trucker Down Under. magazine to come to our school. The children absolutely love the magazine, and it seems to have something for everyone in its pages. “The young ones love the stickers and the cards while the older ones enjoy the articles and the reading. It can be a bit tricky in class to decide who gets the magazine as there were not quite enough for one each in my Year 3-4 class. I might need to use them as a reward for fantastic work.” Sharon Quinn, deputy principal/year 4/5 teacher/ digital technologies lead teacher, Tauwhare School “Thank you so much for sending out the magazines to give out to our students. We really appreciate it.” Office of Rotokauri School “We were excited to have 400 copies of the Little Trucker Down Under magazine delivered to our school last week. I am sure lots of students have had a read or completed the activities inside. Every season, this magazine donates a free copy to children at a school. We were nominated by Mike

Brears [national sales and operations manager of TWL] and were the lucky recipients this time round.” From the Pirongia School newsletter, 30 March 2022 “We would just like to say a huge thanks for putting together and supplying our school with the magazine! All our students love their copies (and they are also good for cheering up sad students). Thanks to all involved in producing this awesome magazine.” Hayley Horne, office executive, Te Poi School The publisher of Little Trucker Down Under would like to thank the following companies who sponsor copies for their local schools: APL Direct, Eden Haulage, Fuso New Zealand, Hino New Zealand, Keith Andrews Trucks, Kennedy Trailers, Kraft Engineering, Mack Trucks New Zealand, MLD, NZT, NZ Express, Palfinger, Roadmetals, Rotorua Forest haulage, Rural Transport, Scania New Zealand, Southpac Trucks, Transcon, Transpecs, TR Group, UD Trucks, Volvo Trucks New Zealand, Wilson Bulk.

MORE VALUE. EVERY DRIVE.

SAFETY FIRST IT’S EVERYTHING YOU’D EXPECT FROM A EUROPEAN TRUCK, EXCEPT THE PRICE. Every drive in the new IVECO X-Way is safer, because X-Way features all the important safety equipment as standard. There’s an Electronic Braking System that simultaneously distributes braking forces between the wheel brakes, engine brakes and intarder (if selected), for smooth and superior braking performance. There’s also an Advanced Emergency Braking System, minimising the chance of a nose-to-tail collision if the driver becomes momentarily distracted. And then there’s the Adaptive Cruise Control which helps maintain a safe distance to the vehicle in front. Extra optional equipment including Lane Departure Warning is also available. With the new IVECO X-Way, we put your safety first.

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ROAD NOISE NEWS

Reduced RUC rate

IVECO GROUP CONSOLIDATES NZ SALES Iveco Group will assume full responsibility for Iveco sales in New Zealand via its Auckland facility as part of its transition to a standalone manufacturer and distributor. Iveco’s Auckland site accounts most vehicle sales in New Zealand, meaning most buyers will be unaffected. The operational change will mean that AdvanceQuip, Star Trucks International and Waikato Iveco will cease sales of Iveco vehicles this year. Iveco Group has invited the affected dealerships to remain part of the network in service and or parts capacities. It is also appointing additional service and parts dealers to grow its capabilities in these areas. Iveco Trucks Australia head of network, product and marketing, Ella Letiagina, says New Zealand is an important and growing market for the brand. “In recent years, Iveco has experienced strong growth in New Zealand, especially since the opening of our flagship sales service and parts facility in Wiri, Auckland during early 2019,” she says. “We believe that by concentrating sales efforts at this location, we can further streamline our processes leading to greater efficiencies while also benefiting future buyers who will enjoy a more engaging and seamless customer journey.”

14 New Zealand Trucking

he government has confirmed the passing of the Road User Charges (Temporary RUC Reduction Scheme) Amendment Bill, which delivers a 36% reduction across all legislated rates, effective 21 April. The reduction is part of the government’s transport support package to help New Zealanders through the global energy crisis caused by the war in Ukraine. The package includes: • Petrol excise duty cut by 25 cents a litre. • 50% reduction in public transport fares covering core public transport services, Te Huia and Capital Connection train services, and Total Mobility services for those with long-term impairments who are unable to use public

transport. • 36% reduction across all legislated RUC rates. “The passing of this legislation allows us to reduce the road user charges more quickly. The bill instructs Waka Kotahi to apply a 36% reduction across all legislated rates of road user charges,” says Transport Minister Michael Wood. “We also know that operating costs matter. The reduced RUC rates will make it cheaper to transport goods and services and for families to get where they need to go,” he says. “A key beneficiary of the reduction will be our road transport industry. The road transport industry plays a vital role in supplying food and other essential goods across the country. It is important to the government that we

backed the industry through these challenging times, and I’d like to acknowledge them for their constructive input into the scheme.” The government has also put protections in place to ensure the integrity of the system. “To discourage bulk purchasing, those purchasing road user charges during the period of the reduction will be required to complete an online declaration form stating that they are only purchasing charges that they require for that period,” says Wood. Waka Kotahi will undertake spot checks of large or suspicious purchases and, where appropriate, take enforcement action. Enforcement action could include charging unused road user charges at the nonreduced rate.

Booth’s continue national expansion with leadership drive

ooth’s Group has announced a range of senior leadership appointments as it looks to continue its growth in response to increasing customer demand. The group, which comprises Booth’s Transport, Tomoana Warehousing and The Produce Connection, announced the appointment of Dallas Vince as group CEO in early 2022, with MTD Trucks’s Clive Jones joining the group in July. Dean Aldred has recently been appointed to the newly created role of chief information officer. Vince joins the team bringing with him extensive

experience in the freight sector both in New Zealand and abroad. He has held a number of senior leadership roles including those within Goodman Fielder, Halls Transport, and TIL/Move. Jones, current general manager of MTD Trucks, has more than 30 years’ experience in the transport sector, having held roles including sales, driver development, and national sales management. Aldred has more than 25 years in IT management, joining the team after eight years with the Sime Darby Commercial Group. Regarding the three new

appointments, Booth’s owners and executive directors Craig and Trevor Booth commented: “We have ambitious goals ahead of us, both within our existing companies but more broadly with our focus to disrupt and lead the market with an even more compelling customer offer. “A key part of that delivery is our people and our agility – not be tangled up in ‘corporate inflexibility’ where perhaps people’s minds are too often ‘off the real game’. “Being able to attract the best, enables us to advance as leaders in business.”

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THE ALL NEW

Driving diversity in transport

a Ara Aotearoa Transporting New Zealand and Teletrac Navman have launched a new initiative to the road transport industry in New Zealand in a bid to drive diversity. The 2022 Driving Change Diversity Programme will develop a group of ‘diversity champions’, nominated from within the transport industry, teaching them how to create change and facilitate diversity in their workplace and community. Based on a similar successful programme run by the Australian Trucking Association, Transporting New Zealand’s Te ara ki tua Road to success traineeship will be the first trans-Tasman programme of its kind in the industry, focused on tackling the challenge of attracting talent to the industry by

making it more inclusive. “With the support of Teletrac Navman, the 2022 Driving Change Diversity Programme will help promote a positive view of the careers available in road freight transport to encourage more people into the sector’s workforce,” said Transporting New Zealand chief executive Nick Leggett. Participants in the programme will be provided professional development coaching to become mentors, be supported to become spokespeople for diversity and inclusion in the industry and develop a strong professional network with likeminded individuals. “There have long been concerns about driver shortages, so we need to create an environment where both local and overseas

THE BEST IN THE BUSINESS JUST GOT BETTER

drivers feel welcome,” Leggett said. “Diversity in the workplace has proven benefits such as increased productivity, access to a greater talent pool, competitive advantages, and the development of more inclusive, attractive workplaces. There are many opportunities available to people with an interest in road transport, logistics, and heavy-vehicle mechanics.” Teletrac Navman marketing director Megan Duncan added: “Interest in the programme is increasing, and the participants are creating a strong, diverse network of people who will help shape the future of the industry.” Nominations for the Teletrac Navman Driving Change Diversity Programme can be made between 20 April and 3 June 2022. Participants

must be involved as an owner or employee in a trucking business in New Zealand. The programme will kick off at a workshop in September, and participants will attend the Transporting New Zealand Conference in Invercargill.

THE THEALL ALLNEW NEW

96-98Station Wiri StatiRoad on Road 96-98 Wiri Box 76463 Manukau ty, Auckland,NZNZ PO BoxPO76463 Manukau City,CiAuckland, 262 3181 PHONEPHONE (09) 262(09)3181 FAX FAX (09) (09) 27827856435643

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96-98 96-98 Wiri Wiri Station Station Road Road 96-98 96-98 Wiri Wiri Station Station Road Road PO PO Box Box 76463 76463 Manukau Manukau City, City, Auckland, Auckland, POPO Box Box 76463 76463 Manukau Manukau City, City, Auckland, Auckland, NZNZ NZNZ PHONE PHONE (09) (09) 262 262 3181 3181 FAX FAX (09) (09) 278 278 5643 5643 PHONE PHONE (09) (09) 262 262 3181 3181 FAX FAX (09) (09) 278 278 5643 5643

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ROAD NOISE NEWS

Transmission Gully opens

T CELEBRATING 500,000 TRAXON TRANSMISSIONS Half a million TraXon transmission systems have now rolled off ZF’s production lines in Friedrichshafen alone since work began there almost eight years ago. The transmission system offers efficiency of up to 99.7%, and lower fuel consumption by up to 8% compared with a manual transmission. It features ZF’s innovative PreVision GPS shifting strategy for high energy savings.

he long-awaited Transmission Gully motorway has officially opened. The $1.25 billion project, which has seen numerous delays, was originally due to open in April 2020. The 27km motorway between Wellington and Kapiti can carry 25,000 vehicles a day and is expected to shorten peak journeys by seven to 15 minutes. The road represents the most significant government investment in New Zealand’s infrastructure in a generation. “The new motorway will also have economic benefits with faster movement of freight and more resilience in our transport links,” says Infrastructure Minister Grant

Robertson. There are four new interchanges connecting to communities along the route, with 25 major structures, including bridges and large culverts constructed. All structures have been built to withstand a one-in-2500-year earthquake. The largest structure, Te Ara a Toa, is 230m long and 60m high. Transport Minister Michael Wood says Transmission Gully is one of the most significant and complex new roading projects undertaken in New Zealand. Waka Kotahi general manager of transport services Brett Gliddon says a significant amount of work remains to complete all aspects of the project, and

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people using the motorway will see work continuing on and around the motorway for some time. “Over the next 12 months, the contractor will be completing parts of the project that were planned for after the opening of the new road,” he says. This includes finishing the construction of the new section of SH59 between Paekakariki and Mackays Crossing, completing the project’s walking and cycling tracks and other offroad works, and finishing the SH58 interchange. The southern section of SH59, between Mungavin Avenue and the SH1 Transmission Gully connection at Linden, will also be repaired and resurfaced.

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ROAD NOISE NEWS

Mercedes-Benz Trucks launches third-generation OM 471

ercedes-Benz Trucks will launch the third generation of its OM 471 heavy-duty commercial vehicle engine from October 2022. It will be installed in the Mercedes-Benz Actros with a host of technical innovations. The improvements in efficiency for the third generation of the OM 471 result from several engine innovations. For example, the geometry of the piston recess, the injection nozzle design and the parameters of the cylinder head relevant for gas exchange were subject to an extensive optimisation process. In this way, the compression ratio has been increased from 18.3:1 to 20.3:1. This leads to more efficient combustion with a peak ignition pressure of 250 bar. Turbocharging optimisation is one of the most important levers in increasing fuel efficiency in modern diesel combustion engines. With the third generation of

the OM 471, Mercedes-Benz Trucks is introducing two new turbochargers developed and manufactured in-house that are adapted to suit a broad range of operating requirements. In the consumption-optimised variant, the focus is on the lowest possible fuel consumption – it is predestined for use in long-distance haulage with an engine rated at up to 350kW (476hp). The second turbocharger variant is designed for high performance and a high engine braking force, and is ideal for use in the heavy-duty and construction sectors with an engine rating of up to 390kW (530hp). For the lower and medium performance levels of the OM 471, the maximum fuel saving compared with the previous generation is up to 4%, and for the upper-performance levels, up to 3.5%. The exhaust gas after-treatment system has been completely revamped. It is

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compliant with the strictest emission standards, such as Euro 5e, which call for effective limitation of exhaust gas emissions over the entire service life of a vehicle under normal usage conditions.

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COVER FEATURE

WAR HORSE

2022 celebrates Motor Truck Distributors’ 50 years of Mack trucks plying the nation’s highways, a cornerstone marque in New Zealand’s modern trucking history. Palmerston North’s Matt Sherlock is a Mack man to the core, as character-filled as the truck brand that’s underpinned his transport career and business. As such, it’s entirely appropriate he and his latest pup take centre stage in the first Mack cover slot of this year.

ho’s the first port of call this year for a Mack cover yarn? It has been a question that’s bounced around the office more than a couple of times in the first three months of 2022. It was Stu Wynd, Mack Trucks New Zealand national sales manager, who pointed us at Matt Sherlock. “Matt’s just put a new Trident on, and it’s a bit special.” ‘Oh golly! Yes!’ we thought. The Owens-liveried Sherlock trucks running under the Helenbak Haulage name certainly have a signature look. They’re a real regional icon for sure, and any self-respecting truck enthusiast venturing into the lower reaches of the North Island is always on the lookout

20 New Zealand Trucking

May 2022

for the first Helenbak machine. Metaphorically speaking, Matt himself would probably prefer to peek though the pallets as he busily covered his next load, happily watching the limelight being shed on others. But delve into the life of this incredibly genuine bloke and you’ll find a story truly worthy of the year in which we tell it. It’s a modern Mack story few could match – opportunity, work, enthusiasm, work, productivity, work, folklore, work, the simplicity of good business, work, selflessness, and, of course… work. One of the world’s greatest truck emblems has formed both the backdrop of his driving life and been used as the tool with which he’s sculpted his own successful business.

Story by Dave McCoid Photos and video by Dave McCoid and Carl Kirkbeck

The Butler owned 285 R-Model and 450 Super-Liner. Note: the R-Model was the ex-Mark Shields truck that Matt first saw turn up at GlaxoSmithKline.

THE ROAD TO

HELENBAK

At first sight It started with an R-Model Mack and side-loader combination arriving in the yard of GlaxoSmithKline on Botanical Road in Palmerston North in the mid 1980s. It was a 285 Maxidyne owned by ASC Flowers contractor Mark Shields, and driven by one Robin Jago. Watching it was GlaxoSmithKline’s young driver/storeman Matt Sherlock. An ardent hotrodder and street machine enthusiast, he was instantly smitten. “This shiny-arse truck turned up and a long-haired

22 New Zealand Trucking

friend of Jesus climbed out. ‘Shit. That’s a of bit me’, I thought.” Young Matt had grown up around the Palmerston North’s Weld Motors, a bus hire and commercial vehicle repair business owned and operated by his mother Helen’s family. “Dad left when I was two, I never knew him. Mum’s family owned Weld Motors so by the time I was 15, I knew all about greasing, jacking up axles and all that stuff. I got a special HT when I was 17 so I could relocate buses as required, and recover the odd May 2022

breakdown.” With the young Sherlock showing more than a passing interest in the R-Model, Robin invited him on the night run to Wairakei. He didn’t have to ask twice. Suffice to say Matt was instantly a regular passenger on the swap. “I’ve never been a sleeper so working all day, going on the night run until 3am, grabbing a few winks, and then heading off to work was easy.” Realising the talent sitting alongside, it wasn’t long before Robin started wheeling the Mack over at Taihape on

PART I the way back, and telling Matt to take it home. Robin would then curl up in the passenger seat and have a ‘zizz’. In time Taihape became Waiouru, and Waiouru became the full homeward leg. Matt was soon accompanying owner Mark Shields when he was on nights…with the same modus operandi of course.

Never late in a V8 Eventually Mark Shields sold his ASC Flowers contract to Noel Butler, but the Robin and Matt roadshow rolled on undeterred. The Butler

The 300 four-valve R-Model and 500 MH of Noel Butler’s in Trailways livery. The R-Model was ‘finessed’ so she’d happily sit all night at just under 3000rpm. purchase also brought an upgrade in kit, with Noel replacing the 320hp R-Model he owned with a new 450 Super-Liner. Initially he kept the Shields 285hp R-Model for the Palmerston North side-loader work, but that was replaced in time with an ex-Hookers 350hp R-Model, before a brand new 300hp four-valve R-Model arrived on the scene. “The R-Model would swing boxes around Palmy during the day, and swap at Taupo at night, while the Super-Liner would run Wellington in the day, then head straight to Tokoroa and change trailers. Those were the days when Tokoroa still made board so it was all preloaded and ready to go. “Noel’s regular opposite on the Super-Liner was Dave Crowley. One year Noel had gone to Bathurst with some mates and Dave couldn’t drive. Needing to keep the show on the road, Robin put

me behind the wheel of the Super-Liner. I was shitting myself! I still had no trailer licence, but I was into it boots and all. When Noel got home and asked Robin what he’d done when Dave couldn’t run, Robin simply said ‘I chucked the young fella in. He went great guns!’” In time, with a trailer licence in hand, Matt was keen to make it all a permanent gig, but as those who lived the era know, there wasn’t the shortage of drivers there is now, and leaving people on a string and a promise was not uncommon. “I had my trailer licence but Noel wasn’t interested in employing me. It was crazy because he was a heavy drinker and he’d use me to do his Friday night runs and Sunday day runs so he didn’t have to do them… but I couldn’t get a full-time spot due to ‘lack of experience’,” Matt says with a laugh. “I was getting plenty of relief work elsewhere too, guys like Phil

Flynn who ran the MH Mack in McCain’s livery. The guys of the era were all party animals, and they’d all be trying to get me to cover for them. I wasn’t into their lifestyles, never have been, it just doesn’t do a lot for me, so I was having a ball and banking the money, although sometimes it wasn’t money! I remember on a couple of occasions being paid with Air Jordan shoes!” The lack of the fulltime berth and this need for ‘experience’ saw him seek work elsewhere. He found it with Darrin Dawson at Jarret Sandes, where he ran swaps for two years in Darrin’s ERF. However, in Matt’s words, it wasn’t the “warhorse” a V8 Mack was. In his early 20s, Matt was also keen to get into truck ownership himself. He’d been working for Daily Freightways metro contractor Nigel Dustin, so knew the town and around gig well. When Nigel passed away Matt looked

for an opportunity, which presented itself as a Ford N Series working for Trailways. Owning the metro truck in no way deterred his passion for the ‘nightlife’, with the swap runs between Auckland, Palmerston North, and Wellington fast becoming real folklore of the era – you could say our own Hume Highway of sorts. With a driver on his truck, Matt was in his element behind the wheel of Noel Butler’s Mack duo; a new Ultra Liner (MH) – the first 500hp full sleeper – and the four-valve R-Model. He was running hard and honing his craft. The downside was he was often going long periods with little or no pay.

The amazing Mr Sowerby Eventually Noel Butler faded from the scene, his local side-loader business taken over by Matt’s mentor and swap mate, Robin Jago.

New Zealand Trucking

May 2022 23

(Top left) The ex-Pollard Super-Liner and (left) the CL525 bought new by Robin Jago, that did 1,100,000km and only stopped for fuel and servicing. The roof kit is the one on the Trident. (Top right) A well-known previous holder of the Helenbak Haulage truck position in the fleet was this Mack MH, sporting a Colin Hooper twin turbo V8 Mack special.

Robin thought he’d been progressively buying a Mitsi and side-loader off Noel, only to find he hadn’t, with the Mitsi repossessed from under him. Enter the scene MTD general manager Murray Sowerby. “Murray was just amazing in the way he helped Robin stay afloat in those early years. He sourced him an ex Monier Tiles 320hp R-Model to tow the side-loader. It was tired when it arrived, but it kept him going. Eventually Robin won a night run of his own and all he had was the old Mack. I remember driving it up the line, the noise of the thing was deafening. You had to wear earmuffs, if you didn’t your ears would ring. When the Mack got too tired for it all Murray helped him into another truck, this time a sweetie, an ex Cadbury’s R-Model that had been

24 New Zealand Trucking

owned by Kevin Healey. Then when Robin bought a 500 Super-Liner, ex Ian Pollard, it was Murray who helped facilitate that deal too. He’s a mighty bloke!”

On the rivet Matt was never far away from his wingman role with the man who’d given him that first go. “Jago couldn’t afford a full-time staff member on the night run so we’d hatched a plan to keep things going. He’d drive the side-loader during the day, and I’d drive my truck. Then he’d do the swap and I’d sleep. The next night he’d sleep and I’d do the swap. In other words, every second night you got a break. We pretty much did that for two months non-stop until he was generating the cashflow to take someone on. “By then Trailways May 2022

had taken over the ASC Flowers business and the local manager didn’t like contractors not driving their own trucks, so I sold my local truck and went to work full time for Robin. I was there for 17 years. We wore out the Super-Liner, a new CL 525 V8, a CL Signature, and put a million kilometres on a Western Star. “They were wild times and you drove them hard. Even with the old Bulldog bluffs and Hatepe, Palmerston North to Wairakei in sub-three hours was common.” Colin Hooper, the renowned Mack engine specialist in Taupo, had knocked around with Matt as a kid growing up in Palmerston North, and he worked his magic on many machines, extracting all they had to give their various owners. “Tweaking governors and removing seals to tweak

pumps. Take Butler. He was frustrated the four-valve couldn’t match the bigger gear and so we got that to the stage where she’d happily sit just under 3000rpm all night. She went then! “I remember drilling the core out of the Donaldson exhaust on the 525 when it was new. It was five inches at either end, with a two-anda-half-inch restrictor in the centre. Robin bawled me out over it, and then he drove it. ‘F%$& that thing goes!’ he said. ‘I told you your truck was going like shit’, I replied. “My best ever run was my last night on the 525. With the old roads all realigned and only 17 tonne on, I gave it shit and got in just under twoand-three-quarter hours. “Yeah, the Wairakei 500 club. We ripped the road a new arse every night. Entry criteria was 500hp, 500

drop-off in work and an injury sustained falling off a load saw him sell the truck to Brett Marsh. “I had two shoulder reconstructions and I was still five months from the wheel. I had a relief driver on it who was great, but it wasn’t working out. Bryan was in a slow patch workwise also, so it was time to shake hands and move on.”

