NZ Trucking Magazine, December/January 2024

kiwi favourites

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

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

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NOW FOR THE BREAK WE DESERVE INSPIRED IN THEIR PRESENCE

It feels like just the other day that I wrote my first editorial for 2023. To paraphrase myself: just like that, the last issue for 2023 is on the shelves!

Was the year a smoother ride than 2022, as I’d hoped? In some ways, I suppose it was. We could enjoy a full January to December cycle without Covid-19 and lockdowns dominating the headlines (that’ll be the last mention of that here), and the country could crack on with the next big thing on its agenda – the 2023 general election.

But first, a cyclone. Gabrielle simultaneously reminded us about what was really important in life and impressed upon us that the country can’t operate with a weak roading infrastructure for much longer. With cyclone recovery still ongoing, infrastructure served as one of the many talking points in a battleground of campaigns, debates and other political wranglings in the lead-up to October.

Right now, that all feels like a whirlwind that rushed in, picked us all up and deposited us … well, we don’t exactly know yet. Hopefully, Luxon, Seymour and Peters can play nice and agree before I write my first editorial of 2024… (Or even, perhaps, before you read this one.)

Maybe ‘battleground’ is a bit of a strong word to use in that instance, considering the situation in the Middle East and the Russians’ continual assault on Ukraine – albeit now going on almost quietly in the background. All things considered, it has been a bit of a tumultuous year as far as the local and global state of things is concerned.

As for the road transport industry… Sure, there has been a spike in operating costs and a natural flowon effect on consumers. Fuel prices, labour shortages, ping-ponging RUC discounts, stranded ferries and cyclone-battered roads all contributed – all issues the industry

will unfortunately continue to run up against, it seems.

But there were plenty of positives. Commercial vehicle sales have truly recovered to pre-pandemic (argh, damn!) levels, having long surpassed last year’s final numbers. Local and overseas truck shows were back on in full, spectacular form, as were the many industry conferences. And in it all, a convoy for a young truckmad lad grew exponentially from a simple request for a birthday ride and made international news. There was certainly no shortage of gear taking to the road and no dearth of good stories for us to fill these pages with.

And so to 2024. To say the New Zealand Trucking Media team is excited for the new year would be a mild understatement. We’re buzzing about new opportunities in the pipeline to bring you even better magazine content each month. We plan a ramp-up of our digital content, too.

Of course, our phones are always on, so let us know what you want us to deliver in New Zealand Trucking magazine, on our YouTube channel, the Keep on Moving podcast and Trucking Radio 24/7

Finally, a personal word of thanks to every person who had a hand in producing the content we delivered in 2023. It truly takes a village. So, thank you all for your hard work and dedication. And, most importantly, thank you to our readers and supporters. I hope you enjoyed each issue as much as we enjoyed bringing them to you.

Happy holidays one and all!

Another incredibly big year at Long Haul Publications – a significant year – and as I write this we are busier than ever. I know I speak on behalf of my business partner Margaret Murphy also when I say I can’t think of a group of people more deserved of a Christmas break than our crew.

We are humbled every day, week, and month at the level of interest, commitment, and engagement the team all have in pursuing our fundamental mission of telling New Zealand’s road transport story better than anyone else.

It is an absolute privilege to work with you all, I’m always a better person for every day spent in your company – I mean that sincerely, especially in light of the loyalty and enthusiasm you’ve all showed in a year that at times has been far from easy. It is thrilling to see you all actively and freely participating in where the company is going, and what it might look like in the years ahead.

To our suppliers, we thank you for your support across whichever of our media vehicles you chose to tell your customers your story. Aligned with our fundamental mission we believe sales and marketing to be another form of the road transport story. Whether informing potential customers of great deals, or cementing your place and purpose into the hearts and minds, your message will best served in the care of truly committed people at Long Haul Publications.

And to our readers, listeners, and all who enjoy our content, without you, none of us would be here, none of what we do would be possible. We are all incredibly grateful for your support of our products, and for your love of the road transport industry. It is without doubt the most interesting time there’s ever been to be involved in trucking, that’s for sure.