The first Helenbak Haualge truck was the CL575 that Matt bought off Bryan Menefy and ran as an owner-driver in the Menefy Trucking business.

Back to the future

kilometres, 500 dollars a week, and 500 litres of fuel each night. If you were on it just right you could get a V8 Mack to burn a litre a kilometre at 44 tonne. Yet they just never let up. That 525 did 1.1 million and only stopped for fuel and servicing. “We were bloody cowboys alright. No question. But I’d got my start with all that crew. It’s how I learned and all I’d done. Of course, fuel was cheap then and they didn’t care what you burned.”

Own man After 17 years, Matt was keen to do his own thing again. Robin had started suffering adult epilepsy and although he’d made noises about Matt taking over the business, Mainfreight had purchased Owens and weren’t as worried about Robin not working the trucks as owner.

One day while out riding motorbikes with his old friend Bryan Menefy, Matt was discussing the situation and Bryan offered the opportunity to go owner-driver for him. “Bryan was in a growth phase and needed to put on new gear. He had the ex-Uhlenberg’s CL575 that he offered to me, and off I went as a floating owner-driver on flat-deck work. That was the first Helenbak truck.” Interestingly, the name honours both his late mother who died of cancer, and his family today. The message encompassed within is that he’d give it all away in a heartbeat to have Helen back, and ‘bak’ is spelt like it is, recognising Matt’s wife Anita, and daughters Bailey and Kandus either side. Of course, there’s also an overall symbolic tip-of-the-hat to the trials and tribulations of a

career behind the wheel. Oh, and the thinking doesn’t end there. For those who don’t know, the trident fork in the logo. When facing back it’s a peaceful symbolisation. “It was great working for Brian, with plenty of variety and destinations. Being a custom car man I have never owned a standard vehicle in my life, so I put a deep visor, A9X bonnet scoop, chromed the rockers and all that. I don’t think Bryan always approved of the custom stuff, but that’s cool. We’re all different. “He was an amazing mentor and we’re still the best of mates today. After the 500 days we were all pretty wild, but he said, ‘Right, it’s all in your court now. You’re going to make shit happen.’ He taught me so much.” Matt took the CL from 1.7 to 2.2 million before a

The untimely death of Robyn Jago in 2013 left Mainfreight’s regional container and freight operations in the Manawatu and surrounding districts in a momentary state of flux. With time having moved on, Matt’s history in and around the business wasn’t well known at ‘Big Blue’s’ Palmerston North operation. When the firm discussed the future with the Jago family, they said ‘Matt should run it, no one knows it better than him’, which was met with … ‘who’s Matt?’ “They asked if I would come and run it for six months while things were worked through. So, I said, ‘Yep, cool’. Four months in, Mainfreight approached me again to see if I was interested in buying it. The rest is history I guess. That was nine years ago. I put my freehold house on the line, borrowed an eyewatering amount of money, and Helenbak Haulage was rolling again. I dived in boots and all, and worked my arse off… again. Went to Hell and back. “Apart from Anita of course, I have to mention two other people. First is the bloke we all know as No. 1, Mike Eden. Mike had started working for Robin, and stayed on after his death. He then stayed on with us. He’s still here today. I honestly can’t say enough about Mike, it’s that simple. He’s just the absolute best of the best. “And once again, Murray Sowerby. I bought the

New Zealand Trucking

May 2022 25

Western Star, a CH Mack, and four sets of trailers off the estate – the local container business in other words. I didn’t need the Western Star, and it was still worth a good amount, so I went to Murray and said ‘What kind of two Macks can you turn this into?’ He found me an ex-Golden Bay Vision (EVLDOG), and an ex-fuel tanker Granite.” At this point Matt laughs. “Here’s a funny one. The Granite had the plate OWENSI. It was Robin’s plate, and when he bought it he thought he’d bought OWENS1. ‘That’s an ‘I’, I said. ‘No, it’s a one’. ‘No… I’m telling you, it’s an ‘I’. If you go to buy RUC for OWENS1, it won’t exist. ‘Oh well’, said Robin, ‘It looks better anyway’. I’ve still got the plate and it might come out for the Trident that’s in the wings for next year. “Some guys are real clever, they know every minute detail about their business, down to millilitres of fuel, and millimetres of tread depth. I’m not like that. I put a load on and go, service the customer, and if the rate’s not right, sort it out until it is. I remember my grandfather telling me back in the Weld Motors days about the importance of keeping costs in check. ‘If you can fix it yourself, do it!’ he’d say. We worked our butts off to get the house off the hook, and I have a debtto-equity formula that I follow to the T.

VYLDOG was Matt’s first brand-new Mack, and has held up its end of the bargain in the tradition of its forebearers... both owned and driven.

26 New Zealand Trucking

May 2022

I won’t deviate from it. Although I hate stock-standard vehicles and I customise everything, it’s not to excess. It’s all simple stuff. This [MUTDOG] is only our second new truck. Our first new truck was VYLDOG, the Granite on the tripleshift grocery run. It’s done 850,000km without a major hitch and needs replacing early next year. That truck’s in the pipeline now, a 6x4 Trident. VYLDOG is a handy wheelbase so I might pension it down to some local 40’/20’ work but that’ll be it. That’ll make eight trucks and 12 trailers if the plan works out. That’s enough. No bigger. “I’ll tell you now, I’m here today because of the reliability of Mack trucks. I’m coming up to my 5,000,000km anniversary next year and I’ve had to get a ride home three times. It’s that simple. Those old Visions, they just won’t stop, and cost peanuts to run. The new era ones aren’t as cheap, but they’re a lot more complex, and they are a little heavier, sadly. Mack still does a good warranty, so that’s good, not that I’d consider a change now; I’m too old and stuck in my ways. It’d be like telling an old Harley rider to jump on something else. Never going to happen,” he says, laughing. “Business is more complex today with far greater compliance requirements. It’s

certainly more professional. Mainfreight are hard but fair. They’re businesspeople, and you have to know what you’re taking to the table, and exactly what the job entails at negotiation time. We do a mix of container, curtain, flat-deck, and tipping work throughout the lower North Island mainly. I’ve also had a truck on contract to Higgins this summer, pulling a bitumen tanker.” Now at 56 years old Matt’s philosophical about change. “Business is just different now. It’s not better or worse; there are parts that are both. The 500 days were then, this is now. The great memories and stories will always be there, but we’ve all moved on. There are new memories to make.”

The Helenbak truck Then there’s the Helenbak truck. There’s been a Helenbak Haulage truck all along. A machine outside the contract. The spot’s been taken by some pretty cool kit at times, like the ex-Brian Lawrence MH with a worked Colin Hooper twin-turbo V8 for instance. “That thing was mean, and that motor was basically a race truck engine. If you took it in for servicing the guys at MTD didn’t know what to make of it, so you had to take it to Colin. It was his Frankenstein.”

Today the Helenbak Haulage spot is occupied by ‘Cat 4 T’, a 2015 685 Mack Super-Liner ex Eades Transport in Adelaide, South Australia. “It was a calendar truck when it was new. She had everything, blinged out completely, something Eades are not generally known for, but it was a company anniversary special evidently. “It’s a cool truck. It was on the Sydney–Brisbane return run and their depots must be right by the freeways because it had done 1.7m kilometres at an average of 95kph. It zeroed the fuel usage out at a million litres. At 15,000 hours it’s my second newest truck,” says Matt, laughing. “The turbo I put on not long after it arrived was its first, and all I’ve done. Because the Trident was held up, it’s been doing a bit more work than usual, but that’s all good. It’s called on semi-regularly for overflow etc.” Although a passionate hot rod and street machine enthusiast, a

measure of the man within the man is best exemplified by Matt selling his hot rods in order to help wife and companion of 37 years Anita through her cancer journey. “Yep, she’s been through a lot over the years and the business is at the stage where if it’s quiet, I can take a long weekend and leave the crew to it. It’s time to stop thinking about me and turn weekends into our time. We’ve bought a house bus and we just go to our favourite spots and spend time together.” When you think about it, it’s entirely appropriate that Matt Sherlock and Mack trucks should enjoy each other’s company. Rugged dependability and honesty. The reputation that led to Mack adopting the Bulldog as the flag bearer of all it stood for nigh on a century ago appear one and same with those at the roots of Palmerston North’s Helenbak Haulage.

Matt Sherlock’s story is the stuff of movies, from the maverick days of old, to a lesson in acknowledging the past, embracing change, and moving on. The common theme through it all has been the Mack Bulldog. (Left) Today’s Helenbak truck wearing legacy Cat 4 T number plates is this 685 Mack SuperLiner ex-Eades Transport in South Australia.

New Zealand Trucking

May 2022 27

PART 2

MUTDOG N

ew trucks generally mean more to small companies. The new addition, MUTDOG, is only the second brand new Mack to wear the Helenbak Haulage name, and the first truck Matt Sherlock has had the opportunity to spec from a

MUTDOG on Transmission Gully.

clean sheet. Although VYLDOG was new, that truck was a cancelled order. But it’s a special machine for more reasons than that. Firstly, it’s the last-ever 8x4 Trident to be built, and secondly… brace yourself… the last-ever Mack built for New Zealand with

a manual Eaton Roadranger transmission (it’s not the last commissioned, but was the last built). “I got the manual because she’ll end up pensioned off to local side-loader work years down the track and I prefer the manuals for that.”

1 1) Passing through Dannevirke. 2-5) Design what you like. This is a classic, and fits like your favourite Redband. PearlCraft additions bring the Helenbak vibe inside…cool! Thank goodness for the centre storage caddy. We met MUTDOG and driver Josh Nicholson at Mainfreight’s Onekawa yard in Napier. He was one of a Helenbak trio in town that morning. Matt was up with CAT 4 T on a general freight mission, and Josh was running with Tony Deans in the Mack Granite, DVLDOG. They’d come up with a 20 tonne box each to the yard, and were then heading for the port to grab a couple of fulls for home. Looking on at a gleaming MUTDOG, the colour-coded King Bars bumper, drop-visor, and roof kit would tell a trained observer – even standing at a distance – that this could be a Helenbak truck. But in typical Matt Sherlock fashion, there’s more to it than merely appearance. The roof kit is the one off the Robin Jago CL he drove; a handshake with history, a friend from the past there to guide the next generation… albeit at a far more sedate pace. “The truck’s done 6500km, the roof kit 2.2 million,” says Matt. “I’ve squashed some bugs with that! One thing I always respected Robin for immensely was he always would include my contribution when people complimented him on the presentation of the trucks. “I wanted to do some more to this one but delays around Covid meant it had to go straight to work. It has the Pearl Craft steering wheel and shifter head in red, and I wanted red anodised

wheels and black chrome everywhere there’s shiny stuff, just for something different. I like the black chrome look; it’s simply clear with a flick of black in it. When the sun’s not out it’s black, but in the light the chrome tries to shine through, giving a golden look. “I’m really lucky with all my customising fetishes,” says Matt with a laugh. “Brent Tinetti at Advanced Panel Beaters and Painters here in Palmy did the custom paint and sun visor. He’s a local hot-rod and street man also, and does all my work. He knows exactly what I want. He did the original CL. The ex-cement Vision we bought at the start. That thing was a mess, and after he’d finished it won truck of the show at the local truck show. That’s how good he is.”

Fruit salad and barricades Being loaded ex-the depot, Matt was able to motor off, while the other two aimed their Bulldogs at the port. Tony was out first leaving us to enjoy a brand new Mack and Fruehauf NZ quad semi in the autumn sun, motoring up SH50, the inland route from Napier through Maraekakaho and Ongaonga, rejoining SH2 west of Takapau. “It’s almost the same kilometre-wise,” says Josh. “It’s a slower road but there are fewer towns to pass through. We sort of have a rule of thumb that if the

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box is over 15 tonne we take SH2, otherwise there’s a bit too much chasing the gear lever around the cab.” Of course the Saddle Road is the new normal for crossing the main divide between the Wairarapa and Manawatu. It’s a longer and more expensive ‘normal’ than the old gorge, adding at best 10 minutes to the Woodville to Palmerston North terminal time, and at worst, 20 minutes. Although we weren’t up to weight, Josh said that with a 30 tonne box, the Trident climbs the eastern flanks

30 New Zealand Trucking

dipping to 28kph, 4th high, and 1800rpm at the most arduous point. “It’s certainly up on power compared with my old truck DVLDOG,” says Josh. “And she’s got a lot of freeing up to do yet.” The workflow can be as varied as you can imagine: as Josh called it, “fruit salad”. Although containers make up the bulk, there’s also a healthy smattering of flat-deck work, side-loading, tipping containers, and heavy B-train work on Helenbak’s slick 6-axle TMC skeletal B-train.

May 2022

That heavy work comes most often via the truck’s regular night shift when drivers Ernest or Dotti spend six or so hours carting two 20 tonne rail containers from the Palmerston North railhead to a local DC for emptying and returning to the rail. Our second run for the day was somewhat exciting to be frank, our first trot over Transmission Gully, in a brand new Mack to boot! The 27km behemoth is an engineering marvel and it’s easy to forget its agonising and expensive birth. Those

responsible for its agony probably hope the intoxicating scale of the end result will dull our outrage. We hope it doesn’t. The road utterly alters the perception of the approach to Wellington by road, with zero familiarity regardless of where you look. Even with an empty box the huge climb into the gods from Paekakariki has MUTDOG down to 60kph. And it would be fair to say the road is not winning wholesale accolades from local carriers. With two big climbs and a half-decent third, it’s proving

an expensive option. “We take it trip by trip,” said Matt. “The street lights have been on for about a year and I remember looking up into the sky at them early on thinking, ‘surely that’s not the road?’ But yep, it was. Obviously, they’ll alter the permits at some point and make you use it, but the reality is the time saving’s only there at certain times of the day due to the huge drags, and with any weight on you’ll burn more fuel. One local operator who runs loaded in and out of Wellington daily is Awaiting unload at Mainfreight’s Onekawa terminal in Napier.

burning between 14 and 17 litres more a trip, for a fourminute saving. That’s well over 3000 litres extra a year. It’s the same on the Saddle Road. We’re supposed to be thinking ahead, and about the environment, and we go and replace dead-flat roads with enormous hills. It makes you wonder.” Thankfully, even with all that, MUTDOG is running at 2.12kpl out of the box. Twoplus is always impressive for a truck so young, and yes, it does have its share of light work, but it also spends

Josh Nicholson at the wheel on the last Mack Trident 8x4 and last New Zealand Mack with a manual stirrer.

HAVING THE

DRIVE A

s we all are, Josh Nicholson is writing his own story in the annals of New Zealand road transport history. An immaculately presented and personable young bloke, once again we’re buoyed, and our time spent with him leaves us believing trucking’s in good hands. His is a story of his era, a time when trucking jobs are not in short supply, yet it still has its roots in the age-old qualities of initiative and hard work, garnished with the experience issue that has plagued young drivers through the ages, even his boss at one time. Josh’s dad Ian worked as in a foreman-type role for Styleline Homes [now known as Jennian Homes] in Masterton. The Mitsubishi L300 truck he would drive from site to site captivated young Josh, as did the diggers and other trucks at the various locations they would visit. On more than one occasion Josh threatened to hurl himself from the cab should Ian abandon him to the boredom of preschool. Following a family move to a lifestyle block in the Marton

area a few years further on, Ian sorted six-year-old Josh a wee mini car to drive around the paddocks in, and with cushions on the seat and blocks on the pedals, hours were spent practising skills among the four-legged pedestrians. Josh was torn between trucks and trains because his grandfather was a surveyor on the railways and would regularly take him on steam train excursions. In an attempt to put the young fellow off a career behind the wheel, Ian jacked up a ride with truck driving friend Andrew Buchanan at McCarthy Transport. That proved an epic fail, exacerbated by the fact steam wasn’t about to make a comeback. Holidays and spare time were now spent in a log truck cab. Neighbour Douglas Duncan ran a small livestock carrying business and offered Josh regular work washing stock trucks. This coincided with Andrew Buchanan’s wife buying a truck wash business, she too extending the same offer. In the best traditions of not keeping a good man down, Josh’s Friday nights and weekends

CONT I NUED O N PAGE 33 >>

at least every night in an urban environment loaded to just shy of 60 tonne. Cities and big weights never sit comfortably with miserly fuel consumption.

‘…and watermelon wine’ Another Flash Gordon turnaround and we were heading into the Gully from ‘Adernsville’. As MUTDOG loafed up the climb we thought about its

bulletproof underpinnings. The Euro 5 MP8 at 13 litre pumps out a respectable 399kW (535hp) from 1450 to 1900rpm and 2603Nm (1920lb/ft) from 1050 to 1450rpm. That makes 1450 the sweetest of spots amidst a healthy workbench of revs. Behind MUTDOG’s power plant, for the last time ladies and gentlemen, is the Eaton Roadranger RTLO22918B 18-speed manual transmission feeding Meritor RT46-160GP

20,900kg rated diffs at 4.10:1 ratio, with dual diff locks. They perch on Mack AL460 air suspension, also rated at 20,900kg. Ducking forward momentarily, the front Mack FXL axles at 13,200kg rating ride on parabolic springs with stabiliser and shock absorbers. Brakes are drum with ABS. Obviously the Anthem’s arrival has heralded a significant change in the landscape for Mack in

Australasia, with the Granite and Trident 8x4 being ushered toward the exit as the new kid takes their responsibilities. Thankfully, one of the sexiest trucks ever built, the setforward front axle Trident holds its ground, thanks of course to that front axle possie. With a history of building gorgeous machines, the likes of the R-Model, MH, and CH, we hope and pray this mechanical canine incarnation survives as long

Rail container are a night job, transporting heavy boxes from the Palmerston North KiwiRail freight terminal to a local DC.

as possible. In terms of ambience, the Anthem will be a very different beast also, bringing its influence to bear across the range. But for now, let us bask in the glory of looking out through the Trident’s windscreen as we descend the nation’s newest superhighway with the PowerLeash engine brake doing its thing at a robust 79dB. It’s just as well Mack’s engine brake is an effective

slower of progress with this monster and the Saddle Road set to feature so heavily in MUTDOG’s future. As Matt alluded to earlier, 10 years ago there were few fuelburning, energy-sapping hills to dampen a Helenbak truck’s day, now they’re everywhere. In-cab room and storage is limited – thank goodness for the box between the seats – but the burgundy Ultra Leather interior and full woodgrain dash are

were now… somewhat committed. His first real driving job on a class 2 licence was a parttime gig delivering firewood in and around Bulls, where he met an array of satisfied as well as ‘unsatisfiable’ customers – PR and trucking are co-joined twins after all, and valuable skills were learned. From there, with a class 4 in hand, he moved on to Speirs Foods in Marton as a contractor, covering holidays and most Saturdays. The truck was an 8x4 700 series Hino chiller truck, delivering food orders to Wellington and its suburbs, with up to 28 drops per day. Amassing some good experience, at 23 Josh had his class 5 ticket and wanted some trailer time. Unfortunately, as many of us know, without experience it’s hard to get experience. Being the enterprising kind however, he made 20 CVs, spruced himself up, and went door-knocking. To his amazement, he got 10 interviews, choosing an offer from TIL Palmerston North branch manager Chris Buddle. “It wasn’t the best money, but I liked his approach,” says Josh. “He said ‘I will teach you how to do things, and how to do them properly’. That meant a lot, and he lived up to that. The job was delivering bulk metro and regional freight, driving a Volvo FH12 460, and some days I’d hook-up and un-hook 13 different trailers, semis, and B-trains.” With 12 months under his belt, work began to tail off, and Josh found himself on the puddle-jumper increasingly. Friend Chris Trembath was contract driving for Dynes Transport in Palmerston North and organised work for Josh on the 2014 and 15 milk seasons. “We shuttled from the Wellington ferries to

Longburn and back. I was driving subcontractor trucks, either a UD 460 or Fuso. The UD went really well for what it was. I remember at times there were 32 of us staying at the Capital Gateway motel in Wellington. Your shifts would move in synch with the ferry arrivals so you gradually moved around the clock over the 10-week season.” After the first season Josh took up an offer of a role in the company’s DTL work driving a rental unit. Following the Dynes work he spent three years driving for Tim Little at Halls Group on a DAF XF105 quad quad named ‘The Janitor’, running backward and forward to the ferry ex Palmerston North. “I’d bring trailers up, have one or two drops en route, finish unloading, reload them, wash up, and then park up for the next guy. It was a great job that ended when the boss moved on. “In the 2018 Christmas season I drove casually for Hall’s and also took a bit of time out. My first break in five years lasted three weeks: Matt contacted me. He’d had a driver due to start who had let him down and he wanted to know if I’d help him out running Palmerston North and Levin to Wellington. Obviously, it wasn’t a problem and before long he offered me a full-time position. And here we are four years later, still happily trucking along in a brand new Mack Trident.” To his credit, the thing Josh is most proud of is his employment relationships to date. “I’ve got on with everyone I’ve worked for and always leave on a good note. I’ve met great people through the industry and made lifelong friends. If you’re reading this and know me, chances are you’ve helped me out in one way or another. I just want to thank you all.”

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

Mack Trident 8x4 axle back tractor Tare: 9850kg (Load certificate) GVM: 32,980kg GCM: 60,000kg Wheelbase: 5160mm Engine: Mack MP8 Capacity: 13-litre Power: 399kW (535hp) Torque: 2603Nm (1920lb/ft) Emissions: Euro 5 (SCR) Transmission: Eaton Roadranger RTLO22918B 18-speed Clutch: Eaton 2-plate 15.5” (394mm) Easy Pedal clutch with VCT

glorious things. The gauges in the binnacle, the wrap with everything right there; there’s no doubt today’s cab design purists, intoxicated with ergonomic perfection and ‘swipey’ tablets, would dismember its shortcomings one by one. And, no, it doesn’t have all the modern infotainment bells and whistles. But as my old boss said, work should be fun too, and on that count, this place is utopia. As I said when I drove the Super-Liner in

Aussie in 2016, this interior is like your favourite pair of Red Bands. In terms of look and feel, you’re Matt Sherlock circa 1993, albeit at a sedate 90kph, complete with Mr Seeing Machine camera keeping your ‘awful’ human fallibilities in check. In the ever more sterile years ahead, it’s still a workplace you’ll “create memories in”, to use a Sherlock’ism. ‘Yeah man! I drove a brand-new, manual, gauge-festooned,

Chassis: 8mm with 5mm inner from transmission to end of bogie Front axle: Mack FXL twin steer (non load share) Front axle rating: 13200kg (pair) Front suspension: Parabolic springs, stabiliser bar, and shock absorbers Rear axle: Meritor RT46-160GP at 4.10:1 with dual diff locks Rear axle rating: 20,900kg Rear suspension: Mack AL460 air suspension Brakes: Drum. ABS Auxiliary braking: Mack PowerLeash engine brake Fuel: 1 x 400-litre DEF tank: 1 x 150-litre Wheels: Alcoa Alloy Dura-Bright – Offset Tyres: 275/70 R22.5 Electrical: 12V Cab exterior: Steel cab (ECE-29 compliant). Left door Fresnel lens. Heated electric mirrors. Dual intake high-rise air intakes. Bug screen. Cab interior: ISRI Premium ‘Big Boy’ driver’s seat and ISRI air passenger seat. Burgundy Ultra Leather interior. Cab centre storage caddy. Luxury woodgrain dash. Electronically actuated HVAC system. Mack AM/FM tuner and USB audio connection, and auxiliary line-in connector. Interior dome with red ambient floor lighting. Option: King Bars Texan bumper – colour coded. Under-step toolbox. Coded bug-deflector. Stainless steel kick plates. Wide alloy step toolbox. Additional marker lights and mirror lights. Cab side-skirts. Custom work: Brent Tinetti. Advanced Panel Beaters – Palmerston North

BE THERE OR BE SQUARE 34 New Zealand Trucking

Motor Truck Distributors May 2022

Josh pulls onto Tremaine Avenue, Palmerston North, bound for Wellington.

22 October Manfeild Park, Feilding 50years.macktrucks.co.nz

Ultra-Leather-cabbed Mack in 2022!”

Spring and autumn We rolled into Palmerston North like a rocket sled on rails (Matt started it, right at the top of the story, and RIP CW McCall from all of us). The last of the Mohicans at the start of its life. It’s so fitting the last manual stirrer has found the hands of a new

generation driver. Josh was as capable and relaxed with the cog-stick as you’ll find, a worthy custodian of the transition. MUTDOG has big boots to fill though. The newest Bulldog in a legacy of standout Macks, both among its business stablemates and in the life of its owner. The aero kit has another three billion bugs to splat and as far as

Matt Sherlock is concerned, he wants another 1,100,000km, only stopping for fuel and servicing. That’s why he keeps coming back to the Bulldog brand. Yes, there’s a lot to get through for this last Mack Trident 8x4 before it turns a wheel for the last time... starting with some heavy rail containers in about three hours.

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May 2022 35

We caught up with Josh and MUTDOG in Mount Maunganui a couple of days later when he was up to grab a box.

SPECIAL THANKS

Wow, what a story. From the Boy’s Own annual in the formative years of many of our lives. Thank you, Matt Sherlock, for one of the best bar chats we can remember and for letting us snapshot your life and business at this moment in time. Thanks to Josh Nicholson for being so cooperative, and representing the young industry so well. Thanks to manager Chris Kells at the KiwiRail freight terminal in Palmerston North for chaperoning us and letting us grab amazing pics. And, as ever and always, thanks to Mainfreight, New Zealand’s very own Big Blue, for always letting our country’s transport story be told.

We are looking forward to catching up with people at the TMC Trailers Trucking Industry show at Canterbury Agricultural Park 25th & 26th November

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TRUCK TEST

GETTING IT RIGHT In November 2019, Alsco New Zealand and SEA Electric unveiled the country’s first heavy EV freighter, based on a Hino 500 and fitted with SEA Electric’s SEA-Drive 180b powertrain. As it would turn out, the vehicle’s next two years could be summed up in three words: steep learning curve. However, as with everything in life, such curves are necessary for success.

Story by Gavin Myers

t’s a situation the wider automotive world is quickly coming to terms with; rapid change is taking place as the industry moves to reduce its use and reliance on fossil fuels. But when it comes to trucking, there’s not much out there yet that’s better suited to fulfilling the needs of the industry than diesel. And while the latest generation of diesel-burners is cleaner than any others before, there’s plenty of scope to start feeding in alternatives where the opportunities present. A company such as Alsco is an ideal candidate for finding and creating those opportunities. The company has some serious goals for reducing its environmental impact, including replacing 30% of its fleet with EVs by 2030, and understands

Photos and video by Alison & Mike Verran and Gavin Myers

the need to start early. That’s why, in 2018, the relationship with SEA was put on the table and the call was made to find branches that might be able to make the business case for a heavy electric freight truck work, so the company could apply for partial funding via the EECA-administered Low Emissions Vehicles Contestable Fund (LEVCF). Alsco NZ runs a mixed fleet of about 270 mediumsized trucks and vans across its 20 branches and depots, and 15 three-axle freighters that run from the eight larger branches to and from the depots. Mike Compton, Alsco NZ fleet manager and Rotorua branch manager, figured he could make an electric freighter work on the daily

run from the Rotorua branch to the Taupo depot and back in the morning, and then to the Tauranga depot and return in the afternoon. Mike drove the project from an operational perspective with the support of Gavin Smith, Alsco business and product development manager, who drove it with its environmental impact in mind. Piloting it from a practical perspective was driver Craig Christensen. “We knew the truck had a 220km theoretical range, and we needed 280km of range per day. We believed we could run it to Taupo and charge for an hour while we unloaded and reloaded, drive back to Rotorua and charge it for two hours while unloading and reloading

In two and a half years on the road, New Zealand’s first heavy EV freighter has taught some invaluable lessons.

for Tauranga, and head to Tauranga and charge it up while there for an hour or so before returning,” Mike explains. That was the initial theory, but it would take some compromise to make it work in practise…

A partnership of early adopters “We were sort of at a prototype level at the time of introduction. Knowing that, we sought support from the EECA LEVCF. As early adopters, we knew there would be hiccups, and we still call it a ‘trial’,” Mike says. Indeed, Alsco was very much a guinea pig as far as running a full-size electric truck in New Zealand was concerned. More than two years later, this remains the biggest heavy EV on local roads in terms of both dimension and range. As such, it was fitted with the SEA-Drive 180b powertrain. Designed for trucks with a GVM range from 18t to 26t, it consists of a 216kWh lithium-ion battery; permanent magnet motor with 225kW continuous power, 350kW maximum power and 3500Nm maximum torque; and 32A three-phase charger with 22kW maximum charging. On paper, everything looked like it should stack up. The truck was delivered and fitted with a lightweight, low-drag 9m body by Action Motor Bodies, and following that 2019 launch at Eden Park, it was time to hit the road and put those electrons to work. But Craig and Mike soon realised their expectations would require more compromise than expected. Two main issues needed to be overcome – charging and overheating. “We never got the charge rate that was expected – the

charger was underrated for the truck. So, we had to look at the infrastructure,” Mike says. “And although range was quoted at 220km, useable range was about 190km, at which point the truck derates itself to protect the battery.” Solving this issue was a prime example of the partnership in action. SEA added a second charging module to the truck, and Alsco picked up the bill to install four additional Wallbox chargers at Rotorua and each depot. Craig also came to the party and agreed to a split shift with a four-hour break between the runs to allow the truck to cool down fully and charge back up to 100%. The overheating problem was one perhaps unforeseen by either party. “SEA had had success with stop-start operations, but we run the truck on the open road all the time, and that’s not great for an electric motor,” says Mike. Action Motor Bodies adapted the skirts on the right-hand side of the body (where the cooling system is mounted) to allow more airflow, and SEA set out to boost the reliability and ensure that, if the truck was about to fail, the driver would have advance warning. Mike explains that, at first, the truck would just stop… “That was it. We had a few failures and could hear the shake in Craig’s voice. As a responsible company, we said this cannot happen. The truck cannot just shut down. SEA acknowledged that and had to re-engineer it to give the driver more time to react in the event of a shutdown.” A failure warning buzzer was added, and the power steering was hooked up to a failsafe mechanism. “It relied on the electric motor, so we had to retrofit a power

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steering unit that gives 40 seconds on the 24V systems to get to the side of the road.” Gavin explains the difficulties encountered with a broken-down EV freighter. “It’s not a matter of getting a diesel mechanic out to the side of the road. It’s about plugging into a laptop, purely IT stuff. Twenty or 30 years ago, we could probably have gone out and got the truck running again ourselves. These days, it’s all data resolution.” SEA understands this, and so all its builds include a data logger, which allows technicians to log in and diagnose the problem before being dispatched. “We’ve always had the ability to remotely access the truck by connecting a laptop and talking to that. Since then, we’ve partnered with tracking and telematics company Geotab, which allows us to see information such as where the truck is, the state of the batteries, and so on. The trucks are Geotabcapable from build. The customer can have access to it if they want it, and we have engineering capability on top of that,” explains Stephen

Fairweather, New Zealand general manager for SEA Electric. “We will work with the customer’s service provider in the first instance if they have the skill base.” Mike is full of praise for the support and commitment offered by SEA. “SEA New Zealand’s engineers, Josh Vendrig and Adam EynonRichards, are clever guys and a credit to their organisation. They’d be out overnight, Truckstops would loan us a bay – we have a great relationship with them as well – and they’d let the SEA techs work on the truck through the night.” While the truck has now achieved the reliability originally expected of it, the final solution in ensuring its longevity is an upgraded electric motor. “It was offered to us out of the blue,” says Mike. “Stephen said, ‘To be honest, that truck works at 100% for too long… They’re designed for stop-start, not a 100% run to Taupo.’ So, the upgraded motor will not be maxed out, work more efficiently and not get as hot.” Says Stephen: “It’s better to have a bigger motor running

at half its capacity than a smaller motor running flat out all the time. The motor will go from the current 3500Nm to 6000Nm – which wasn’t available when we built that truck. We have to change the motor MCU as well. It’s not just a case of bolting in a new motor.”

Going for a burn While we’d be excited to get behind the wheel of a truck with 6000Nm at its disposal, to fully appreciate the impact of that we’d need to experience the truck in its original form. Craig, who last year handed off driving duties to colleague Ina Piua due to illness, came back for two days of driving and to give us a full tour of the truck. We’d run to Tauranga on day one and then to Taupo on day two. When we arrive at the Rotorua branch, the truck is backed up to the loading bay with both chargers connected. “We start at 100% charge every morning,” says Craig. “To get to Tauranga will use about 40%. We’ll plug it in to about 70%, and then arrive back with 30% remaining.” Craig lowers the Zepro tail

lift and begins rolling on the trolleys of fresh linen. “A full trolley weighs about 250kg, and the truck’s set up to cart about 18 of them. At most, we’ll have about 6.5 tonne on. As the truck is spec’d for 21 tonne, we’re never going to weigh out or cube out,” he says. We take the opportunity to have a look around the truck. Ignoring for a moment the swooping roofline of the body and the ‘electric vehicle’ branding, it appears to be

1) Two battery packs stacked under the cab, two more lined up directly behind them. 2 & 3) Ancillaries and brains of the EV operation mounted at the left-hand side of the chassis. 4) Like your old RCs, somewhat scaled up.

Despite offering 3500Nm, direct drive from the electric motor means keeping the accellerator flat to climb hills.

nothing more than a familiar Hino 500, even retaining the OEM’s brand and model badging. Some discreet ‘SEA GHEV’ branding on the lower doors is the only other clue to the EV powertrain. Craig’s fitted a stone guard adorned with a touch of American-style bling, which tie in nicely with the Alcoa wheels. Other than that, you’d be hard-pressed to spot the differences. Eighteen trolleys secured in place, Craig raises the tail lift and comes round to tip the cab for us. Underneath, where one would expect to find the Hino’s diesel powertrain, is a set of two stacked battery packs, with another two mounted behind in line, where the transmission would ordinarily be found. The electric motor is mounted behind those battery packs, connected directly to the standard Hino diff via a stubby propshaft. Mounted to the left-hand side of the chassis rails are the air compressors and ancillary components such as air-conditioning and power steering pumps, with the electric powertrain control box and charge ports just behind that. At the right-hand side of the chassis sit the air tanks and, as mentioned, the cooling system. The route to the Tauranga

depot follows the gnarly SH36. With its many twists and turns and inclines and descents, it suits the characteristics of an electric vehicle better than the flat and easy run to Taupo. As Craig predicted, the truck arrives with 60% range showing. He backs up, plugs in the dual chargers, rolls off the clean laundry and rolls on the dirty, and we’re soon ready to hit the road back to Rotorua. “Wanna take it back and see how she goes?” he asks. What a question… There’s nothing to do but turn the key, press D on the Allison transmission selector, and go. The only gauges to take note of in the standard Hino gauge cluster are speed and air pressure, while an aftermarket battery percentage meter sits atop the dash. This being the largest, heaviest electric truck I’ve driven, my first observation is how much more throttle is required to get moving. In fact, that’ll be a recurring observation. “Just remember to keep your foot flat, mate,” Craig offers. “You’ve got to give it everything it’s got to get up those hills.” As we wind our way out of town, I could be in any other six-wheeled Hino. It’s easy to control, place and

manoeuvre. Quiet, too, as we’ve become accustomed to with electric propulsion. At town speeds, managing pace with just the accelerator pedal is easy; momentum builds smoothly and consistently up to 50kph, while easing off the pedal induces regeneration which slows down the truck effortlessly. Judge your traffic situation well enough, and you’ll barely go near the brake pedal. On the open road and at higher speeds, it’s a bit of a different story. It takes a few minutes and a few more reminders from Craig to

adjust to the ‘keep your foot flat’ mentality. With the mass onboard and a direct drive transferring the power, the truck takes a while to build up speed and carrying as much momentum as possible into an incline is essential – and a fair challenge for a firsttime drive through SH36’s two steep, twisty gorges. The braking effect from lifting off the throttle is also similarly reduced and slowing from higher speeds requires assistance from the service brakes. When I speak to Stephen, he says: “The RotoruaTauranga run is more gruesome, but actually it performs better there than it does on the gentle Taupo run. It gets that regen and the chance to cool down a little. The Rotorua-Taupo run is pretty hard for it in the sense that it’s a constant, 90-plus percent throttle the whole way without much respite.” Day two, and with Craig taking us out to Taupo, I can see what Stephen was talking about. Despite not having a full load this time, Craig has his foot flat most of the way to keep up a steady 90kph. “I’m easing off so to not overspeed, but then I’m back on it to maintain speed. But, with a full load, my foot would be

A YEAR OF OPERATION Key performance indicators for the 12-month period to 28 November 2021, covering 58,224km, taken from a milestone report delivered by Alsco to EECA.

Average kilometres travelled per kWh of charge Rotorua to Taupo: 0.73km/kWh of charge (1.37kWh/km) Taupo to Rotorua: 0.80km/kWh of charge (1.25kWh/km) Rotorua to Tauranga: 0.93km/kWh of charge (1.08kWh/km) Tauranga to Rotorua: 0.71 km/kWh of charge (1.41kWh/km) Overall: 0.78km/kWh of charge (1.28kWh/km)

Estimate of carbon emissions avoided Replaced vehicle: 2012 HINO 500 (GGL326) Annual km = 73,175 (~277km/workday) (80% on Electric Freighter) Annual fuel consumption = 24,920 litres Annual emissions = 68 tonnes of CO2 (80% = 54.5 tonnes of CO2) Electric vehicle = 74,527kWh (9.5 tonnes of CO2) Estimated carbon emissions avoided 54.5 – 9.5 = 45 tonnes of CO2 avoided.

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1) Plugging in at each depot is a matter of habit. 2) Start now for tomorrow… 3) Craig Christensen: happy to help charge up the future. 4) Quick stop at the Tauranga depot.

virtually flat to the floor. On the slight downhills here, I’ll just take the foot off, and it’ll glide down on regen.” Normally the truck consumes about 50% of its battery power to get to Taupo, where a half an hour on the charger will put it back up to approximately 60%, which allows a small buffer to get back to base with. With a lighter load, we consume 47%. “All I concentrate on is making sure those percentages are what I need to get home. Weight, weather and wind all have an effect,” Craig says. “I’ve run it right down to 1% getting back to the branch … it derates itself, and you crawl in,” he says.

Achieving the goal? With a little over 66,000km and two years of trial and error behind it, this truck is

still a testbed for both Alsco and SEA Electric. It’s all a matter of getting it right for Alsco’s particular use and this market. After all, when diesel is truly done and what we now consider alternative propulsion has become the norm, cherry-picking routes, drivers, schedules or loads to suit the truck won’t be an option. They’ll have to work all the time, every time – just like diesel. Working on perfecting that now is paramount. “It’s a new way of operating, as opposed to ‘she’ll be right’,” says Gavin as he explains Alsco’s steps to track the truck’s performance. “The data management side of it is something we didn’t even think about initially. It’s not range anxiety – it’s about the knowledge at your fingertips.” While the Wallbox chargers installed by TransNet provide data and record daily electricity usage, Alsco has

also hired an energy graduate to stimulate energy savings across the company. He handles the data analytics and validates the energy and emissions savings. (See A Year of Operation.) “The sustainability angle of EVs was important to us. We want to be a good corporate citizen and desire to be seen at the pointy end of innovation. If we need to spend some money to make the business better, we’ll consider it. Our initial estimates on diesel savings and emissions reductions were damn close. On each journey we take there’s an offset that we can materialise, and the actual monetary savings have proved to be pretty close,” Gavin says. Mike adds that the electricity costs were originally estimated to be about 20% of diesel costs. “Of course, that was three years ago, and diesel is a completely different

animal now…” he quips. R&M has been negligible, with Truckstops taking care of the service items such as diff oil, brakes and bearings. The only R&M money spent so far has been on a set of steer and drive tyres. “We saw the benefits of being early adopters and jumped at the chance, but in hindsight asking an electric truck to drive constantly under load probably wasn’t ideal,” Gavin says. “Three years in, would we make the same decision? At this point, yes, at the end of 2020, perhaps not. We’re early adopters and aware there will be issues – but we think they’re all surmountable.” That said, Gavin and Mike note it’s unlikely they’ll put another heavy EV freighter to work in New Zealand until range increases and the trucks can operate without a split shift. In the meantime, Alsco Australia has ordered

two new, smaller SEA 500 EVs to trial. “We remain committed, and when the technology is there, we’ll accelerate it,” says Mike, adding that the three SEA E4V electric vans that joined the fleet at the same time as the Hino SEA-Drive 180b have been running successfully. Gavin says that as vans make up the bulk of the Alsco NZ fleet, they are now the immediate focus. “SEA is kicking some pretty big goals at the moment, and while our journey with them hasn’t been perfect, it’s been very well supported,” says Gavin. “It’s been a real partnership,” says Stephen. “It was always a big ask to do what they wanted to do, and we’ve overcome some of that. Alsco’s been very patient as early adopters; great to work with all the way and very supportive of us, even in the earlier days with the issues. We’ll continue to work with them to improve the truck.” As a truckie dealing with people who see the truck on the road each day, Craig probably sums up the venture best: “People ask how it’s going, and we’ll tell them straight up. We could’ve waited two or three years for others to go through the process of getting it right, but Alsco wanted to be at the forefront. The thing is, you’ve got to start. “It’s also about getting people in for a drive, letting them see how it feels, and the first thing they say is, ‘Wow, this is different!’ You’ve still got old-schoolers, sticklers… ‘nah nah nah, I’ll have a gearstick, blah blah’ … but I’ve had to embrace it and take it on because this is what the company’s decided. I’ve been pleased to be a part of the journey with this truck. “This is it; this is the future. So, I say, sit back and relax.”

A WORD ON MEN’S HEALTH

2019: the start of an interesting journey.