To each and every one of you, from all of us here at Long Haul, please, travel safe over the Christmas/New Year holidays. Have a wonderful time, and a great rest.

See you all in 2024!

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Volvo FH Electric takes IToY crown

Volvo Trucks’ FH Electric range has been elected International Truck of the Year 2024 by a jury of 24 commercial vehicle editors and senior journalists representing 24 major trucking magazines throughout Europe.

It is the first time in the 47-year history of the IToY

awards that an electric truck in series production wins this prize. Four vehicles out of five on this year’s ITOY Awards shortlist are battery-electric models with zero tailpipe emissions. It’s proof that the energy transition is gaining momentum in the transportation sector, even though a suitable enabling

ecosystem for BEV is still not in place in the EU.

With a winning score of 84 votes, the Swedish truck manufacturer’s heavy-duty electric range fought off tough challenges from MercedesBenz’s eActros 300/400 battery electric truck (BEV), and Scania’s 45S BEV.

The annual award goes to the truck introduced into the market in the previous 12 months that makes the most significant contribution to road transport

MAN scoops IToY Innovation Award

MAN’s autonomous driving projects ATLAS-L4 and ANITA have won the 2024 Truck Innovation Award.

It’s the second time MAN Truck & Bus has won this trophy, after the inaugural Truck Innovation Award of 2019 in recognition of its AFAS level 4 automated driverless safety truck.

The IToY jury offers the Truck Innovation Award to acknowledge the automotive sector’s enormous technological changes and energy transition. With a winning score of 97 votes, MAN’s advanced projects fought off the competition from ZF’s electrified eAxle; Quantron-as-a-service (QaaS),

a zero-emission platform provider for fuel-cell and battery electric commercial vehicles; and Westwell Q-Truck, an autonomous electric heavy-duty truck for innovative container logistics.

The ANITA project (Autonomous Innovation in Terminal Operations) started in 2020 to automate handling between different modes of transport. ANITA aims to use autonomous trucks to stabilise the processes involved in transferring containers from road to rail, making them more efficient, easier to plan and, at the same time, more flexible.

The ATLAS-L4 research and development project (Automated Transport between

efficiency. This judgement relies on several critical criteria, including technological innovation, comfort, safety, driveability, energy efficiency, environmental footprint and total cost of ownership (TCO).

The IToY journalists praised the performance, seamless acceleration, quietness and vibration-free behaviour of the FH Electric’s electric powertrain, based on two or three electric motors, of 330 or 490kW continuous power, coupled with the latest generation I-Shift gearbox. Equally crucial in FH Electric’s winning score for regional cargo transport were the vast axle configurations for tractors and rigid, the availability of four cab versions and the modular portfolio of battery packs.

IToY chairman Gianenrico Griffini commented: “With the introduction of the FH Electric, Volvo Trucks has delivered a state-of-the-art BEV range, suitable for a wide array of transport operations. It’s proof that the energy transition is gaining strength even in today’s challenging business environment.”

Logistics Centers on level 4 Expressways) aims to put level 4 autonomous trucks on the road in real-world operations. The project stems from the German law on autonomous driving approved in 2021, which, in principle, allows automated driving on defined routes under technical supervision.

The IToY journalists praised the advanced characteristics of both projects, the contribution to hub-to-hub and intermodal

transport automation and the fruitful cooperation between MAN Truck & Bus, component suppliers, research institutions and public authorities.

IToY chairman Gianenrico Griffini said: “MAN’s ANITA and ATLAS-L4 projects are proof that autonomous driving is feasible today and can have a role in making transport operations safer and more efficient, laying the foundation for innovative transport and logistics concepts.”

Ian Stevenson receives TTMF lifetime membership

Within the New Zealand transport industry, there are many stories of innovation, determination and perseverance. The latest life member inductee of the New Zealand Truck-Trailer Manufacturers Federation has the above in spades.