“KIA ORA. I’M CRAIG CHRISTENSEN FROM NEW ZEALAND!”

hat gets them!” laughs Craig as he tells me about his adventures in the UK and US talking with different truckies. We’re looking at the impressive collection of models on display in the eight-shelf, custom-made cabinet at his Rotorua home. All close to heart, some are hand-built, some represent significant chapters of his life, and some – like the shelf dedicated to UK haulier Eddie Stobart – demonstrate his passion for the industry. “About 20 years ago, my wife Wendy gave me a book on Eddie Stobart himself, then about 10 years ago I was on the internet and came across this programme called Trucks and Trailers that featured Eddie Stobart [the company]. Well… I bought all the DVDs in the series from England, and I was hooked.” While on OE with Wendy in 2017, Craig got the opportunity to touch, photograph and drive an Eddie Stobart truck around the company’s yard in Carlisle, England – an almost impossible opportunity for someone who doesn’t work

for the company. “That was something,” he says. “I applied for them to name a truck after my wife – they name all their trucks after girls – but the closest I got was a coffee mug with “Wendy Jane” as it would’ve been on the truck. There was a five-year waiting list, and I just missed out because ownership of the company was changed over.” Then there’s the shelf with a couple of R-model Macks on it. “Dad worked as a diesel mechanic for the Levin Dairy Factory. About 18-months before it closed in 1974, the factory replaced the bonnet-nosed Hino that would cart the cream with an R-model Mack. That’s what got me hooked onto Mack trucks. Seven years old or so, looking up at the bulldog on the big bonnet… And the air start… Wow, that just shot me through the roof!” The factory’s big Mack, the old Hino, and three TK Bedfords with A-train trailers all played a part in igniting the passion for a young Craig. The oldest of five siblings (youngest brother Kevin is also a truck driver),

In 2021, Craig was diagnosed with advanced bowel cancer. He asked if we would use the opportunity to spread an important message on men’s health. In his own words: “Men have got to look at themselves and get themselves checked for any minor problem. Get it diagnosed early. “I’ll put my hand up and say I made a mistake, that I didn’t speak up earlier when I was having symptoms. I hid it very well. I didn’t want to talk to anyone about it and thought I could just wait for it to clear up, but in the long run, it didn’t clear up. My path now is just chemo; there’s nothing else we can do. “Especially in the transport industry, we’re bloke’s blokes and don’t take the time to relax and have a meaningful break. The hours put stress on you. Work in some fitness and good, nutritious food. “From me to guys out there, speak up. If you’re feeling any symptoms, back pain, heart pain, get checked out no matter what it is. I made the mistake of ignoring them.”

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1) Early ‘80s at the HEPB and the truck that kicked off a career. 2) The old Ford Trader. 3) 2003 brought a new name and a new Isuzu. 4) On the Coke run between ‘05 and ‘07. 5) First day in a new truck. 6) National park in the winter. 7) Linehaul was never meant to be. 8) ‘Trusty Old No.1’ still running strong. 9) Like father like son. Craig’s upbringing in Ohau, outside Levin, saw him in and around Thames Traders, Ford D-series and Bedfords too. It was after he trained as a fitter welder at the Horowhenua Electric Power Board that Craig got his HT licence. “They put me through that on a little Isuzu jinker truck with a long bolster. They’d load it up with five or six poles and that gave you your weight to go get your class 5,” he recalls. Time at the HEPB came to an end after 12 years, and in the late 1990s, Craig and Wendy moved to Rotorua. He had several jobs, including bus driving for a local tour company, but the need to go trucking was always there. “Around 2000, New Zealand Towel Services (NZTS) advertised for a route driver. I got the job covering Whakatane, Edgecumbe and Kawerau in a Ford Trader with an open box body. I had that

for about three years, and I blew two motors going over the Rotomas – she cooked, she steamed, dropped a clutch. She was an old girl. She was a good truck but with heavy weight and dirty, wet loads, she struggled,” Craig recalls. NZTS was bought out and became Alsco NZ, and in 2003, Craig was presented with a new Isuzu NPQ and the run to Taumarunui, which included the Tongariro Chateau and Skotel. “That was a two-day thing, leaving here 1am or 2am, dropping off linen in Turangi, National Park, all the way down to Taumarunui, and then picking up all the dirties on the reverse trip.” In 2005, Craig felt the need for a change and got a job with Carl Norton, who was contracted to Coca-Cola with a couple of CW330 Nissans. “In 2007, Alsco approached me to come back, and I said,

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‘Yeah, I’ll come back with bells on.’ They just gave me the keys and said, ‘alright, you just look after the truck’.” That was the start of the Tauranga/Taupo routine, which Craig did until he had the opportunity in 2009 to go line-hauling for Douch Transport in a Volvo FH. “It only lasted a week because the driver I was replacing didn’t leave in the end. I’d handed in my notice at Alsco. Then it was, ‘oh shit!’ They’d already replaced me, and I was unemployed for about a month. “Then Wendy came across an ad for a job with Bidvest. They found out I’d got all my licences and had actually just taken a driver off the road for misconduct – on the Taumarunui run… Well, I knew that run like the back of my hand!” In 2012, Alsco Rotorua had just taken on its new Hino 500 (Trusty Old No.1, as it’s

referred to), and Craig was approached to come back. “I look back now, and if I didn’t have those five or six years off for what I call bad behaviour, I would’ve been with the company 21 years.” Fast forward to 2018 and, all of a sudden, EVs were on the agenda. “Mike said, ‘Look, we want you to be a part of this project; this is a big thing for the company.’ “We were the guinea pigs, and I was happy to be involved. I didn’t think we’d see this for another 10 or 15 years.” Craig’s had to come off driving duties to focus on his recovery, and in the meantime, his passion for model-truck building keeps him tied to the industry. As does his son Dylan, who’s had the trucking bug passed onto him and built up a solid career of his own, currently driving for Williams & Wilshier.

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A LITTLE HONEY IN THE VINES If you go down to the vines today, you’re in for a nice surprise. If the vines are in Blenheim, the surprise is likely to be a wee Fuso Canter spreader as cool and classy as the best sav the region can make. Story, photos and video by Dave McCoid

hey say timing is everything, and Blenheim’s Centaland is undoubtedly a company that found itself in the right place when Marlborough’s viticultural escapades went bonkers around the turn of the century. As a landscape and fertiliser supply business to the wine, rural, and residential markets, there are no dull days among the

cheery Centaland crew as they go about their work at the foot of the Wither Hills. The company’s transport manager is Phil Wadsworth and he encompasses the Centaland vibe perfectly. He is a native of the region, and a career trucker. He cut his teeth at Renwick’s Broadbridge Transport and went on to drive gear of all sizes the length and breadth of the nation. Today,

he has a mixed bag of kit under his wing that includes everything from nine-axle HPMV combinations to small trailers that ‘Bill and Myrtle Claggthorpe’ can use to take their half-meter of mulch home. But the piece of kit that really has him buzzing currently is the company’s latest acquisition, a Fuso Canter 616 city cab 4x2 spreader.

Wow! “It’s been a cool project,” says Phil. “We wanted a finished product that was a reflection of both us, and the region’s wine industry.” Neither are his words without weight. Like the wine industry that’s so much a part of their business, Centaland’s swept yards are crisp, clean and classy — with nothing out of place. “There were a number of

1&2) The art of keeping the narrow on the straight and narrow. 3) Phil at the helm. 4) To the untrained eye it could be the Space Shuttle Discovery. Phil Wadsworth is adamant, a couple of days of tutoring and you’re a gun. 5) Mr Cross-check. The SI-Lodec scales are proving invaluable for cross-checking application rates. people involved, and they all ‘got’ it. We spent what needed to be spent to get the truck we wanted, both in terms of productivity and presentation.” To be honest, you don’t, as a rule, associate Fuso’s little toiler with the glamour end of the industry, but the moment you walk around the corner of the big shed in Centaland’s yard, this little treat has you in her clutches, and your first reaction is, ‘Heck that’s neat!’ All liveried up, the roof-mounted camera and light fixing – fabricated by Centaland’s in-house workshops – has a ‘Kelsaesk’ feel about it, and the alloy guards and thoughtful assembly proves it doesn’t take much in terms of effort to make a world of difference.

Feeling the love Sourced through Anthony Edyvean at Cable Price in Christchurch, Phil started with the Fuso Canter 616 chassis at 5,995kg GVM, fitted with the narrower city cab at 1.695m overall width. Obviously, the smaller accommodation was chosen for its ability to fit snuggly between the endless avenues of Vitus vinifera that cloak the region, and the desire for a trim figure didn’t stop there. Phil explains: “We wanted the Japanese-style in-board mirrors that mount on the front quarter-panel, but they weren’t available ex-dealer. Initially, we thought we’d have to swing the mirrors in and use the cameras on the roof bar for rear view in the narrow rows, but then we found a

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3 1) Subframe built and being fitted. 2) Bin being located into place. 3) Bin mounts with SI-Lodec scales within.

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source for the mirrors and panels, and so now we have the best of both worlds.” With SI-Lodec’s Mike Long on board, Phil found a second-hand Giltrap body for sale in South Canterbury. “The body had been on a spreader trailer and had stainless-steel hard-line pipes. It was unmarked and perfect for what we wanted. Being second-hand, it meant we saved a few dollars that we could put elsewhere in the project.” Phill tapped into Mike’s extensive history of trailer building, getting him to fabricate the subframe and scale mounts, and then attach the bin to the chassis. “The scales were a really important part of this build,” said Phil. “We do some really low concentration mixes – 50kg to the hectare, sort of stuff. It’s no use having even half a kilogram left at those concentrations because that will have a huge impact on the required application. The scales reconcile the Whitehead spread controller. I’ll do a short run, check ‘everyone’ agrees on what’s going out the back, tune accordingly, and then we’re off. To date, it’s been amazing, reaching the end of applications with a perfectly

empty bin and a zeroedout controller and spread software. The customer is getting exactly what they want.” “It’s been such a rewarding build from our point of view,” says Mike. “We used SI-Lodec for this one. The brief from the customer and their willingness to ensure both presentation and productivity were on point has resulted in a little truck that everyone is really proud of.” The other key person in the project was spreading guru Travis Churchill of Amberley Truck and Auto, Spreadtest NZ, located in North Canterbury. Travis fitted the Tracmap GPS system and Whitehead V3 Plus spread controller, connecting and plumbing the whole thing up perfectly. “He’s so good at what he does,” says Phil. “He told us to mount the spinners so the veins directed the product inward towards the shrouds, forcing the product low and out, giving far more directional control.”

How does it all work? And, how does it all work? Phil was out at the St Clair estate on Ben Morvan Road to flick a bit of lime about,

6 and we were invited to tag along. On a glorious autumn day, the whole scene looked a picture, and there’s no doubting the Canter fits right in from the aesthetics perspective. But its gameface is equally slick. In front and to the side of us were what seemed an infinite number of rows burgeoning with this year’s crop of grapes. “The Tracmap GPS provides the application plan that the Whitehead spread controller then follows,” explains Phil. “We receive the spread maps from the customer detailing the application required based on the soil tests they’ve undertaken. The controller then increases or reduces the application rate based on geofences as the truck drives around. It sounds complicated but with a couple of days under your belt, you’d be a pro. “The way Travis has set this up, we’re certified for a 22m spread, which is really good for a machine of this size and height. “It’s been superb. Plain and simple. Covid meant it was a little later arriving than we thought, so it arrived right in the flush of the

spring season. There was no shakedown, it was in boots and all, and it hasn’t missed a beat. When things are really humming, it can be double-shifted, and we would expect it will in the vicinity of 1000ha in a season. “Our older spreader, an Isuzu, is four-wheel drive and this is a two, but with the limited slip diff, it’s had no issues. In fact, there’s nowhere the Isuzu can go that this can’t. “The body is demountable, and the plan is to make a deck, tip body, and watertank for it, but the way things are going with growth in the region, it might well be kept flat out on this. It will get a regular driver, but I’ve just loved driving it. I don’t want to get out,” laughs Phil. We’ll leave the last words to Centaland owner Geoff Senior, who is as enthusiastic as anyone about their latest addition. “Everything we’ve spent has been worth spending. We don’t regret anything we’ve done in getting to the end product we have.”

4) A whole lotta little. 5) Travis Churchill suggested mounting the spinners so the veins spun into the shoot. A genius piece of advice. Placement has been superb as a result. 6) Transport manager Phil Wadsworth has overseen the Centaland Canter project all the way. The end result is exactly what they were aiming for.

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

Fuso Fast Facts Engine: Fuso 4P10-T4 4-cylinder, 4.0-litre Euro-5 diesel, 110kW (147hp) 370Nm (273lb/ft) Transmission: Fuso M038S5 5-speed synchromesh (2nd to 5th) manual Front axle: Fuso F200T I-Beam Front suspension: Multi-leaf with stabiliser bar and shock absorbers Rear axle: Fuso D03 Full Floating Banjo Type Rear suspension: Multi-leaf with stabiliser bar and shock absorbers Brakes: Disc Bin: Giltrap bin with stainless-steel hardline pipes (Sourced second-hand) Scales: SI-Lodec Mapping application: Tracmap Spread control: Whitehead V3 Plus

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BACK DOWN THE ROAD A BIT

Last month, we featured Southland’s Ken Bell. Ken asked if we would do a Back Down the Road a Bit gallery for his late friend and well-known driver and photographer, Aaron Burgess. Ken, with pleasure…

Aaron Burgess By Ken Bell

A POSTHUMOUS STORY

he late Aaron Burgess grew up in the Western Southland town of Ohai. Here, he watched heavy machinery working the opencast coal mine and the trucks that came and went. Aaron’s hero and mentor was his uncle, Tommy Taylor. Uncle Tommy introduced a young Aaron to trucking and allowed him to ride around the mine site with him in the Tulloch Transport trucks he drove. Aaron watched the local rural carriers going about their day-to-day activities and, after leaving school, worked for Transport Services. He first drove a Mercedes-Benz 1113 4x4, then a couple of Mercedes-Benz 6x4 tippers, moving on to an International S-Line tipper. In 1994, Aaron moved to Lumsden and worked for Northern Southland Transport

1 Holdings, driving a MercedesBenz 2235 bulk truck, carting fertiliser, lime, grain and coal to as far away as Dunedin. Aaron and I would often travel around the countryside while living in Lumsden, capturing photos of trucks and machinery and socialising along the way. The big guy had a great sense of humour and a nickname for everyone. Aaron left Northern Southland Transport and went to work for Tulloch Transport, driving one of the trucks previously piloted by Uncle Tommy. He did a mix of bulk cartage with all types of rural work and general freight. No two days were the same, and the variety of work was exciting. This inspired plenty of film action in the pre-digital age. Sadly, Aaron died in July 1998.

1) Aaron Burgess was a big man with a John Candy personality and a heart even bigger than his stature. 2) Earthmoving machinery also appeared frequently in the lens of Aaron’s Canon camera. Working alongside heavy equipment was an advantage when getting great photos. But regular trips to watch machinery such as this Demag excavator and Komatsu dump truck at the Nokomai gold mine occurred during weekends. 3) Scenes like this were the catalyst for Aaron’s love of trucks. 4) One of Aaron’s favourites was the International S-Line he drove for local carrier TSL, seen here loading coal fines for export to China. 5) Aaron followed his uncle’s legacy at Tulloch Transport. The varied work included transporting bulk commodities, all types of freight, and rural cartage. 6) Novelty shots with a 12mm lens producing a ‘fisheye’ effect were some of Aaron’s favourite special-effects images.

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TOP TRUCK

PERRINS DOES IT WITH

PRESENCE It’s been 11 years since New Zealand Trucking caught up with the team at W E Perrin of Owaka. Looking down on the depot from Royal Terrace on the road to Pounawea, things look much the same as they did back in 2011. There is still an abundance of Isuzu trucks propping up the front row of the fleet, but the addition of a K200 Kenworth indicates that there is more out there when it comes to buying reliable trucks.

Story and photos by Craig Andrews

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n 2011, we were introduced to Alistair, Billy and Blake Perrin and, again, not much has really changed. Alistair is still running the show. Billy is still driving – although he has stepped back from frontline livestock driving and is now driving the company’s latest Mercedes-Benz spreader. And Blake is still on frontline livestock cartage. But it’s what he’s now driving that has turned heads countrywide. Things may look the same from the outside, but 50%

On the road to Balclutha. of the W E Perrin fleet has been taken over by Wynyards Transport in Milton. The Wynyard influence saw the introduction of the first K200 into the Perrin fleet after running a couple of the K2 models in Wynyard colours. Gary Wynyard believes that the Kenworth is a premium truck, and it didn’t take a lot of bending of Alistair’s arm to get one across the line for the Perrin fleet. Alistair admits to having had the blinkers on when it comes to buying trucks – and he has had a

great run out of the Isuzu brand. Gary, though, is a fan of the component-buildstyle truck, and the Wynyard fleet is a mix of Kenworth, Freightliner and Western Star, with Mercedes-Benz making up the spreader fleet. Blake Perrin was given the keys to the new K200 in February 2021. Blake is your typical dyed-in-thewool rural truck operator. He has been in the game now for 17 years as a driver, but he’s been interested in the industry since he first laid

eyes on a truck. Driving is all he ever wanted to do – he was that quintessential Kiwi kid who spent his days with his dad in his truck whenever he could. He has grown up in the sector. We guess it is up to him if he considers he has reached his industry pinnacle – but he can’t be far off, operating one of the country’s smarter examples of the popular K200. Life has been busy for Blake since our last visit. He married his partner, Nadine, and they have had a couple

Owaka is a tourist’s paradise.

of children – William and Lucy – plus bought a house. Both William and Lucy love the “big Kenny”. Operating trucks for Blake kicked off after he left the Catlins Area High School at 16. He drove a “little car licence truck” for McLellan Freight in Balclutha and progressed to Scania doing freight between Balclutha and Dunedin. He then moved onto Geoff Wilson Ltd, also in Balclutha, driving a Mack

Quantum on timber cartage. He never strayed too far from the South Otago area, and his next move was to local stalwart Clutha Valley Transport, again on a Mack Quantum. This is where he learnt the livestock-cartage game. The Quantum was a swap-body unit, so it came with variety. At 21, he headed home to Owaka after a full-on five years. His first truck was a 400hp Isuzu and then a 450hp unit.

Owaka: The sign says it all.

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In 2014, he got his first-ever new truck – a 530hp Isuzu, which is also a standout unit of its brand. And now the new K200 Kenworth. The K2 runs the 447kW (600hp) X-15 Cummins and is bolted to its good mate, the 18-speed Roadranger. The trailer is a Roadmaster unit, and the stock crates are Delta. Gary says: “It’s all very good standard gear, and with Wynyards having its own workshop, keeping

things standard all helps with efficiency.” A very good operator with a premium truck and quality trailer and crates, Blake gets to point this combination at some of the most scenic countryside in New Zealand. There are many bridges and gravel roads, so it is a challenging neck of the woods to hone your skills, with the ever-present tourists adding to the complexity. Most of the truck’s work is South Island-focused, but the K2 makes the odd North Island trip, so the sleeper is not just for looks. Yes, it helps with the overall cool factor, but it does get used for sleep. The overall cool look is helped with the great paint work of Terry Soper and the team at Custom Signs in Dunedin. The truck is popular all round; the operator and its owners rate it highly. Alistair and Gary have each driven it on several occasions, carting stock north on nightshift work. It has loads of everything – power, comfort and space, not to mention that presence on the road. Blake Perrin: a top operator with a top truck in a top part of the country.

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JUST TRUCKING AROUND

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Andrew Rogers Andrew Rogers, or Gonzo as he’s better known, was out among the greenery of West Otago, spreading fertiliser on a local dairy farm. Craig Andrews was on the hunt to get pics of RTL’s new P450 Scania, running under West Otago Transport colours, based in Heriot. With that mission achieved, he had a quick yarn with Andrew. In 2008, Andrew started with West Otago aged 18, driving a 1998 MAN spreader. He spent a few years spreading fertiliser around the region before moving onto a Foden Alpha on stock work and a couple of Kenworths. The driving gave way to dispatch work with the spreading division, and only recently has he returned to the field to continue driving. He enjoys the driving side and being involved with the rural industry. For Gonzo, “it’s like being a paid tourist”. He gets to move around the region, helping other depots within the RTL group. When the spreading season winds down, he will jump onto a stock truck, mainly during

the dairy herd shifts. The Scania was almost brand new at the time of the pics and was one of three that RTL has recently put into service. Joining Gonzo on the day was his son

Chris, who enjoys sitting alongside his dad as he plies his trade. Andrew’s vexing question was: V8 supercars or F1? Supercars for him as he has never been a fan of Formula 1.

About 10 years ago, Ben started working for Gerard Daldry at Pro Tranz and watched the company grow enormously with its involvement in the Christchurch Earthquake recovery. Ben says no two days are the same in his line of work, shifting plant around the greater Christchurch areas with frequent trips to most regions of the South Island. Ken Bell caught up with him while he was parking up in Invercargill recently.

He had just delivered a new Case excavator to a farmer at Heriot in West Otago, then travelled south to collect another treasured gem for Gerard Daldry’s growing assortment of classic trucks. When asked the vexing question “Kenworth or Mack?” Ben replied: “Kenworth. I really had to say that because Gerald was kind enough to place me in one. It’s a good workhorse in a pound of Macks.”

Ben Gordon Ben Gordon has been trucking since the age of 15, after getting a special dispensation heavy-traffic licence. Ben first worked for his father in the family company Overland Express, which handles general freight specialising in abnormal, oversized loads and truckmounted crane jobs – which are often delicate. He feels privileged to have had that start straight out of school and to be born into the transport industry as a thirdgeneration driver. Trevor Inwood Transport was the next workplace for Ben, where he drove a Kenworth W924 on a variety of work, including block truck work and refrigerated goods. Ben then moved to March Construction, again driving Kenworths, mostly on demolition and construction work. Another move saw Ben at Ashby Concrete, driving concrete agitators and their concrete pump. He recommends that young drivers drive concrete trucks for experience with ‘live’ loads and to gain off-road and on-site experience.

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May 2022

JUST TRUCKING AROUND www.trt.co.nz

Mike Macartney Alison and Mike Verran spotted Mike Macartney parking up at Brett Marsh’s yard in Tauriko, Tauranga. Mike spends his days behind the wheel of his impressive 2019 Kenworth T610 SAR with 615hp Cummins X-15. With containers on his seven-axle B-train, Mike has two set runs – either three loads a day out of Wallace Corp at Waitoa or a load a day out of Yarrows Bakery at Manaia, in South Taranaki. Both runs bring him back to the Port of Tauranga. “I’m home every night, and that’s how I like it,” he says. “I was brought up on a farm. I rode around in Wealleans bulk spreaders on the farm. I got the bug, and all I wanted to do was drive trucks. As a kid, I rode around with anyone who would take me for a ride. My preference was logging trucks. “I’ve had 45 years driving trucks and machinery. I started driving in 1977 for Cochrane’s Transport in Tirau. I was always mad about trucks! When I wanted to leave school, I was too young to drive heavy vehicles. My parents said, ‘If you’re going to leave school, you have to have a trade.’ So I had to do an apprenticeship as a glazier. I’ve never done any glazing since.” One thing that frustrates Mike on the road is the lack of money spent on infrastructure. “Funds need to be spent on more passing lanes and building more multi-lane roads.” Mike didn’t hesitate when presented with the vexing question: Ford or Holden? “Ford because I drive a Ranger.”

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THE

Story and photos by Marty Crooks

DIRTY RASCAL When Wellington logging operator Harley Tripae was looking to replace his ageing K104, the timing could not have been more fortuitous, with Kenworth Australia celebrating 50 years of production under the glow of the Southern Cross.

ome 20 years ago, Harley Tripae started his driving career at Fulton Hogan. It was here that he learnt the ropes on all manner of tasks that included moving machinery. A stint with Bitumix nearly ended everything through an accident involving a 17-tonne roller, which required a considerable amount of recovery time. A lifelong dream of driving road trains eventually led Harley across the ditch to

the outback of Australia. It was interesting work for sure, hauling support equipment for the offshore oil and gas platforms and the money was good, but having to leave his partner Sarah behind in New Zealand, big hours, and living out of a caravan was not that enjoyable. The 2008 recession put an end to this work and saw a return back home for Harley. Through good family friend Des King, Harley landed a job with Classic Transport

1) Plenty of stainless steel from front to rear with round LED tail lights and old-school black mudflaps complete this immaculate build. 2) The sandstone interior of the Aerodyne certainly makes those nights away from home more comfortable, also helping set up Harley for the first load out of the day.

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piloting an immaculate Western Star on flat-deck tasks, running on both islands. A call home to more local work saw a stint driving tankers for Capital Fuels on BP deliveries, then an opportunity with Tranzliquid Logistics presented itself and Harley made the move. The new role was a self-managed position that exposed Harley to the day-to-day running of a transport business, assisting clients as well as operations and driver training.

1 “It was a great place to work, a fantastic work environment,” says Harley, “but after six years in the role it was time for a new challenge.” An introduction to the logging industry through a few good mates had Harley

hooked. The purchase of an older K104 Kenworth logging rig was next and he was into it full steam ahead. In teaming up with HP Transport, with Joe Potter at the helm, Harley discovered that organising the day’s work provided a fantastic blend of work duties.

“Joe is awesome in offering good rates and well-planned days that look after the owner/drivers.” The K104 Kenworth was a great first truck for Harley, however after three years of hefty work it was time to start thinking about lining

up a replacement. A call to Southpac’s Mark O’Hara in early 2021 got the wheels in motion, and soon after the nod was given to place the order for ‘The Dirty Rascal’, a 50th Anniversary K200 Aerodyne 8x4 rigid in metallic purple from top

Man and machine: Harley Tripae with his new steed ‘The Dirty Rascal’.

to toe, running Cummins X-15 and manual 18-speed Roadranger gearbox. Being a commemorative model, all the boxes have been ticked on the build spec sheet, as well as 50th Anniversary features including gold embossed bling throughout the cab and a shiny gold bug sitting proudly atop of the grille – it truly is a special build. The new K200’s shipping to New Zealand was delayed with the Covid lockdowns, however upon arrival and after completing pre-delivery it went straight to the team at Custom Truck & Chrome, Silverdale. It was here the polished

stainless-steel fabrication work was completed and fitted, including drop visor and an array of clearance marker lamps. From Auckland, it headed south onto Patchell Industries, where they worked their magic building the log gear, matching five-axle trailer as well as the custom headache rack, all painted to match with SI Lodec scales fitted throughout. While in Rotorua, Darren Caulfield of Caulfield Signs was enlisted to add his touch to the rig with striping, pin-striping and freshly designed new company logos – it really was the icing on the cake.

The deft touch of Peter Calcinai’s grapple operator was poetry in motion, a true work of art.

RIDE-ALONG ON

DAY ONE

t was one week out from Christmas when Harley Tripae collected ‘The Dirty Rascal’ as a completed, ready-to-work logger from Rotorua and travelled back to Wellington with his new steed. I stumbled across Harley and ‘The Dirty Rascal’ parked up not far from my home and – trust me – seeing it for the first time, I could not believe what I was looking at – a Wellington-based logger that looked that spectacular. I got chatting to Harley and soon a plan was hatched for me to meet up after the holiday break and grab the passenger seat for day one in the bush. Fortunately, on the first day back after the break, Wellington put its best foot forward and gave us a perfect blue sky. We headed out over the Rimutakas and beyond Martinborough to a private forestry block located at Whiterock. Although it was a narrow gravel road up to the skid site, it was nicely formed and required only a touch of deflation from the on-board CTI system in the loose stuff. The skid site is operated by Peter Calcinai, an ex-Wellington-based truckie

who now runs his own logging gangs, and it’s fair to say they run a tight ship as everything was neatly laid out with fantastic access. We park up and jump out, and meet with the grapple operator who came over to have a look at Harley’s new ride. Impressed, he jumps back in the machine and deftly unloads the trailer for the first time with ease, and begins loading from front to rear keeping the butts all lined up with each other, a real work of art. Chained up we jumped back into the air-conditioned cab, a real treat given it was a typical hot and still summer day in the Wairarapa. Looking around at the appointments inside the awesome Aerodyne sleeper cab, I ask Harley the story behind ordering this spec. Harley explained: “I will be spending many nights through the week away from home. I like to get back in the bush at night so that I am first load out in the morning, and on the longer runs up north I never need to think about the extra expense of motel units.” Back out onto the main road and heading for our

Hella NZ

Left: Reversing into the immaculate Whiterock skid sight of Peter Calcinai and his gang was no stress for Harley, eyeballing The Dirty Rascal’s first load. Right: Trailer off and first logs on, ‘The Dirty Rascal’ getting to grips with its deployment.

return to Wellington via the Rimutakas, loaded with export for the port, you cannot help but notice how nicely the entire combination is following through on the corners, especially back up and over the steep side of the hill. I

look across to ask Harley what he thinks and what it’s going like, and I can already tell he is impressed with the package by the big smile on his face. It just seems to keep pulling on the steep stuff, then on the way down the other

side it is so smooth and quiet, with only the noise of the fan clutch kicking in every now and again. If you had no idea that it was ‘The Dirty Rascal’s’ first trip fully loaded on such a notorious hill you would think

he was an old hand at the task. I guess with a skilled operator at the helm and a well-put-together package it’s just the norm, doing exactly what it was designed to do.

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The Staria’s sleek looks, generous spec and big interior attracts attention.

Story and Photos by Jacqui Madelin

dvertised with the tagline ‘Space Craft’ and boasting sleek and futuristic lines, it’s no wonder Hyundai’s Staria often convinces onlookers its drivetrain is so advanced that it’s at least a hybrid, if not fully electric. Sadly, the soundtrack gives away that it’s a diesel, and the steel wheels fitted to this Load version are not as smart as the alloys fitted to the much-hyped top-spec,

passenger-focused Limited. The headlights aren’t LED, the fancy LED strip indicators give way to a black strip and lower-mounted everyday versions, and the fancy taillights are swapped for standard ones. That said, the reduced trickery doesn’t detract much from this vehicle’s distinctive look, which drew the sort of admiring glances not usually associated with a white delivery van. And unless you’re fixed on using

a power socket to fuel up, you’re unlikely to be disappointed because it feels every bit as modern, practical and comfy as you’d expect from any newly launched vehicle. Staria is the replacement for the outgoing iLoad, with more cargo space advertised and, thanks to a platform shared with the Santa Fe SUV, almost car-like ride and handling. All Staria versions are powered by a 2.2-litre turbodiesel with plenty

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

HYUNDAI STARIA LOAD 2.2 DIESEL AUTOMATIC Engine: 2199cc 16-valve twin overhead cam with common-rail direct injection, and variablegeometry turbo Fuel-tank capacity: 75 litres Power: 130kW at 3800rpm Torque: 430Nm at 1500-2500rpm Claimed fuel economy: 7.0l/100km Transmission: Front-drive, eight-speed auto with Sportshift and normal, eco, sport and smart modes Suspension: Front MacPherson strut with coil springs, gas-filled shock absorbers and anti-roll stabiliser bar, rear leaf spring and gasfilled shock absorbers Wheels/tyres: 17-inch steel, with 215/65 R17 tyres, plus full-size spare and tyre-pressure monitoring system Brakes: Power-assisted with vented front and solid rear discs with ABS, EBD and BAS Stability/Traction control: Yes Airbags: 7 Min turning radius: 5.9m kerb to kerb Max payload: 1072kg Kerb weight: 1938kg/2002kg (depends on spec) Gross vehicle weight: 5520kg Cargo length: 2500mm (top)/2607mm (bottom) Cargo width: 1640mm Cargo height: 1436mm Cargo capacity: 4935 litres Towing braked/unbraked: 750/2500kg Length: 5253mm Wheelbase: 3273mm Width: 1997mm Height: 2000mm Seats: 2 (5 or 8-seat configurations also available) Options fitted: Towbar

From top: The large digital dash is easy to use and navigate, likewise the infotainment screen. The buttons are large and clear, and there is good storage and comfortable seats. Steel wheels for commercial are replaced by alloys if you want the up-spec passenger Staria.

of pull from low revs and smooth power delivery allied to decent fuel economy, further assisted by the choice of eco, normal or power modes. Front-wheel drive means there are better towing choices than this, but it’ll still pull 2500kg, a full 1000kg more than the cheaper RWD Toyota Hiace. This time, our test route involved a fair bit of highway driving, from Whangarei to Rawene for carpet delivery via Russell, and some narrow-road and supermarket

manoeuvring. All-round visibility proved excellent thanks to the windows, the good mirrors and, of course, the reversing camera. Well short of maximum load, it felt comfortable yet more agile and responsive than any cargo van we’ve sampled so far. Combine that with decent road-holding and better side support from the seats than the usual fare, and we were impressed. Have to sit in the saddle for hours at a time? You’ll be pleased, especially after turning off the slightly

trigger-happy lane-following assist. That’s one of a suite of tech aids to keep occupants – and other road users – safe. Staria is the first commercial van to score a full ANCAP five-star crash test rating under its 2020-22 protocols. The van’s safety tech includes forward collision-avoidance assist, to automatically brake when the tech registers vehicles or pedestrians in your path and detects no braking or steering from the driver. There’s also auto dusk-sensing headlights;

New Zealand Trucking

April 2022 63

rear park assist; an excellent reversing camera; lanefollow assist (which keeps the Staria centred in its lane and can twitch the wheel to correct you if needed); a tyrepressure monitoring system that not only alerts you of problems, but tells you which tyre is affected; lane-keep assist to warn if you cross a white line without indicating; and smart cruise control: set cruise to the open road limit on the highway, and whenever the limit changes, the Staria will reset to the new limit. The goodies even include wireless charging for compatible devices, twin USB inputs and a first-aid kit. This commercial variant window van gets two seats and front-wheel drive only (the passenger version can be bought in AWD), with an eight-speed auto. It also gets a different dash, in more hardwearing but less fancy materials, and swaps the armrests for walk-through capability. Our test vehicle had a lift back, but a twin-swing rear door is also available. The rear cargo area delivers 4935 litres of space, enough for three Euro pallets – which can be loaded via forklift through the wide side-sliding doors or

The spacious rear takes three Euro pallets, but a walk-through from the front could be useful. Side-opening barn doors can replace the single rear-lift door. the back when the optional twin barn doors are fitted. The cabin is a slight step up to access – there is no driver grab handle to assist shorties – but once in, it’s easy to get comfy, assisted by a six-way manual-adjust driver seat. Big tick for seat comfort. It is equally practical, with compartments above your head – including a length of elastic, allowing easy access but stopping stuff sliding out. There’s a pop-out cupholder for the passenger and one sunk in the dash for the driver. There are Android Auto and Apple CarPlay, Bluetooth hands-free for the phone

system, and steering wheel audio controls. The digital display accesses the distance to empty, as well as average fuel consumption (7.4l/100km for our stint aboard) and outside temperature. Both sun visors get a vanity mirror. This Staria has ‘only’ an eight-inch infotainment touch screen (the topspec, multi-seat Limited has a 10.5-incher) plus the digital instrument array, with graphics that change depending on whether you’ve selected normal, eco or sport mode. And yes, selecting sport really does alter the gearing enough to notice a

real surge forward – though we largely opted for ‘normal’ to suit the driving we did. Still disappointed it doesn’t have a more fuel-frugal powerplant? Hyundai says there will be more eco-friendly variants in future. Meanwhile, the $62,990 Staria Load faces up against main competitors considerably more pedestrian in their looks. Ford’s Transit Custom and VW’s Transporter also cost a bit more. Hiace – unless you want to tow – could be Staria’s nemesis, thanks to a price drop when Toyota NZ launched its new ‘Drive Happy’ pricing scheme.

A wide sliding door on each side allows loading by a forklift if required. Right: Staria’s sleek, smooth lines make for good looks, and optimise visibility and cargo space.

64 New Zealand Trucking

April 2022

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WHEELS AT WANAKA MEMORIES

We bring you a pictorial memory from the phenomenal 2021 Wheels at Wanaka event – to keep the embers well and truly lit on the run-up to 2023!

If you’re going to go, then go in style. Bob Ellis and his wife Jill made the pilgrimage from Hamurana near Rotorua in their immaculate International R190 and pole-trailer combination. Infotainment systems are not required when you have the beautiful 71 series Jimmy howling back at you. (Ray and Shona Douglas’ 230, parked next to the Ellis R190, had come even further… Hikuai on the Coromandel Peninsula.)

Make sure you listen to the Keep On Moving Podcast for regular updates on the 2023 show from Annabel Roy of the Wheels at Wanaka organising team.

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GOOD ON YA MATE

OLD DOG, HOME TO MASTER

t’s been a while since we had a Good On Ya Mate, but this one needed recording. Greymouth’s truck restoration artisans Murray Bruning and Les Hayden (New Zealand Trucking magazine Feb 2022, ‘Bull Dogs in Arms’) have Thames Freightlines’ 1984 MC Mack Fleet No.26 in their clutches. As you’d expect, the goal is to bring forth magnificence once again, but knowing original driver Peter ‘Mitch’ Mitchell well, she won’t end up 100% original. Murray and

Les decided the original dog should return to its master, complete with the Dymo label ‘Beware of the Dog’ that Mitch stuck just under the pooch when she was brand-spanking. When Mitch visited recently to see how the project was going, Murray and Les took a moment to hand him his Bulldog, beautifully mounted on a shield. It’d be fair to say there was a tear in the eye of the recipient. What a couple of guys! Good on ya, Murray and Les!

Mitch (centre) with his old mate, now heading home with him. Murray Bruning is on the left and Les Hayden on the right. Good on ya, guys.

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AUSSIE ANGLES

A SHAW THING When Jim Johnson’s book Big Rigs Down Under arrived on the local scene in 1980, truck-related publications in New Zealand were as rare as hen’s teeth. With an Atkinson twin-steer livestock road train on its cover, the book found its way onto many Kiwi bookshelves. More than four decades on, copies can still be found and, despite spending many years hauling livestock in outback Queensland’s more remote extremities, the Atkinson too has stood the test of time.

Story and photos by Craig McCauley

he late Roy Shaw operated a carrying business in the outback Queensland town of Winton for more than 60 years. The company began with a private mail run, diversifying into wool cartage and general freight. During the 1960s, Shaw’s Transport moved into sheep and cattle cartage, mostly from properties across Western Queensland. International trucks were the weapon of choice, and Roy

70 New Zealand Trucking

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operated several models in the evolution of the big truck range at Shaw’s Transport. Examples included an R200, a DCO405 and, latterly, ‘Beroy’, a stunning 4300 Transtar. He was well known for purchasing bigger and more modern trucks as load size and distances increased. In 1974, Atkinson became part of the International Harvester product range in Australia. In 1978, Shaw’s Transport had one operating as a

prime-mover, pulling road trains. Then a dealer convinced Roy that the rigid combination, complete with two trailers, was the best option for his business. As a result, an order was placed for three L408s – at the time the largest and most powerful truck available. They were fitted with 8V92T Detroit Diesel engines, 14-speed Spicer transmissions and Eaton twospeed diffs. Each truck had a 10.3m

Jim Johnson’s book Big Rigs Down Under was one of the first truck books commonly available in Australasia.

(34’) crates and towed a pair of Freighter 12.1m (40’) trailers capable of carrying the equivalent of three-and-a-half ‘K’ wagons (standard rail livestock wagons) of cattle, the usual measure of loading for the era. Each truck was given a name, sign-written on the front leading edge of the roof: ‘The Woolly Buffalo’, ‘Dear One’ and ‘Diamantina King’. In 1981, Roy sold Shaw’s Transport to another iconic Queensland cattle haulier of the era, McIver Brothers (wellknown for its fleet of Kenworth SARs) and ‘Diamantina King’ was refinished in green livery. Comet Downs Station in central Queensland acquired ‘Diamantina King’ in 1984. The Atkinson served its new owners – the Armstrong family – well, hauling cattle and grain locally until being retired in 2011. Queensland historic truck identities Matt Harkin and Barry

Harmsworth located the truck and arranged to view it on the Armstrong family property in 2013. ‘Diamantina King’ was parked in a shed after its retirement, but was still in reasonable condition despite 33 years of steady toil. Ross Armstrong decided to donate it to Winton’s Heritage Truck & Machinery Museum. A permit to operate an unregistered vehicle on the highway was obtained from Queensland Transport, and ‘Diamantina King’ made its way back to Winton under its own steam. Roy Shaw was among the welcoming committee and was involved in the truck’s restoration before his death in May 2018. Today, the ‘Diamantina King’ sits fully restored in the museum, looking just as it did on the cover of Jim Johnson’s book all those years ago.

A somewhat simple driver’s station.

Eaton two-speed diffs sit on a six-rod suspension, a suspension type still used by many livestock hauliers.

H Acknowledgement

This model, built by the driver of a sister to Shaw’s Atkinson, also resides in the Winton museum.

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Special thanks to Robyn Stephens and the team from Winton’s Heritage Truck & Machinery Museum, who so willingly arranged to have the ‘Diamantina King’ pulled out of the museum building for these photographs. If you are ever in Outback Queensland, the museum has a great collection and is well worth visiting.

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INTERNATIONAL TRUCK STOP

Story and photos by Will Shiers

CELEBRATING THE BEST OF BRITAIN It’s a break from the norm this month as Will Shiers takes a trip down memory lane, visiting Leyland’s British Commercial Vehicle Museum.

eyland, Lancashire, in the northwest of England, is undoubtedly the spiritual home of British truck manufacturing. Lorries started rolling out of here in 1896 and today, PACCAR’s Leyland Trucks factory still assembles a full range of DAF trucks. So it’s fitting the town should be home to the British Commercial Vehicle Museum. However, just like the UK

74 New Zealand Trucking

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truck manufacturing industry, which is a shadow of its former self, this excellent museum came close to disappearing altogether. In fact, thanks to Covid-19, it’s not out of the woods yet. I’ll be honest, when I first visited this place a decade ago, I wasn’t overly impressed. While I couldn’t fault the quality and variety of the exhibits, a leaking roof and a lack of heating didn’t exactly enhance the visitor experience. And it was with these memories in my head (and four layers of clothes on my body) that I went back to Leyland earlier this year on a wet winter’s morning. As I entered the building and was greeted by director Keith Moyes, it was immediately apparent that the museum had undergone a massive transformation. For starters, it was bright and warm, and the sound of rainwater dripping into strategically placed buckets had been

replaced with the sounds of children ringing fire engine bells and generally enjoying themselves. Previously, kids would have been dragged around here as a punishment, whereas now there is plenty to keep them occupied. So how did this welcome transformation come about? “We got to the point where we realised there were two ways to go,” explains Moyes. “We either needed to wrap it up and go home or go and get some funding and bring it up to date.” So, in 2016, the museum applied for Heritage Lottery Funding. It was successful and was approved for £1.8 million ($3.5 million). The museum closed its doors at the end of 2017, and the building work began. Gutting a building’s interior is challenging at the best of times, and it’s made even more complicated when it’s packed full of valuable classic lorries,

1) A steam-powered 1922 Foden. 2) ERF No.1: Diesel won out… 3) A Scammell Mechanical Horse. 4) The Leyland TX450 demonstrated the height of technology and truck design in 1986. 5) A 1981 Leyland Buffalo. 6) A 1956 Bedford ‘Green Godess’ fire engine. 7) A 1954 AEC Mammoth Major. 8) A brutish 1978 Scammell. 9) A 1931 Beardmore.

buses and vans. While some were temporarily returned to their owners, those belonging to the museum had to remain on site. In an exercise that must have resembled a massive game of Tetris, they were moved around the building work. “Everything was sheeted and covered, and when the contractors did one side of the building, we moved everything to the other side,” recalls Moyes. While most of the combustion-engined vehicles will start and run (albeit with the building’s smoke alarm turned off first), the steam tractors had to be manoeuvred using air-operated vehicle movers. The museum’s main exhibition hall got a new roof, lighting and heating systems and was completely redesigned. A pair of large conference suites were added as well as a purpose-built temperaturecontrolled archive department. In 2018, complete with a new logo and branding, the British Commercial Vehicle Museum reopened its doors. It was an immediate success, with footfall doubling.