Ian Stevenson started his transport engineering career in 1951 as an apprentice fitter-turner with WP Walker of Hamilton. It was here that Ian learnt and perfected his craft. During his time at WP Walker, Ian met and befriended fellow apprentice Bill Box. The pair were ambitious, with big dreams of starting their own enterprise. Bill had just completed his apprenticeship, and Ian was still six months away from signoff. Not deterred, the two set about venturing out on their own, launching the Transport & General Engineering Company, now known as Transport Trailers. Ian remains one of a select few who started a company while still completing an active apprenticeship.

The first workshop was established on Kent Street, on the outskirts of Hamilton. Much of the early work was general engineering; however, within the first year of operation, Ian landed his first commission – a single-axle semi for a kauri logging operator based on the Coromandel. This was the inception of a long-standing history of trailer manufacturing that spans the best part of 70 years.

A turning point for the business was an aluminium truck and trailer body Ian built for Roose Industries of Mercer. Ian admits he and Bill had their reservations about an aluminium trailer. However, they persevered, pioneering technology that would revolutionise the industry. Marketed under the Transport Trailers brand, the duo found by the end of 1972 that virtually the entire output of their workshops was aluminiumbodied trailers.

MyTrucking wins Innovation Award

MyTrucking has won the Innovation Award at this year’s WBS Wairarapa Awards, powered by Business Wairarapa. The awards recognise and celebrate the success of outstanding local businesses, shining a light on the businesses, organisations and people doing amazing things across the Wairarapa.

“To win the Innovation Award, kindly sponsored by Prue Hamill of Harcourts, Hamill Realty, solidifies our continuing endeavour to keep innovation at the core of our business,” said Sara Orsborn, head of sales and marketing.

“It’s what drives us and pushes us to think outside the box. It’s something we are fiercely passionate about because our innovation has one end goal in mind – to make life easier for our customers. It was our mission when we started out and continues to be our mission today.

“Innovation is a thread that can be followed through all aspects of our business. From our technology innovations like our DriverApp, integration partners and ever-expanding list of features and supports to our

Today, the company Ian and Bill started is thriving. Transport Trailers now operates from three separate sites, two in Hamilton and a new service centre in Drury, Auckland, part of a nationwide service and support network.

A member of NZTTMF since 1961, Ian has been an active advocate for technology within transport, with his time and input generously given. Ian served on the TTMF council from 1979 to 1983, also serving on the drawbar safety standards committee. He also hosted and convened the first TTMF subcommittee for HV brakes in 1980. In 1981, Ian also sat

team. The introduction of Tony Warwood as our new general manager and Nikola Berryman’s newly established role in Australia are just a few examples of this.

“Our customers inspire us

daily to push the boundaries of what could be possible and, by so doing, are the reason behind our success. So to our customers, we say thank you.”

Don Hutchinson, Chris Carr, John de Pont honoured

Don Hutchinson and current IRTENZ president Chris Carr have been awarded life membership of the organisation. Don was also awarded the IRTENZ Outstanding Industry Service Award.

Long-serving member John de Pont was also recognised following his retirement from the International Forum for Heavy Vehicle Transport & Technology (HVTT) board this year.

Don

Hutchinson

Don Hutchinson is the NZ Transport Agency principal engineer, technical regulatory team. He has been a member of IRTENZ since 1995.

Hutchinson started in a regulator role with the Ministry of Transport’s traffic engineering branch in 1980. He became interested in how to manage the heavy vehicle fleet so that it was safe and productive. That led to directing the size and mass of the fleet along with vehicle configurations. He was an early adopter of utilising performance-based standards to benchmark innovative vehicles against standard vehicles to introduce a range of policies, permit regimes, and new legislation with the vehicle dimensions and mass rule. This includes the recent HPMV scheme. He was responsible for introducing the static roll threshold legislation and writing the truck loading code, parts of the road code and myriads of heavy vehicle safety initiatives. At a mid-career point, he moved into senior

management roles and worked closely with other ministries and ministers to improve the rules set for New Zealand vehicles.

Hutchinson has worked closely with several industry associations, including Transporting NZ, National Road Carriers, Log Transport Safety Council, the Truck Trailer Manufacturers Federation, the Motor Industry Association and IRTENZ. He tends to offer solutions rather than obstacles, and in his 40-plus years, he has helped these groups achieve numerous industry initiatives across the line.