And with the ability to lay on private functions, conferences, beer festivals and other entertainment, the museum’s finances began to improve. Things were looking very good indeed – and then the pandemic hit. “We made the difficult decision to close the café and make 10 people redundant,” says a downbeat Moyes, which leaves just four salaried staff who are supported by 35 volunteers. “The footfall just went through the floor throughout the pandemic, and we have been bleeding cash. It costs us £2800 a month just in heat and light. We are a charity, but we’re also a business, so we need to make money.” After the relaunch, the museum welcomed more than 22,000 guests per annum, but last year this dropped to 8000. “It has been a bleak picture, but I’m hopeful things will pick up in the spring,” he says. “We have to look forwards and get ourselves back to where we were two and a half years ago.”

ARCHIVE SERVICE As good as the museum is, I do appreciate that not too many of you are likely to make the 18,000km journey to visit. However, one service it offers that you might like to access is its extensive archive department. The museum has a handwritten build sheet and parts listing for every Leyland Group truck going back to the turn of the last century. In fact, it was only when PACCAR took over and started computerising things that the supply dried up. So, if you have a vintage vehicle that you’re rebuilding and want a copy of the build sheet, they’re the only people who can supply it. There is currently a £100 ($195) charge for this service which, considering the amount of work required by the team of volunteers manning the archives, is incredibly good value for money. “We get enquiries from all over the world,” says archivist Gordon Whitaker. “In fact, I recently did some research for an Australian gentleman who had a pair of Scammell Crusaders.” Additionally, the archive houses many volumes of bus and truck magazines, tens of thousands of photographs and negatives (which it is in the process of digitising), and a Leyland film library that goes back to the 1930s. “The archive is an area that we haven’t properly exploited yet,” reckons Moyes. “We need to make people more aware of what we have here, and of what services we can offer.”

THE RESIDENTS

he museum currently has 62 exhibits, ranging in age from 1880 to 2004. Initially, it was 100% Leyland, but today the vehicles (including horse-drawn, steam, petrol, diesel and hybrid) wear various manufacturers’ badges on their grilles. Roughly 35% are owned outright by the museum, while the rest are loaned by private individuals and companies. Moyes explains that this model works well and allows it to change the exhibits frequently, giving people a

reason to make repeat visits. There is a charge to store vehicles at the museum, including frequent dusting and a biannual inspection. They can be taken out up to twice a year, as long as plenty of notice is given. Perhaps the museum’s most famous exhibit is the Popemobile. Based on a T45 Leyland Constructor tipper chassis, this is one of two identical vehicles built by Ogle Design and used by Pope John Paul II during his 1982 visit to the UK. Following the

failed assassination attempt on His Holiness in 1981, the decision was made to fit the 6x4 24-tonne Constructor with underfloor armour and bulletproof glass. And if the worst should happen, doubledrive ensured a quick getaway across the nearest field. That said, nobody thought to provide the driver with any ballistic protection. It was donated to the museum in 1988. In the early 1930s, there was a serious disagreement on the board at truck manufacturer

Foden. Edwin William Foden, the son of founder Edwin Foden, disagreed with his father and brother about the future propulsion of trucks. The company wanted to continue producing steam wagons, while Edwin junior thought diesel was the future. So, he decided to split, taking his son Dennis with him. In 1933, he built his first diesel truck, which was adorned with his name ‘ER Foden and Son’ – or ERF. This first ERF, sold in 1933 to haulier WF Gilbert, takes pride of place in the museum. In the UK, you need a licence to watch TV, and anyone caught viewing without a licence faces a hefty fine. Helping the BBC hunt down the culprits was a fleet of TV detector vans, which could supposedly detect the use of a television from the roadside. I say ‘supposedly’ because nobody quite knew whether they worked or were just a hoax. Either way, the museum’s 1979 Dodge Spacevan TV detector van is incredibly rare. The TX450 was a 17.5-tonne technology-demonstrator concept truck developed by Leyland in 1986. Years ahead of its time, it features a digital dashboard display, onboard computer axle-weighing system and rear-view camera. It’s powered by a 165hp Leyland 320 turbocharged engine.

W is yo se Sc th th

1) The 6x4 Popemobile created for John Paul II’s 1982 UK visit. 2) A smart 1971 Morris Minor and swoopy 1956 Leyland coach. 3) What a colour on this Leyland Octopus. 4) A 1960 ERF and 1967 Atkinson contrast with the 21st-century Foden Alpha.

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SCANIA ASSISTANCE

AT YOUR SERVICE Wherever you are, Scania Assistance is available 24/7/365 – with one call you’re in touch with a professional service coordinator who knows your Scania. So if the unexpected happens, there’s always someone at the end of the line who can help.

See more on scania.co.nz

We’ll let you know how we can help and approximately how long it will take. If needs be, we’ll arrange for a service vehicle to be sent out – with parts that fit your vehicle and the right tools - to wherever you are.

RUST IN PEACE

New Zealand is littered with trucks that have long since had their glory day. Some lay hidden in dusty back lots 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. Rust in Peace gives these forgotten heroes one more moment in the limelight and, when possible, shares their stories.

MACK FR AND SCANIA 140 Story and photos by Gavin Myers

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Te Rapa, Hamilton

water in the oil so it’s a matter of getting into it and finding the problem.” As for the Scania: “It has a rusted-out cab. If I could find another cab, I’d be keen to put it back on the road. It came from Australia, where it was a roadtrain. “The beauty of that was it had cross locks and, for our sort of work, it made things so much easier. We had to set the deck back on it because the weight kept overloading the front axle.” 19-0522-T

e’re doubling up with a pair of mostly retired housemovers this month. Why mostly retired? Because plans are underway to get them back up and running. But for now, the 1979 Mack FR797RS and the 1974 Scania LBT140 belonging to Hamilton’s Jack House Transit are parked up. Mike Rees, involved with the company since 1978, reveals their stories. “The Mack is one of two. I drove No.2, which rolled over. They were both fire tender rescues at the airport. When Phil Ward was here, he shortened them up to make them better for towing. They had an extremely long wheelbase. In the days when they were fully loaded with water, there was nearly 16-tonne on the back axle. “There’s been talk of getting the Mack back on the road. It has

SINCE 1978

Kraft Engineering Limited 5 Wikaraka Street, Ngongotaha, Rotorua | Phone: +64 77 357 4597

19-0522-T

Colin King: Ph: 027 539 0075 | E: colin@kraftgroup.co.nz James Worsnop: Ph: 027 572 2642 | E: james@kraftgroup.co.nz

CRAIG’S TRUCKIN’ SNAPSHOT

PTS Logistics Kenworth T909 captured rolling out of the Clark Valley on SH6, with a John Deere 959ML forest machine onboard.

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A SMALL STEP ON OUR PATH TO CHANGE FROM 2021, ALL CASTROL PRODUCTS WE SELL IN NEW ZEALAND WILL BE

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* **

1:02 PM

in accordance with PAS 2060, see www.castrol.com/cneutral for more information. The C02e emmisions are calculated in accordance with the Greenhouse Gas Protocol’s Product Life Cycle Standard and includes life cycle emmisions. The demonstration of carbon neutrality will be assured by an Independent Third-Party and certified to BSI’s PAS 2060 carbon neutral specification. See www.castrol.com/cneutral for more information.

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12/10/21 10:57 AM

NEW RI GS ON THE R OAD

DAF CF530 Euro-6 8x4 rigid – Space cab sleeper

MOUNTAINS OF CAPACITY OPERATOR: J D Hickman, Waitara ENGINE: PACCAR MX-13 12.9-litre Euro-6 390kW (530hp) 2600Nm (1920lb/ft) TRANSMISSION: ZF TraXon 16TX2610 16-speed AMT

REAR AXLES: DAF SR1360T single-reduction inter-axle and cross-locks REAR SUSPENSION: DAF 8-bag SR1360T BRAKES: Disc. ABS, EBSS SAFETY: ACC, FCW, AEBS,

LDW, VSC, AB BODY/TRAILER: Jackson Enterprises body and 5-axle trailer. Thermo King fridges FEATURES/EXTRAS: Air management kit. Stainlesssteel doors on toolboxes. Alloy

THE KNIGHT OF KNIGHTS Kenworth T909 6x4 tractor – 36” Aero sleeper OPERATOR: Flash Excavations, Bombay ENGINE: Cummins X-15 15-litre 448kW (600hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual REAR AXLES: Meritor RT46-160GP full cross-locks REAR SUSPENSION: Kenworth Airglide 460 BRAKES: Drum. ABS, EBSS SAFETY: DTC, ATC BODY/TRAILER: Rigged, Southpac Engineering / Hydraulics, Ideal Services FEATURES/EXTRAS: Kentweld polished bumper with lower marker lights. Stainless-steel drive guards, drop visor, bug deflector, headlight surround, lower grille panel, and panels up rear side skirts (lit). Green back-lit exhaust shrouds and bug. Extra marker lights on mirrors and air cleaners. Painted tanks with stainless-steel panels and marker lights. Smooth alloy chassis covers. Rear bumper dress-up kit. Chassis mounted toolbox and forward-facing Kenworth mudflaps. Alcoa Dura-Bright alloy wheels with super-single fronts. Dovetail on sleeper. Under bunk fridge PAINT: Ex-factory SIGNAGE: Truck Signs, Mount Maunganui OPERATION: Machinery relocations, North Island DRIVER: Matt Becher SALES: Mitch Redington

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drop guards. Alcoa DuraBright alloy wheels PAINT: Ex-factory OPERATION: Linehaul, general DRIVER: Ross Peeti SALES: Adam McIntosh

FIRST TO SEE THE SUN OPERATOR: Hitchens Transport, Gisborne ENGINE: Cummins X-15 15-litre 459kW (615hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton UltraShift MXP 18-speed AMT REAR AXLES: Meritor 46-160

International R8-HD 8x4 rigid REAR SUSPENSION: IROS ECAS BRAKES: DISC. ABS, EBS BODY/TRAILER: Mills-Tui log gear and 4-axle trailer FEATURES/EXTRAS: Ali Arc bumper. Premium cab trim PAINT: Ex-factory

TRIPPING THE GREEN ‘CANTASTIC OPERATOR: Uhlenberg Haulage, Eltham ENGINE: Cummins X-15 15-litre 396kW (530hp) 2500Nm (1850lb/ft) TRANSMISSION: Eaton Roadranger RTLO 18918B 18-speed manual REAR AXLES: Meritor MT40-14X5DER-P

SIGNAGE: Signbiz – Tauriko OPERATION: Log cartage, East Coast DRIVER: Barry Hitchens SALES: Hugh Green

International ProStar T8A2 LX 6x4 tractor

REAR SUSPENSION: IROS BRAKES: Disc. ABS, EBS BODY/TRAILER: Rigged, Intertruck. JOST fifth wheel FEATURES/EXTRAS: Tinted windows and centre console PAINT: Ex-factory

SIGNAGE: Sullivan O’Keefe Signs, Stratford OPERATION: Containers in the Taranaki region DRIVER: Harvie Edgcombe SALES: Jarod Maclennan

Free phone: 0800 50 40 50 New Zealand Trucking

May2022

NEW RI GS ON THE R OAD

MAN TGX 35.540 8x4 tractor – sleeper cab

ECLIPSING THE COMPETITION OPERATOR: Eclipse Logistics, Mt Maunganui ENGINE: MAN D26 12.4-litre Euro-5 403kW (540hp) 2500Nm (1844lb/ft) TRANSMISSION: MAN TipMatic 12-28 OD 12-Speed AMT, with Retarder-35

REAR AXLES: MAN HYD1370/HY-1350 hypoid rear axles REAR SUSPENSION: MAN 8-bag ECAS BRAKES: Disc. ABS, EBS, MAN Brakematic SAFETY: ACC, EBA, ASR

PRODUCTIVITY: EfficientCruise BODY/TRAILER: Tractor rigged, Penske NZ/ Roadmaster 4-axle skele FEATURES/EXTRAS: Roof kit, full chassis cover, Kelsa low-bar, chrome grille

THE GRASS IS GREENER, DEFINITELY Iveco Trakker AD380T45W 6x6 rigid OPERATOR: Rangitikei Road Freight, Hunterville ENGINE: Iveco Cursor 13 13-litre 336kW (450hp) 2196Nm (1620lb/ft) TRANSMISSION: ZF 16S2220 TO 16-speed manual with Iveco TC2200 transfer case REAR AXLES: Iveco RA 453291/2D hub reduction. Full lock up REAR SUSPENSION: Iveco Cantilever rear suspension BRAKES: Drum SAFETY: Cab ECE-29 compliant BODY/TRAILER: Mills-Tui FEATURES/EXTRAS: Central tyre inflation PAINT: Fleet Image, Te Awamutu OPERATION: Roading work, central North Island forests SALES: Keith Tuffery

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PAINT: Ex-factory SIGNAGE: Sign Shack, Tauranga OPERATION: North Island DRIVER: Warren Cooper SALES: Mark Ellerington

Kenworth T909 6x4 tractor – 36” Aero sleeper

130 TO GO! OPERATOR: Hawke’s Bay Heavy Haul, Napier ENGINE: Cummins X-15 15-litre 461kW (618hp) 2779Nm (2050lb/ft) TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual

REAR AXLES: Meritor RT50160 at 4.56:1 ratio REAR SUSPENSION: Neway HD airbag suspension BRAKES: Drum ABS, EBSS1 RIGGED: DA McGovern Engineering, Masterton FEATURES/EXTRAS: Trailer

hydraulics and HD fifth wheel. Aero-sleeper 36”. Dual 7” stacks and raised air intakes. Silver gauge bezels. Kentweld HD bullbar. Stainless-steel drop-visor and additional panels. Painted fuel tanks and toolboxes. Many additional

lights. Cummins Road Relay PAINT: Ex-factory SIGNAGE: Caulfield Signs & Graphics OPERATION: Heavy haulage, lower North Island, 130-tonne rated DRIVER: Jordan Te Paa

SHINY AND DURABLE Scania P410 A4x2NA tractor OPERATOR: Galvanising HB ENGINE: Scania DC13 13-litre 306kW (410hp) 2150Nm (1586lb/ft) TRANSMISSION: Scania Opticruise GRS895R 12-speed AMT with 3500D retarder REAR AXLES: Scania R780 single drive REAR SUSPENSION: Scania spring front axle, rear air BRAKES: Disc. EBS, ABS BODY/TRAILER: Tractor rigged, Scania/semi, Domett FEATURES/EXTRAS: Custom toolbox and chassis covers, Sheetmetal Industries, Rotorua PAINT: Ex-factory SIGNAGE: Mammoth Signs, Napier OPERATION: Pick-up and drop-off galvanising service DRIVER: Peter Nielson SALES: Callan Short

Free phone: 0800 50 40 50 New Zealand Trucking

May2022

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

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

FCW – Forward Collision Warning FUPS – Front Under-run Protection System HH – Hill hold HSA – Hill Start Assist LD – Lane Departure Warning LG – Lane Guard LKA – Lane Keep Assist PCS – Pre Collision System PD – Pedestrian Detection RB – Reversing Buzzer

RW – Reverse Warning SAB – Side Air Bag SD – Side Detection SGA – Side Guard Assist TEBS – Traffic Eye Braking System TECC – Traffic Eye Cruise Control TPM – Tyre Pressure Monitoring VSC – Vehicle Stability Control

w w w. t r g r o u p. c o . n z

MECHANICAL FITTERS

AUTOMOTIVE ELECTRICIANS

HEAVY DIESEL MECHANICS

Background in a mechanical trade or similar technical industy.

Three to four years experience as an Auto Electrician.

Pre-trade training or three to four years experience as Diesel Mechanic.

Work to specifications and be methodical.

Install electrical components to heavy transport trailers for the Australasian market.

Previous mechanical experience with earthmoving equipment, trucks and trailers.

Carry out electrical related preventive maintenance and fault diagnosis on all vehicles.

Class 2 licence required, Class 4, 5 & WTR would be an advantage.

Pride in producing quality work consistently. Good time management skills and communication skills. Repair and service vehicles as necessary.

Repair and service vehicles as necessary.

1119-37

If this sounds like you, apply now, please include a CV and a cover letter to LenS@modtrans.co.nz, please include position you are applying for.

1119-37

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

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

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

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

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

Classy collections carriage Transporting rubbish to wherever it needs to go, behind whatever has it in tow, is this super-slick five-axle trailer with telescopic drawbar built by Christchurch’s TMC. Crafted for Waste Co, the trailer is ‘living’ proof that simple is not hard to make spectacular and shows that as unglamorous as refuse might be, Waste Co takes great pride in its business and gear. With full side-underrun in place, it also takes its social licence seriously. Orange on white is a stand-out colour combo from which to start your embellishing, and full-width flaps, stainless-steel light brackets, rear infills, and Alux alloy wheels certainly ice the cake. Features: ROR 19.5” disc-brake axles and air suspension.

TMC

Collaboration gives everyone a lift Hi Lift Cranes in Auckland recently took delivery of this slick-looking setup soon to be immersed in the busy job of delivering critical engineered construction infrastructure to site. CAL Isuzu supplied the EXY460 Isuzu 6x4 tractor cab chassis, and the HIAB X-HIDUO 188 E-6 crane came from that bastion of engineering and innovation, TRT. Bringing both halves of the story together – literally – was CAL Group Engineering, which installed the crane to factory-approved specification and painted the cab in the customer’s fleet colours. Job done. Features: HIAB X-HIDUO 188 E-6 crane. TRT / CAL Group Engineering

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 88 New Zealand Trucking

May 2022

KIWI 175

Features: ROR 17.5” axles with lift axle function. Fruehauf NZ

It’s all about to get real Yes, the protective tape on the stainless-steel toolbox and dunnage rack will be removed, the roller door will rise, and something spectacular will plug into the front. At which point, this beautiful quad-axle PSK step-deck steering semi will head out to get pretty much anything done. Built for Hamilton-based Alltrans by Fruehauf NZ, the semi really is going to be ‘Capt Versatile’ with head and tailboards, a Hardox deck, twist-locks and container

pedestals, OD placards and ferry-hooks, cover bins, toolboxes, and dunnage racks. You could say it’s the transport equivalent of the Rawleigh’s Man… A travelling solution for all your problems. Of course, having been built for Alltrans means practicality is no substitute for class, with stainless-steel, cool lights, and shiny alloy wheels all part and parcel.

Features: Hendrickson 19.5” disc-brake axles and ZMD shockless suspension. WABCO EBS brake system. Fruehauf NZ

Many good days ahead Regularly checking your mirrors is a trucking fundamental, but stopping it from becoming obsessive will be a tough ask for the driver of this Scania R650 at Major Sandhu Transport. The reason is the glorious, new Fruehauf NZ five-axle 22-pallet trailer in tow. With a two-piece

multi-position mezzanine floor, there’s no doubt that all available cubes will be accommodated. Alloy guards, stainless-steel rear infills, additional marker lights, and symmetrically positioned placarding clearly show the owner’s penchant for getting things just right.

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

KIWI 17

KIWI 175

265/70R19.5

215/75R17.5 235/75R17.5 265/70R19.5

265/70R19.5

Wide grooves will not hold stones Heavy-duty case Excellent mileage performance 17mm extra-deep tread

The KIWI 16’s tougher twin Super heavy-duty case Puncture resistant 17mm extra-deep tread

Multi-use tread pattern Urban/highway/off road Puncture-resistant 17.5mm extra-deep tread

New Zealand Trucking

May 2022 89

1FAT-TWO MILLION MILE-KW

hen TAA contractor Michael Purvis noticed the Bridgestone New Zealand Trucking Media Million Mile Club in the magazine, he sent us an email saying, “My entire fleet qualifies for this club.” There are only two words we have in response to that: Go Hard! Michael, who has one of New Zealand road transport’s most recognisable surnames, has been around the game his whole life. As such, it’s no surprise

he runs a slick fleet of period machines reflecting his passion for the industry. 1FATKW is a 2007 Kenworth K104B that Mike has owned since 2016. It runs a 463kW (620hp) Cummins Signature motor with an 18-speed Eaton Roadranger manual transmission and Meritor 46-160 rears. He says he did extensive work on the truck when he purchased it, and in March this year, replaced the original motor with a fully rebuilt one.

Mike drives the truck himself, carting general freight in his 2019 TMC curtainside B-train between Auckland and Christchurch on 50-max permits. With 2,000,000km under her tyres, the truck is a credit to both man and marque. Keep your eyes peeled over the coming months for other outstanding Oruanui Linehaul trucks as they pass through the Million Mile Club.

Unlike humans, old trucks don’t need kilogrammes of collagen and buckets of Botox to look half their age. Just a little TLC is all they ask. No one knows that better than Michael Purvis. Photo: Deb Munro.

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

90 New Zealand Trucking May 2022

STANDING OUT IN THE CROWD IN MORE WAYS THAN ONE

he year 2005 saw this T404 Kenworth hit the road for Wealleans Bulk Transport, Hinuera. Powered by a 410kW (550hp) Caterpillar C15, with an 18-speed Eaton Roadranger gearbox, this unit also has RT46160GP Meritor drive axles on Kenworth 8-bag Airglide 200 suspension. The Kenworth stood out from the crowd in the Bay of Plenty and Waikato, with slightly higher bins catering for differing bulk loads. Although in Wealleans livery, the truck is now owned and operated by J Swap Contractors, Matamata. With Bryce Roebuck behind the wheel, the T404 has now clocked up 2,004,000km (1.26 million miles).

Photo: Mike Verran.

A FLEET FIRST – BUT BY NO MEANS LAST

Photo: Alison Verran.

o other truck combination has been as successful for J Swap Contractors, Matamata, than the company’s Caterpillarpowered Kenworths.

Fleet No.900, purchased in 2003, was the first cabover Kenworth it bought. The Swaps Kenworth K104 is powered by a Caterpillar C15 engine set at 373kW (500hp), with an 18-speed Eaton

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

Roadranger gearbox and RT46-160GP Meritor drive axles on Kenworth 8-bag Airglide 200 air suspension. Set up as a high-cube bulk unit, the big KW is suitable for any commodities. Having

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

just had a full rebuild, it is now back into front-line duties and is currently sitting on 2,280,000km (1.41 million miles) in the capable hands of Dion ‘Didgee’ Gibbons.

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

New Zealand Trucking May 2022

MINI BIG RIGS

NOT-SO ‘STOCK’ UNITS Story and photos by Carl Kirkbeck

Perfect replica diecast models of iconic Kiwi nine-axle stock units – who could have thought? This month, we drop in and meet those who did imagine, and have now made them a reality.

or an eternity, diecast model-truck collectors countrywide have dreamt of a manufacturer that could make accurate representations of the typical Kiwi rigs we see on our highways. Well, that wait is over. Our good friends at Model Barn, outside of Thames, have been extremely busy resolving this gap in the market. After many years of research, Model Barn’s director Jeremy Welsh is proud to reveal the company’s pet project is nearing completion. Arriving at the Orongo Road retail store it’s impossible to miss the pair of FH Volvo Globetrotters sitting proudly in a display cabinet front and

centre. We find ourselves staring in awe of the two pre-production blanks. First impressions of the 1:64th-scale Globetrotters are the accuracy of the finer details. At this scale, many manufacturers will skim over the finer points. But it is not the case here. From the spotlights to the signwriting and scrolls, the team has captured the essence of the life-sized rigs from every angle. Jeremy explains that the vision behind ‘Kiwi Replicas’ was to provide the market with model trucks that accurately depict the unique configurations found in New Zealand. “There are plenty of trucks out there that we get

from Australia. They are great; they are right-hand-drive, so they are similar, but the trailers are not the same. “There are also plenty of trucks available from Europe and America, but they are all left-hand-drive, so I wanted to make something that was uniquely New Zealand. The four-axle truck with five-axle trailer combination that we see here was what I wanted to build.” The choice to base the first builds on the Volvo Globetrotter was assisted by Jeremy’s project manager, who had worked with Volvo previously on another project. The FH Globetrotter is also a common weapon of choice with many livestock operators,

ensuring no shortage of candidates for the future. The first two cabs off the rank for Kiwi Replicas are ‘Miss Stacey Jade’, an FH750 belonging to the local Thames Valley fleet of Graeme Wright General Carriers in Puriri, and ‘The Swedish Palace’ FH700 of Transport Services Ltd (TSL) from Nightcaps, deep in the south. According to Jeremy, both companies were elated to have their trucks replicated as models, and he is moving forward with plans to build another eight units. He has already approached other well-known liveries to garner their interest, and they are equally as excited, so watch this space.

1 & 2) Finally! The wait is over: 1:64th scale replicas of iconic Kiwi nine-axle stock units. Praise be! 3) Looking like a scene playing out at the Matawhero sale yards. The attention to detail is astounding, stretching to the correct stock-crate construction for each model. 4) ‘The Swedish Palace’. 5) ‘Miss Stacey Jade’.

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ORDER YOURS NOW! The team at Model Barn is taking forward orders for both models now. It should come as no surprise that we recommend you secure yours as the level of interest in this series of iconic Kiwi livestock hauliers is already registering off the charts. To order, visit the Model Barn website (modelbarn.co.nz) and hit the ‘new items coming’ tab. Or you can call the team on 07 867 5340.

Jeremy Welsh owner of Model Barn and Kiwi Replicas.

LITTLE TRUCKERS’ CLUB

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.

HI LITTLE TRUCKERS! I hope you enjoyed the Easter school holidays with all your family and friends. Did you get up to any fun adventures? It’s starting to cool down now so wrap up warm if you’re out there trucking! Congratulations to 10-yearold Lily Welsh, who found the Little Truckers’ Club logo on page 100 of the April 2022 issue. Keep an eye on your mailbox, Lilly, something cool is on its way to you. Don’t forget, if you would like to see yourself in Little Truckers’ Club, all you need to do is email your stories, jokes, photos, and/or drawings to me at rochelle@ nztrucking.co.nz. Include a short paragraph telling us about them, along with your name and age. We love seeing them all.

Left: Well done, Lily Welsh! Right: Bowden Kireka’s mum Lynise sent us this picture of him napping in the car with New Zealand Trucking magazine.

In the maze below, you will be able to fit the names of the towns listed. The last letter of each word is the beginning of the next word. The words (towns) all fit into the maze from start to finish. I have inserted a few clues/letters to help you on your travels. Have fun, kids! Also, grab an atlas and locate all the towns listed, and mark and name as many as you can on this map of New Zealand. Email me a photo of your answers to rochelle@ nztrucking.co.nz along with your name, age and location and go in the draw to win yourself a cool prize!

R N

C I

May 2022

94 New Zealand Trucking

C 5

Towns: Albert Town Auckland Dannevirke Dunedin Eketahuna Featherston Hanmer Springs Invercargill Kerikeri Kumeu Levin Napier New Plymouth Norfolk Normanby Norsewood Oban Rotorua Seacliff Taupo Twizel Upper Hutt Yaldhurst

FOLLOW OUR TRUCKS AROUND NEW ZEALAND!

2022 TRUCKING INDUSTRY SUMMIT Saturday 30 July 2022, 9am-5pm Te Pae Christchurch Convention Centre Contact: nztruckingassn.co.nz/truckingindustry-summit, pam.stark@trucking.nz For sponsorship: carol.mcgeady@trucking.nz, 021 252 7252

MOBIL DELVAC ROAD TRANSPORT HALL OF FAME 30 September 2022 Bill Richardson Transport World, Invercargill Contact: roadtransporthalloffame.co.nz, events@twevents.nz

MOTOR TRUCK DISTRIBUTORS’ 50-YEAR CELEBRATION 22 October 2022 At the Manawatu Car Club Octoberfest Manfield Park, Feilding Contact: 50years.macktrucks.co.nz

TMC TRAILERS TRUCKING INDUSTRY SHOW 25 and 26 November 2022 Canterbury Agricultural Park Contact: truckingindustryshow.co.nz, info@nztruckingassn.co.nz

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

Please check relevant websites/Facebook pages for Covidrelated information.

New Zealand Trucking

May 2022 95

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98 Moving Metrics 102 Business Profile – Hobbs Transport & Maha 104 Business Update – MyTrucking’s top ladies 106 Product Profile – Donaldson Filters 108 Business Update – Navare Solutions 110 Carriers’ Corner 112 Health & Safety 114 Legal Lines 116 Business Together 118 NZ Trucking Association 120 Transporting New Zealand 122 The Last Mile BROU GH T TO 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 and NC class vehicles for March, by major manufacturer

Summary of heavy trucks and trailers first registered in March 2022. This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal. The data used in this information reflects any amendments to the data previously reported.

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

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

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

Vehicle class

Description

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 https://www. nzta.govt.nz/assets/resources/rules/docs/vehicledimensions-and-mass-2016-as-at-1-june-2019.pdf Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

98 New Zealand Trucking

May 2022

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

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

First registration of NC class vehicles year to date 2018 – 2022, by major manufacturer

First registration of TD class heavy trailers year to date 2018 – 2022, by major manufacturer

New Zealand Trucking

May 2022 99

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 Total value and distance of road user charges purchased between 01 January 2018 and 31 March 2022 by purchase year

RUC purchase for 2021, all RUC types A description of RUC vehicle types is available at https://www.nzta.govt. nz/vehicles/licensing-rego/road-usercharges/ruc-rates-and-transactionfees/ Please note data may differ slightly from that reported for the same period previously due to adjustments being made to the base data. In March 2022 there were 49 different types of RUC purchased for a total distance of 1,416,349,688km at a value of $203,401,760.

Purchase period

Distance purchased (km)

Value of purchases

1 Jan 2018 – 31 Dec 2018

15,736,558,458

$1,875,364,397

1 Jan 2019 – 31 Dec 2019

16,166,434,103

$2,041,939,272

1 Jan 2020 – 31 Dec 2020

15,421,400,378

$2,069,615,049

1 Jan 2021 – 31 Dec 2021

16,046,928,628

$2,232,551,444

1 Jan 2022 – 31 Mar 2022

4,007,453,439

$357,162,792

RUC distance purchased for RUC type 1 vehicles

Purchase period

Distance purchased (km)

Average monthly distance (km)

1 Jan 2019 – 31 Dec 2019

11,502,905,782

958,575,482

1 Jan 2020 – 31 Dec 2020

10,952,303,565

912,691,964

1 Jan 2021 – 31 Dec 2021

11,427,917,860

952,326,488

1 Jan 2022 – 31 Mar 2022

2,838,695,272

946,231,757

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

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May 2022

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 purchases March 2022 for selected types RUC distance purchased year to date for selected RUC types

By comparing distance purchased during 2021 with previous years’, trends in changes to activity by RUC type vehicles will become clear.

New Zealand Trucking

May 2022 101

BUSINESS PROFILE

HTSL CHOOSES MAHA … AGAIN HTSL Diesel Mechanical (Hobbs Transport Services) recently opened its second facility in Te Awamutu – a full-service mechanical workshop with the ability to conduct COF, thanks to the installation of a Maha brake-roller tester.

n February, HTSL expanded from its original facility in Otorohanga just north to Te Awamutu, opening its second full mechanical workshop and vehicle inspection and testing facility. Since 2003, the company has become a well-known service provider in Otorohanga, offering COFs since 2016. The opening of the second facility on Riverhurst Drive in Te Awamutu creates greater choice and flexibility for customers. COFs and pre-COF inspections are done by HTSL vehicle inspector Eddie TeBoekhorst, who has been with the company since 2017 and has been conducting heavy-vehicle inspections for more than 20 years both in New Zealand and South Africa. Joining TeBoekhorst at the Te Awamutu branch is workshop manager Dan Kane and his team of technicians. Otorohanga still remains the larger site and is lead by the very capable Kenan Spriggs. “I must acknowledge our relationship with NZTA and Melvin Powel there, who’s

helped us along and guided us with information in setting up the COFs,” says HTSL director Kevin Hobbs. The vehicle testing and inspection facilities at both branches mirror each other. However, the new branch benefits from a few refinements. Chief among these is the ability for sign-offs to be done at the end of the lane, so the customer does not have to go back into the office once they’ve paid. At the top of the lane is the MAHA MBT 7250 20-tonne rising bed roller-brake tester. As with all Maha products, it is supplied from its own factory in Germany. “This NZTA-approved roller brake tester is designed for high-volume brake testing of trucks and lite cranes with axle loads of up to 20 tonnes. This machine is ideal for brake diagnostics in situations where high reliability is required. Its large sensor roller, with a diameter of 100mm, guarantees measurable coverage across all tyre dimensions. It is also possible to connect additional equipment such as headlight testers or emissions testers,

Axle strapped and roller raised to simulate axle load.

Testing in action.

102 New Zealand Trucking

The results of the Super-Liner’s demo run.

May 2022

making the equipment truly modular and future proofing a testing business,” says Maha New Zealand business development manager Stephen Reid. The MBT 7250 offers control options via a remote or iPad to make the job easier. “This unit really is a top-of-the-line roller-brake tester,” he adds. “It’s early days for the new branch, but we’re slowly booking up,” says Hobbs. “All our vehicle inspections are done on a booking basis, and both branches can see each other’s booking schedules, so customers can choose the free slot that suits them best and book as they wish.”

Neat and clean: HTSL’s new Te Awamutu workshop.

STAFF WANTED Modern Transport Engineers Limited is the largest heavy transport manufacturing company in New Zealand, and we are looking for experienced self-motivated technicians to join our team in Te Rapa, Hamilton. We pride ourselves on offering a safe workplace, offering high quality products & turn-key solutions to our clients, and finishing what we start.

MECHANICAL FITTERS

AUTOMOTIVE ELECTRICIANS

HEAVY DIESEL MECHANICS

INSTANT START!

Background in a mechanical trade or similar technical industy.

Three to four years experience as an Auto Electrician.

Work to specifications and be methodical.

Install electrical components to heavy transport trailers for the Australasian market.

Pre-trade training or three to four years experience as Diesel Mechanic.

Pride in producing quality work consistently.

Previous mechanical experience with earthmoving equipment, trucks and trailers.

Good time management skills and communication skills.

Carry out electrical related preventive maintenance and fault diagnosis on all vehicles.

Class 2 licence required, Class 4, 5 & WTR would be an advantage.

Repair and service vehicles as necessary.

If this sounds like you, apply now, please include a CV and a cover letter to LenS@modtrans.co.nz, please include position you are applying for.

BUSINESS UPDATE

NEW ROLES AT MYTRUCKING MyTrucking recently celebrated eight years and has made two appointments to new roles in the business, all to continue excellent customer service.

yTrucking transport management software has helped to transform the transport industry. More than 500 businesses in New Zealand, Australia and the UK enjoy a reduced paper load, saving a truckload of time and streamlining their processes. The company recently celebrated eight years and had two staff members move into new positions, taking on greater leadership roles. Nikola Berryman has stepped up to be the head of customer success for MyTrucking and will be looking after the sales and support team, working to ensure support remains top-notch and that the onboarding process continues to improve. “I’ll still be working in the business doing what I’ve always done, helping potential customers through the trial process, bringing them on board and helping current customers get the most out of the programme, but I’ll now be doing it from a leadership perspective. It’s important to me to continue working with the team in this capacity so I don’t lose touch with the customers and the programme.” Nikola has been with MyTrucking for three years after she and her family moved to New Zealand from Australia in January 2019. Her career has been based on the livestock and transport industries, a love that grew from her childhood spent on a cropping and livestock farm near North Star, which is part of the ‘Golden Triangle’, an area renowned for cropping in Northern NSW. “As a kid, we had trucks pulling up and

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taking livestock and grain, and I would take trips in our International Acco 2150A – with 555 Cummins motor and 13-speed Roadranger gearbox – to the North Star grain silos with my dad during grain season. “Growing up on the land – and my previous work history – has certainly given me an advantage in understanding our customer base and the challenges they face in the transport industry. With MyTrucking, I can help them improve their processes, which in turn improves their life.” Nikola started out working in the livestock office for an abattoir in Australia, dealing with consignments and quantities, as well as liaising with the stockyards and transporters. It was through this job she met Robert Cavanagh (Cav), the managing director of Cavanagh’s Transport and Stockmaster. “Cav was the main transporter for the abattoir, and I went to work for him after my time at Bindaree Beef. I was responsible for the bookkeeping, payroll, and liaising with truck drivers, mechanics, buyers, and farmers. I also introduced Xero across the two companies after using Translogix for many years. In my opinion, it is just as important for the transport industry to keep up with technology as it is any other industry.” Cav, a well-known and respected name in the Australian transport industry, ran what Nikola describes as a “tidy” operation. Stockmaster had a fleet of 35 trucks, while Cavanagh’s had about 10 trucks. Stockmaster operates out of a large depot in Tamworth, with stockyards and a big workshop on-site. Now, she brings her industry knowledge to MyTrucking, and says the best part of her role is the customers she gets to help daily. “They’re all hard-working, genuine people. I like their straight-talking, no bullshit attitude, and I always get a good laugh out of them. They’re fun, have quirky sayings, and are just good people.” Natalie Beckham has moved into the

role of business development manager for MyTrucking. Nat has a long history in the transport industry and is passionate about trucks and the people who run them. “The transport industry drives the world. There’s nothing you can buy that hasn’t been on a truck at some point. I think Covid has helped highlight that, for sure.” Nat has been with MyTrucking for nearly four years and recently moved back to her hometown in the Western Bay of Plenty. She works from home but spends plenty of time clocking up miles on the road visiting customers. “A key part of my role is road trips, visiting customers, giving demos to those looking for a job management solution, and helping to finetune the setup for those who are just getting started with MyTrucking. Relationship building and understanding their business is key to helping them tailor MyTrucking to suit their needs. “Working for MyTrucking is a great fit for me. We have an amazing team of people, and our customers are some of the most down to earth, hard-working people I’ve ever met. And the cherry on top is that MyTrucking is an excellent piece of software that I’m proud to advocate for.”

CMY

Nikola Berryman, head of customer success for MyTrucking.

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It’s time for industry to gather for a one-day event that brings operators, regulators and stakeholders together to tackle the issues that impact trucking.

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PRODUCT PROFILE

FIVE QUICK FACTS ABOUT FUEL QUALITY AND FILTRATION Highly efficient fuel filters are integral to optimal engine performance and longevity.

odern diesel equipment often incorporates precision-engineered, highpressure, common-rail fuel pumps and injectors requiring exacting levels of fuel cleanliness. NAPA Auto Parts shares five quick facts about fuel quality and technology.

1. T he smallest contaminants can be crippling The high-pressure, common-rail (HPCR) fuel systems used in low-emission diesel engines can be susceptible to damage from contaminants in the same size ranges as bacteria. Engine OEMs have stringent fuel cleanliness requirements that have resulted in the demand for precision on-board fuel filtration. While diesel fuel cannot be too clean, it can certainly be too dirty. Saving a few dollars using a less efficient on-engine fuel filter may prove costly over the engine’s life.

2. W ater is an everformidable enemy Water can directly contribute to a range of challenges, including rapid fuel filter plugging, fuel instability, corrosion, bacterial growth (fuel bug) and even the catastrophic failure of fuel injection systems. While New Zealand fuel suppliers take great care to provide the

106 New Zealand Trucking

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market with clean, dry fuel, they must maintain the fuel’s integrity while it’s in their custody. This involves protecting storage facilities with quality breathers and routinely testing for and removing free water. Many on-engine primary filters are transitioning to advanced coalescing filtration technology featuring multilayered filter media to collect even finer water droplets.

3. F uel additives require care Sulphur presents a range of environmental challenges, and many countries have mandated the use of ultralow-sulphur diesel (ULSD). These modern fuels do not have the natural lubricating properties of older high-sulphur fuels and, as such, are treated with surfactantbased additives at the refinery to maintain lubrication. Fuel suppliers offer premium fuels that include additive packages to clean fuel systems and enhance performance. Always consult your OEM and fuel provider before introducing additive packages to your fuel.

4. W atch your biodiesel blends Biodiesel and bio-blends provide environmental advantages but may take a little more care for trouble-free operation. Biodiesel is a solvent and

will clean varnishes or lacquers built up in infrastructures after years of mineral diesel use. Expect to initially change bulk storage and on-engine filters more frequently when transitioning to biodiesel. Embrace proactive tank maintenance, routinely testing for and removing free water, and don’t hesitate to seek specialist advice before transitioning.

5. T oday’s fuel filters have evolved Modern filtration media technologies such as Donaldson’s Synteq XP Media feature thermally bonded fibres for a high level of efficiency and contaminant retention. High-efficiency filters capture and retain greater amounts of fine contaminants than their predecessors. Contamination that may have passed through older generation filters may contribute to the rapid plugging of a tighter filter. Proven media technologies like Donaldson’s Synteq XP used in the Blue range of fuel filters provide an industry-leading balance of high efficiency, retention and capacity. Quality fuel filtration is your frontline defence against downtime and increased operational expenses. Contaminated diesel fuel can have a range of impacts beyond warranty implications and the total cost of ownership. Donaldson filters are available at NAPA Auto Parts. Call 0800 800 073 or visit napa.co.nz to find your nearest branch.

A F E

ALL YOU NEED FOR THE EVERYDAY SERVICE When a vehicle is in the workshop, you can’t be waiting around for filters and plugs. With everything you need available to complete a service, you can rely on the team with the Know How to quickly filter out your service requirements.

Get the right part Faster with NAPA PROLink. NAPA PROLink can help you with: • Easy parts identification • Visibility of stock and prices • Constructing customer quotes • Order tracking • Invoice reprinting and search

Download the PROLink App today and find the parts you need while on the move.

napaprolink.co.nz

Visit napa.co.nz or call 0800 800 073 to find your nearest branch.

BUSINESS UPDATE

Making a difference, delivering the best

iwi-based transport management solution provider Navare creates tailored transport management systems for freight and logistics providers. The brainchild of Santosh Joseph, Navare aims to revolutionise the transport sector with specialist software solutions and integration. “This industry of software development is constantly growing by leaps and bounds. In return, we are continuously working towards refining our solutions to help create a competitive edge for our clients,” says Joseph. “We want to help New Zealand’s transport sector improve the way freight is moved. Navare’s digitally sound and advanced systems

can do this.” Joseph is a software developer and architect and has more than 23 years of experience in IT. With strong family roots in the transport industry, he is extremely passionate about continuous development in technology. Having worked globally in the Middle East, Europe, and New Zealand, he has extensive exposure in various industries, including transport and logistics, supply chain, retail, insurance, and finance. A computer whiz, Joseph says he is always looking to keep informed and upskill to stay ahead in the game. “The backbone of our programme is to build and offer a platform that

Santosh Joseph. has the primary focus of simplifying the process of managing freight entirely via an automated system while maintaining a seamless transition from start to finish,” he says. “Our group at Navare is a vibrant management team of IT professionals with more than 100 years of combined

experience in software development, IT infrastructure, and project management in the transport and logistics industry. “We are driven by the passion for making a difference and delivering only the best solutions this industry has to offer.”