“Thank you all. It’s quite a surprise. Honestly, I wasn’t expecting this. I’m really honoured. IRTENZ is one of those groups that’s been a great asset of information. As a regulator, you need to get a balance between doing the right thing and making a mistake and causing extra unnecessary compliance cost or perhaps an undue safety risk you haven’t contemplated. Being able to reach out to individuals makes a huge difference when you’re in the decision-making process. I’ve got a lot out of this group, so thank you very much, it’s appreciated,” said Don via Zoom link.

Chris Carr

Chris Carr is the current president of IRTENZ and director of Carr & Haslam. He is the fifth generation in a business that began in Auckland in 1862 with a horse and cart.

Carr has always been one to speak his mind and lead by his

actions, volunteering a huge amount of his time to improve the road transport sector. Besides being an active member of IRTENZ, he has been on the Axle Weights and Loadings Advisory Group for more than 30 years, and regularly attends the Ports of Auckland transport operator meetings group committee.

Carr was a foundation member of the Northern Infrastructure Forum, which was set up to ensure that Auckland progresses its strategic transport network as rapidly as possible and to keep pace with Auckland’s population and economic growth.

He was one of the key organisers of the successful 2008 truck protest – what would turn out to be a show of solidarity, cooperation and dedication within the transport industry and the country. Carr was an inaugural member of the NZRTA Region 1 board before its merger with National Road Carriers and was bestowed life membership of NRC in 2015.

In addition to transport, Carr is also a board member of the Auckland Business Chamber, a past director and chair of Rally NZ, has been involved in the New Zealand Scouts and is a former member of the Auckland Regional Land Transport Committee.

“It’s amazing to be recognised by your peers for something that’s quite important to me. The transport industry has fed me, my family and many others for a long time. It’s only right that when somebody feeds you, you feed them back, and it’s been a pleasure for me to put back into the industry we support and work for. It’s an amazing industry full of amazing people – we do some incredible stuff, and the company would not

run without us. Thank you to the institute!” Carr said.

John de Pont

John is a mechanical engineer. He graduated from the University of Auckland and achieved a PhD in engineering from Cambridge. The Department of Science and Industrial Research was New Zealand’s government science agency, and the closing down of its branch of heavy transport expertise led to John and Peter Bass establishing Transport Engineering Research New Zealand (TERNZ) in the late 1990s. TERNZ quickly became the preeminent independent private researcher and advisor on heavy transport safety and engineering in New Zealand.

De Pont has led many work and papers, including vehicle dynamics, pavement performance, vehicle suspension surface transport modal share –and even the stability effect of dead hanging pigs. His expert advice has been important for heavy road transport in many other areas, including road user charges, and performancebased standards would not have advanced in New Zealand or been as successful without his involvement.

De Pont’s diverse range of expertise in heavy vehicle engineering is unparalleled in New Zealand. He is an internationally recognised expert and an exceptionally good communicator, and he has always been willing to share his knowledge, expertise and experience at national and international levels. He has also

played a lead role in the OECD’s international infrastructure research projects. He has written and presented papers at all HVTT symposia, has held numerous roles in the association and was inducted onto the HVTT honour roll.

“The industry has given me as much as I’ve given it. It has been my career. I ended up in transport by accident. I was doing computer-aided design, and one of my colleagues had a large project looking at the effect of vehicle dynamics on pavement wear, and I was tasked with taking over his work in about 1987. HVTT1 followed that, then the OECD committee, so really, I fell into it. But it’s been a great career,” De Pont said.

Direct invoicing of RUC from weigh-in-motion scales

Waka Kotahi will invoice for unpaid RUC using data collected by weigh-in-motion scales from the middle of 2024. The data will enable the agency to identify RUC non-compliance 24/7. It intends to move to an automated invoicing process in future.

Historically, RUC compliance assessment was based either on weight records kept by the operator (despite not all industries being required to keep weight records) or on the roadside assessment of a truck’s weight, which is labour-intensive and manual. Eric van der Plank, senior manager commercial services, described the move as a step change for RUC compliance monitoring.