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CARRIERS’ CORNER

WELL, IT’S ALRIGHT, WE’RE GOING TO THE END OF THE LINE… In the words of The Traveling Wilburys: you can sit around and wonder what tomorrow will bring, wait for the phone to ring, and for someone to tell you everything…

s an industry, we’re constantly sitting at the end of the line, very much on the receiving end of whatever whim industry in general, the government, or greater society may decide we’ll be dealt that day. There’s no better illustration of this than within the many sectors with which we closely associate. The demand for our services can be dictated by international commodity prices determined by a raft of elements well outside the domain of the humble transport operator. Take the mass fluctuations seen in export log prices across the past 12 to 24 months. The intestinal fortitude of many log cartage operators (and no doubt their funding partners) has been repeatedly tested by periods of record prices, followed by taps being all but completely turned off. Conversely, we could look at dairy prices, which are forecast to hit record levels this year. This will undoubtedly lead to bumper demand for key input elements to ensure adequate pasture and herd growth and nutrition, again shifting the demand profile for the transportation required, all of which the ‘consumer’ assumes will simply be scaled and adapted to meet the required need. In both examples, there exists an expectation and understanding that the transport component will simply flex up or down as the demand requires. It will act as a variable component in someone else’s business model, while carrying a very high fixed cost to the transport operator. (Somehow, operators always seem to be able to pull that extra capacity out of the bag when the customer needs it or reluctantly sit idle when they don’t.) As I’ve alluded to in previous columns, it’s undeniable that our sector delivers

110 New Zealand Trucking

value and contributes to the wellbeing of our country that few ever take the time to evaluate and appreciate fully. We forever remain at the beck and call of whoever might need our services. But is the equation in the process of changing, with a greater understanding, appreciation, and ultimately realisation of the value quotient occurring? I watched a very recent Wall Street Journal documentary on the predicted permanent changes occurring within the global supply chain (google “WSJ + Why global supply chains may change forever”). It provides a fascinating summation of how the likes of Amazon and its peers haven’t merely changed the way we shop, but more so the way we physically buy, with the consequent changing expectation and load being placed on delivery services. What the documentary highlights from several angles is that the transport component of the simplest of items (a USB phone charger is used as an example) has, in many cases, more than doubled. Nowadays, customers increasingly buy from a wider range of vendors, rather than purchasing from a single vendor, and are relying on a thirdparty delivery instead of collecting an item themselves. Although the final mile delivery may be completed by a light vehicle, an additional heavy-vehicle leg

has been created somewhere in the mix to get those small consignments to the various distribution hubs. We already see those trends here, accelerated by Covid19 and the housebound population doing their best to destroy credit card limits. The ultimate point of the documentary was that some fundamental changes are occurring from a demand side (customers) that will likely impose permanent changes on the supply side (transport/supply chain), particularly concerning the resources available and their cost, and more specifically variable costing of that resource based on demand. Although this was focused on consumer goods, you can apply the same thinking to anything with fluctuating demand, seasonality or the like. Imagine a situation where operators could generate a significantly higher return on their fleet when demand was at its greatest. There’s no denying that the underlying costs of operating in our sector will only continue to rise. Every current political agenda to reduce the number of road users will directly sheet back to transport operators covering more of the cost to maintain and operate our (substandard) roading network and generating costs that must be passed on. But putting such inherent cost factors aside, at what point will we identify that there is only a finite supply of transport resource and that we must place a higher value on the service being delivered, in doing so, become value-makers, not merely price-takers? …Or will we simply remain at the end of the line?

• 2 • 1

Do you agree with Blake or want to engage with his comment? He’d love to hear from you. Contact Blake at: blake@transcon.co.nz. Blake Noble is managing director of Transcon, a 15-truck general freight operation based in Warkworth, north of Auckland.

May 2022

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HEALTH AND SAFETY

CHECKING ON

CONTROLS It’s very difficult to monitor workers’ safety when they are out of sight – that includes wearing seatbelts.

recently heard of another truck accident where the driver died because he wasn’t wearing a fitted seat belt. I have been told many, many times about ‘someone’ who would have died if he were wearing his seat belt. I have investigated a lot of truck accidents, and I have never come across a situation where this could have been true. The PCBU (person conducting a business or undertaking) is responsible for identifying and managing hazards. Part of this is checking that controls are being used and are effective. But it is very challenging to monitor if workers are using controls when they are out of sight. It is reasonable to expect that workers will follow the rules – with the obvious pre-condition that they have been made

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aware of the hazards, risks, and controls, that they understand how to use the control and that it is in good condition and appropriate for the task. For transport organisations, this includes drivers wearing seat belts. The law states you must wear a fitted seat belt. It is very rare for a vehicle, especially a truck, not to have a seat belt fitted. A PCBU can monitor control use by visual inspection, camera use and by using a check sheet. Check sheets are the least effective and may require a second action from time to time. The frequency of the second action will depend on the hazard and the severity of the outcome. Cameras are handy for monitoring and for following up incidents. However, if used for monitoring, they require someone to check them regularly. Visual inspections, site reviews, in-cab assessments, and so on provide information about the whole work. They provide an opportunity for communication between workers and the person doing the inspections and allow immediate response to any issues.

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.

How can Safewise help? We work with organisations that need more health and safety knowledge or more time to address these issues than they have in-house. We also have free Covid19 resources available. For more information, check the website safewise.co.nz

3:12:58 PM

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

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LEGAL LINES

RECOVERING DEBT How to get civil judgments and other debts enforced when seeking repayment of a debt from a company. Statutory demands When the debtor is a limited liability company, the most common form of debt-collection procedure is the “statutory demand” – issued under section 289 of the Companies Act 1993, which sets out the amount owing and what it is for. It also provides that the debtor company has 15 working days from the date of service of the demand to either pay the debt or satisfy it in some other way. If this time elapses after the service of the statutory demand and the debt is not paid, the creditor is then entitled to issue liquidation proceedings in the High Court. However, all the creditor has to do to prevent being put into liquidation is to raise a dispute. Therefore, it is important that liquidation proceedings are only issued if there is absolutely no dispute.

Liquidation proceedings The most severe act of debt enforcement that any creditor can bring against a person is bankruptcy and the equivalent for a company is liquidation proceedings. This allows all the assets owned by the company to be liquidated or converted into money. The liquidator’s costs get deducted from the proceeds first, then secured creditors are paid out, followed by unsecured creditors if there is any money left over. The distribution between unsecured creditors is generally done on a pro-rata basis. This means that each unsecured creditor will be paid according to the percentage of the total unsecured debt that creditor is owed. In other words, if a creditor makes up 10% of the total unsecured debt, they will receive 10% of the pool available to unsecured creditors. Usually, unsecured creditors are left with nothing or very little.

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Creditors compromises As the prospects of receiving payment in liquidation are often slim, there can be an advantage to creditors who choose not to liquidate a company but instead enter a “scheme of arrangement” or compromise to increase the likelihood of receiving payment. The procedures for entering a compromise are set out in part 14 of the Companies Act 1993. They include cancelling or reducing a debt, varying the rights of creditors and altering a company’s constitution in a way that increases or affects the likelihood of the company being able to pay a debt. The specified people who are entitled to propose a compromise between a company and its creditors are called proponents, and they must carry out the following tasks: 1. Make a list of all known creditors who might be affected by the compromise specifying the amount owing to each creditor and the number of votes that each creditor is entitled to cast. 2. Give notice of a meeting to consider the compromise to all known affected creditors, the company, any receiver or liquidator and the Registrar of Companies. 3. Provide all people to whom a notice of the meeting must be given with a copy of the list of creditors and a statement containing information such as details of the proponent and how to contact them, the terms of the compromise and consequences for creditors if it is approved, an explanation that the proposed compromise will be binding and details of the procedure for varying the compromise after its approval.

4. Hold a meeting of creditors to consider a vote on the compromise. 5. Give notice of the result of voting to all creditors.

Creditors’ meetings If a compromise is approved by creditors, then it is binding on the company and on all creditors to whom notice of the proposal was given. A compromise may be approved and adopted by a majority of 50% in number and 75% in value of the creditors voting on the proposal.

Dissatisfied creditors Unless an aggrieved creditor applies to the court within 10 working days of receiving notice of the result of the meeting, no further action is necessary. Examples of the grounds upon which a dissatisfied creditor can apply to the court for an order not to be bound by the compromise include: insufficient notice of the meeting, insufficient information was given prior to the meeting, there was some irregularity in obtaining approval of the compromise or that the compromise was unfair to the creditor or class of creditors to which that creditor belongs. Either before or after a company is placed in liquidation, an application can be made by the company for an order that the compromise continues in effect so that it binds the liquidator of the company. My final word of advice when preparing a compromise proposal is to insert a provision to this effect to ensure that the compromise continues to be effective following liquidation. Next month, what your options are if you are owed money by an individual or an employer.

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

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PLAN FOR SUCCESS “Good fortune is what happens when opportunity meets with planning” – Thomas Edison.

racked my brain on where to begin for my first piece with New Zealand Trucking, and I thought the best place was at the start. The first thing that all businesses should have is a business plan. It is a myth that business plans are just for fancy start-ups and people looking for investors. It doesn’t matter where you are in the lifecycle of your business, there are always big benefits to forming one. It’s also not something that should be done once and then left in a drawer never to see the light of day again – it should be reviewed and reworked, at least annually. Hands up those who own a business and find that they are still up into the late hours of the night doing ‘paperwork’ (in quotation marks because I’m a firm believer that there should be no paper, but that’s a story for another day) or some other form of work? Have you been told or often thought that you need to start working on your business and not in your business? Owning a business, or managing a business for that matter, does not mean you have to work a million times harder or longer than everyone else – you just need to work smarter. After all, a genuinely successful business should provide the income to support the lifestyle you want and the discretionary time to enjoy it. The first step to achieving this is forming a business plan. A good business plan will outline the tone for the business, why it exists, who you are serving and what makes you different. You will also define your ideal customer so that you can target exactly

what you want and not be delivering to a customer that is undesirable (yes, you shouldn’t necessarily take on all customers that come your way). It will also help you set the values that you and your employees want, a great tool for managing employees and helping to create a desirable culture. You will set a vision – what you want the business to look like in five years’ time and what you’d like the business to deliver to you personally as owners. It is not all about money. We talk about the three freedoms: financial freedom, time freedom and mind freedom (the ability to sleep at night). In my experience, I have come across many businesses that are on a treadmill and have no idea why they aren’t doing any better. Often, they haven’t defined the correct KPIs that will lead to success in their business and, therefore, their hard work and the hard work of their employees is not taking them in the right direction. Setting your KPIs is critical and if you don’t currently know what they are, determining them should be documented as a most critical challenge. I helped a client with KPIs, and he was able to gain 2.5 times more profit from the same turnover. You need to set a budget for the year and report against this budget – I could geek out and talk about this for hours but trust me on this one. Lastly, you will look at opportunities, vulnerabilities and your most critical challenges to help you form an action plan and assign people to each task.

Setting your KPIs is critical and if you don’t currently know what they are, determining them should be documented as a most critical challenge. 116 New Zealand Trucking

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Remember that you have a 65% chance of achieving your goals if you share them with others and a 95% chance of achieving them if you ask people to hold you accountable. So, communicate your plan, keep addressing it, and have someone hold you accountable. A business plan is also a great way to look back and reflect on what you have achieved in the previous year. I am a business owner myself, and there’s nothing more rewarding than sitting down at the end of another tough year, feeling a bit defeated, and realising that a lot was achieved. A fresh wave of motivation runs over me, and I am instantly ready to face another year. We are our own harshest critics, and a business plan can help you stay on track and be kind to yourself.

Roylance Watson is a chartered accountant and associate at Vazey Child Chartered Accountants in Hamilton. Email: roylancew@vazeychild.co.nz Phone: (07) 838 5988 Website: vazeychild.co.nz

Roylance Watson heads Vazey Child’s System Services team.

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

David Boyce chief executive officer

2022 TMC TRAILERS TRUCKING INDUSTRY SHOW

he NTA team is excited to deliver November’s 2022 TMC Trucking Industry Show at the Canterbury Agricultural Park in Christchurch. Things are ramping up now. We are full steam ahead to deliver this massive event, anticipated for the past four years. It is the country’s largest transport industry showcase, and you will not want to miss it, so book your weekend in Christchurch now – 25 and 26 November. Here is a rundown of attractions: The massive UDC Show & Shine. More than 40 main prize categories and one-of-a-kind trophies are up for grabs. Get registering your trucks now – we are aiming for 500 this year. Interislander is generously offering a 20% discount on truck ferry crossings for drivers from the North Island who want to bring their trucks down for the show. The BP Classic Trucks Showcase. This will be a fantastic display and celebration of the industry’s history. If you have a classic truck hidden away in your shed, dust off those cobwebs and bring it along. The TR Group New Zealand Truck Driving Championships. This is a huge highlight of this year’s event, with a massive space dedicated to the three competition areas. This includes the EROAD class 2, Spartan Finance TractorSemi, and the Hydraulink Truck & Trailer competitions. The Auckland heats will take place in the middle of the year – with a date TBC – and the Christchurch heats will be held at the show on Friday, 25 November. There are fantastic prizes up for grabs. The winner of each competition category will take home a unique trophy, $2500 grand cash, flights, tickets, accommodation for the Brisbane Truck Show in 2023 and an awesome goodie bag. Runners-up will receive $1000. The prizegiving for all the industry competitions and UDC Show & Shine. These will happen at the Teletrac Navman

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awards function on the Saturday evening. This starts from 5pm and will be a great night, celebrating all those who competed and won in the championships. Tickets are only $30 and for Show & Shine drivers, we are offering a special combo ticket for $30, including truck entry, entry to the show and the awards function. So, grab these tickets on Eventfinda now. The Palfinger Truck-Mounted Crane Championships. This is an exciting new competition this year, sponsored by Palfinger which will be running a worldclass event, with heats on Friday and Saturday morning and finals on Saturday afternoon. So, if you think you have what it takes to win, make sure you enter on the show website and come along to support these amazing operators. Friday is a dedicated trade day. So make the most of this opportunity to visit the huge sponsor and exhibitor displays. It is free to enter the show on Friday, but you still need to grab a ticket on the Eventfinda website. On Friday morning, from 9am to 1pm, the Careers Trucking Showcase will take place. High-school students and adults looking for a career or pathway change are invited to come along and explore career opportunities in transport. Sponsors and exhibitors will participate in this showcase, providing insight into what their business does, the career opportunities they have and what visitors would need to get into the job. This showcase is also free to attend, so register on our website and you will be sent all in the information later in the year. We are also running the huge all-terrain crane competition, dedicated to crane

operators from Titans, Smiths and Calder Stewart. This is something that you do not get to see every day, so do not miss it. Saturday is our big public open day. Tickets for adults are just $10 and kids 18 and under are free. All show proceeds will be donated to charities, including Ronald McDonald House and the Child Cancer Foundation. This is a full family day out; bring everyone along. We promise there will be something to keep you entertained all day. There will be a huge kid’s zone on the Saturday, with endless entertainment for the young ones. All kids activities are free including two massive bouncy-castle trucks (one that’s a 22m-long obstacle course), a nine-hole mini golf course, tyre obstacle course, and activities tent with colouring competitions. There is also the Road Safety Scooter Track, where kids can grab a pedal kart and race around the 50m track, learning about road safety as they go. They can also vote for their favourite truck in the kids’ choice competition and hunt for treasure in the huge Road Metals sandpit. The Teletrac Navman Show Lawn is at the heart of show and will be a fantastic place to chill, grab some food, listen to entertainment on stage and watch the enormous Monstavision screen. The NTA Road Safety Truck will also be re-launching here, with the new young driver SafeT360 virtual reality programme at the ready. RC Haulers has a full trucking village to show off its incredible radio control trucks on Saturday. This is always a crowdpleaser with everyone amazed at how identical they look to the real thing.

There will be more than 100 exhibiting companies and some massive display sites – come along and be wowed. Visit nztruckingassn.co.nz to download a show map and get further info on who is participating. We cannot wait to welcome you to this massive show, so start gathering your people and lock in some plans for 25 and 26 November.

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FAIR PAY AGREEMENTS:

GUARANTEED UNDER LABOUR

he implementation of Fair Pay Agreements (FPAs) has been anticipated since Labour took office back in 2017. Unfortunately, despite the best efforts of the business sector, it will be imposed on us sooner rather than later now that the legislation has been introduced into Parliament. FPAs, like the national awards schemes of the 1970s, will set minimum terms and conditions for all workers in an industry or occupation nationwide. They were established as a response by the ever-weakening union movement to the modern world of individual bargaining and increased workforce flexibility. Ia Ara Aotearoa Transporting New Zealand is opposed to centralised wage bargaining. Road transport businesses need to have flexibility regarding their workforce and how they structure their operations. An FPA will come about if a union requests one, as it only requires support from 10% of the workers in that industry. Even if 90% of the industry’s workforce don’t want it, the 10% along with the union will be able to force pay negotiations where industry representatives must bargain on behalf of all businesses in the industry. An August 2021 report by consultancy PWC sets out the impact this process will have on businesses: “At a high level, the introduction of the FPA system will force SMEs, many of which have never been around a bargaining table before, to be involved in the industrial relations process. For many owners and operators, it may be quite confronting to have unions visit their businesses and seek access to their workplace and workers for the first time. Many businesses could feel disengaged from the process and unsure how to have their say in a decision that has the potential to significantly impact them and their most important asset, their people.” Road transport businesses could also

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be forced into pay rates they can’t afford. Because it will apply nationwide, an FPA will affect a small operator running out of provincial New Zealand the same as a transport business in Auckland or Wellington. This will impose significant extra costs on the provincial operator, making their business significantly less competitive and that will inevitably mean that freight rates are forced to increase. For workers, the shame of fair pay agreements will be that high-performing workers can’t be paid what they deserve. They will only get the same as everybody else in their position across the industry. It will be illegal for operators to recognise

the skills, experience and commitment of staff through remuneration. FPAs will also make the road-freight industry less attractive to those who want flexibility in their working lives. The macro-economic impact of all this will be another drag on the economy when New Zealand can least afford it. The Fair Pay Agreements Bill was recently introduced to Parliament and with Labour’s absolute majority will have no problem passing all stages by the end of the year. Despite the bill’s passage basically being a fait accompli, we, along with Business NZ and other industry bodies, will be fighting it all the way.

oad transport operators up and Hall of Fame in 2017. He also received down the country, particularly the Institute of Road Transport members of Transporting New Engineers of New Zealand Transport Zealand, will know the name Kerry Award for Outstanding Industry Arnold, who is retiring at the end of Service in 2013. March. With his retirement pending, we For 35 years, Kerry has led the New asked Kerry what he thinks the future Zealand Road Transport Association/ opportunities are for the industry. I’d Road Transport Forum/Transporting like to leave you with his response New Zealand technical because I believe it is policy team and has extremely sage: “Today, worked with successive the future is in so much governments, including upheaval – market changes, literally hundreds of international conflicts, transport officials over the skilled labour shortages, years, to represent our and technology that is industry’s interests. insufficiently bedded down. There probably isn’t a The opportunities will accrue person who knows more for those who can adapt about the technical aspects the quickest. My view is After 35 years working of road transport in New not only does the industry on behalf of the industry, Zealand than Kerry. His have to be analytical, not Transporting New expertise and the invaluable anal, the operators have to Zealand’s manager of technical assistance and utilise their intuition because technical and roading historical knowledge he it’s this latter aspect Kerry Arnold has retired. provides to our membership that’s made the industry will be greatly missed. innovative, inventive and able to adapt An illustration of the high regard to its circumstances.” Kerry is held in by our industry was his We all wish Kerry a very enjoyable induction into the NZ Road Transport and relaxing retirement.

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THE LAST MILE

INTO THE ABYSS I cannot help but wonder if we are ever going to get back to what we would have considered normal a little over two years ago. How long can the world — in which we are but a mere couple of rocks languishing between the equator and Antarctica — continue to unwind before there is nothing of value left to unwind?

t seems that hardly a day goes by when some group gets publicity because they have the solution to our immediate problems and – if they had the money – those problems would go away. More often than not, it is to the government they turn for this money – our money. If only giving more money to these organisations – money the government does not have – would fix all our problems. I despair at the debt our children and grandchildren are going to inherit. If people could

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start taking responsibility for their own lives instead of blaming others, surely we all would be better off? During the depression of the 1930s and World War II, this country pulled together and got through. People accepted adversity and coped as best they could. But, for some reason, we appear to have lost the ability to do this. Instead, many demand their ‘rights’ and then sit back and wait for the help and assistance they want while complaining to anyone who will listen. Nowadays, if a person is not happy with something, they take to social media and tell the world about it. Is the world really that interested in your problems? Bleating over social media does not make the problem go away, but I guess the grieved party can feel they have achieved some level of retribution no matter the harm they have inflicted on others in the process. The sad part about this is that no matter how outrageous their views might be, there will always be others who will support them. In the second half of last year, it was interesting to read the revelation made to Parliament’s Transport and Infrastructure Select Committee that NZTA was bleeding $40 million per week during the Covid-19 lockdown. Not surprisingly, the minister was reported as saying this would have to be addressed and would affect the funding available for the land transport investment programme in the future. If you are hoping to see greater investment in road maintenance and new roads during 2022, I suggest you stop dreaming right now. It won’t happen. However, I do have some suggestions for the government that may help make the freeloaders who are using our roads contribute towards their use: get rid of the EV incentive and cut back on the spending that supports the ideological thinking of those that believe walking and cycling are the way to the future. One thing we should be prepared for, though, is an increase in some of the fees we pay to deliver the service the country needs, moving freight. Perhaps we will see the introduction of a compliance levy as suggested when the rot within the NZTA compliance areas is exposed. I suggest an increase in registration and RUC could also be on the cards. [Considering the consultation on its fees and charges started by the NZTA in March, these predictions are pretty spot on – Ed.] And, finally, when the self-indulgent press releases have been trashed, the countless buzz words have been removed from our vocabulary and the self-congratulating PowerPoint presentations are deleted, it is you, the road transport operators of New Zealand, who will continue to do what only you can do – deliver the goods that keep the country going, not by bike, not by walking, but by truck. For this, thank you. The Accidental Trucker

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NZ Trucking Magazine May 2022

Articles inside

The Last Mile

Transporting New Zealand

NZ Trucking Association

Business Update Navare Solutions

Product Profile

Health & Safety

Business Update MyTrucking’s top ladies

Business Together

Business Profile – Hobbs Transport & Maha

Moving Metrics

Carriers’ Corner