“This data takes us a long way towards levelling the playing field for the heavy vehicle

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industry, which it’s been wanting for years,” he said. “The new process, driven by the revenue compliance team, will be a game-changer for us because the current RUC invoicing process is manual and timeconsuming.”

The in-pavement, weigh-inmotion scales work in tandem with roadside cameras, which capture vehicles’ number plates.

“The data we collect will enable us to do a much better job of targeting non-compliant operators – those whose trucks are persistently overloaded. We’re focused on recovering underpaid RUC. Unless we see repeated offending, we won’t fine operators for overloading,” said Van der Plank.

Weigh-in-motion scales will be placed at each of the 12 commercial vehicle safety centres that will make up the

commercial vehicle safety programme. So far, two centres have been built, at Paengaroa in Bay of Plenty and Glasnevin in North Canterbury. A third, at Rakaia in South Canterbury, will open early next year.

Work is also underway on building a site at Ohakea, and a tender for a site at Mackays Crossing (Kapiti) has been awarded. When completed, the 12 sites will monitor 10 million truck trips yearly and cover 46% of heavy vehicle kilometres travelled in New Zealand.

Van der Plank said that when all 12 safety centres were operating, Waka Kotahi anticipated the RUC revenue collected would increase by at least $10 million a year. “That’s money that goes straight into the Land Transport Fund to build and maintain roads and roading infrastructure.”

Volta Trucks facing bankruptcy

file for bankruptcy.

The move comes after supply difficulties made it hard for the EV start-up to raise funds.

Volta, headquartered in Sweden and with operations in Britain, said the bankruptcy in August of electric vehicle parts supplier Proterra and uncertainty over its battery supplier had cut the number of trucks it could produce and made it hard to raise sufficient capital.

The company will also shortly file for bankruptcy in Britain.

The company’s board of directors said it had “not taken this course easily or lightly and is fully aware of the significant impact this will have on the organisation’s dedicated workforce”.

It had raised about €300 million (about $500 million) from investors and said it had an order book of more than 5000 vehicles.

Volta Trucks had picked a factory in Austria to make its trucks and had been working toward mass production.

Keith Andrews – getting the customers charged up

Keith Andrews Trucks recently ran a 100% EV truck evening at its Hamilton facility. Existing and prospective customers and interested parties were invited for an update on the eCanter’s journey Down Under, along with testimonials from those embracing the next era in landbased transport and useful takehome information from network providers and bodybuilders. The underlying theme was that the barriers are now gone, and getting on board sooner rather than later will pay dividends in terms of operator welfare, reduced R&M and personal IP as the impetus ramps up.

Keith Andrews GM sales and customer experience manager Kathy Schuler, sales manager Alisha Francis and Fuso New Zealand product planning manager Ian Porter were on hand to address questions from an interested transport community.

As well as in-house information, there were testimonials. “Making sure everyone is part of the journey is essential; operations, drivers and trainers, all learning together,” said Alex Thompson, general manager vehicle logistics at Carr and Haslam in Auckland.

Jason Howarth, national training and development manager at Carr and Haslam, was made project manager for the eCanter in the business, and he reinforced Thompson’s comments, saying they had also used the truck to blood new recruits into the road transport business via the Road to Success programme. “We had far more curiosity within the business than pushback.”

Howarth started operating the truck within a 20km radius of the firm’s Mt Wellington depot, stepping that out as charging capacity and knowledge evolved.

“With our 60kW charger, we’re getting four or five cycles

per day, and the eCanter is matching, if not better, than a 616-equivalent diesel model in terms of operational productivity. To date, we’re coming up to 40,000km of trouble-free use.

“Everyone has now had a go in the eCanter, and they all come back with the same feedback. It’s super quiet, tight and doesn’t rattle. There’s a lack of fatigue, they’re more relaxed.”

The importance of partnerships was made apparent during the event, engaging experts to assist with depot charging strategies and infrastructure – as well as bodybuilding – suited to the eCanter. To this end, there was representation from WeEV, a subsidiary of Wel Energy Trust specialising in EV transition, as well as bodybuilders Elite Truck Specialist, Ten4 Engineering and Tru Group.

The mood at the event was one of engagement over resistance.

Keep an ear out for the January 2024 Keep On Moving podcast to hear New Zealand Trucking Media talk to Keith Andrews’ Alisha Francis and Fuso New Zealand’s Ian Porter.

Creating New Zealand’s fittest fleet

AutoSense will host the NZI-sponsored Transport Leaders Forum breakfast at the Due Drop Events Centre in Auckland on 22 February 2024.

Speakers, including life coach and BBM founder Dave Letele, motorsport legend and road safety advocate Greg Murphy and Coda Group CEO Deena Clarkson, will address the important issues facing the transport industry.

Autosense CEO Charles Dawson said the agenda would cover some of the key challenges senior transport leaders and their management teams face today: health, safety and innovation.

“The forum will prioritise the crunchy conversations such as creating safe work environments for people in transport, combatting the sedentary nature of the job leading to

health issues, and the work-life balance challenges associated with shift work transport and logistics workers face daily.”

Dave Letele’s business aims to motivate people to get fit and transform their lives. He was named the New Zealander of the Year Local Hero last year and is a living testament to overcoming obesity. Formerly weighing 210kg, he will take the audience through his emotional roller coaster, highlighting the power of determination, perseverance and the importance of mental and physical fitness in building a strong team culture.

Coda Group CEO Deena Clarkson will discuss the health, safety, and wellness strategy of one of New Zealand’s largest logistics providers. She will share insights into leading through a changing landscape, implementing health, safety

and wellness initiatives, and achieving breakthrough results and a lift in staff retention.

“We recognise there is a lot of noise going on for people outside of work that directly affects their work, especially in the mental health space. We launched annual health checks a couple of years ago, asking our teams to come in and have an hour-long session with a registered nurse to check for sleep apnoea issues, heart health and eyesight. We have genuine examples now of our employees benefitting from this,” said Clarkson.

Greg Murphy will talk about his motorsport career, emphasising the importance of driver safety. Murphy, who has more than 400 V8 supercar race starts, will shed light on the team environment, culture and technology used to enhance performance.

He recently visited the Coda Group to speak to the team about the group’s installation of safety technology, including camera systems, as a minimum fleet requirement.

“Greg engaged with our team in a way that made our drivers sit up to listen, with the strong message, ‘As all professional drivers, we need to be putting safety first every day.’ Some of our generational drivers were worried about the new safety camera technology ‘watching them’.

“Culturally, he helped us to bust that myth, and they now know the tech is designed to keep people safe, and we have seen a shift in our drivers’ perceptions.”

Tickets for the breakfast event can be purchased at autosense. co.nz/TLF.

Thames Wings Wheelsand 2024

Looking for something to do in January 2024? Head to the Thames for the fifth Wings and Wheels event on 27 January 2024 at Sir Keith Park Airfield.

The event has grown yearly from a static display of planes and vehicles of all shapes and sizes. All special interest vehicles and planes are welcome, so the public is treated to a wide range of past and present modes of transport.

Planes range from small to large, home-made models, single seaters to bigger military types.

Motorbikes also range in age and style with a few kick-starters. Military vehicles and trucks also have a presence on the airfield.

One of the highlights of the day will be an air display by NZ Warbirds. It is quite special to be able to host the NZ Warbirds in Thames, where there is a permanent replica of Sir Keith Park’s Hurricane plane, which flew in the Battle of Britain, on display.

More than 300 cars, approximately 40 motorcycles, 70 planes and an assortment of trucks and military vehicles attended the last Wings and Wheels event in 2021.

There will be food stalls, bands will play throughout the day and visitors are invited to bring the family, deck chairs, umbrellas and gazebos to sit back and enjoy the event.

This year there will be a chance to win $5000, with the purchase of a programme for $5 on the day. The winner will be drawn at 2.45pm. The winner must be in attendance to collect the prize.

Display vehicles must be parked on the airfield by 9.30am, with public admission between 10am and 3pm. The entry for show vehicles is free for one driver and one passenger and $15 per extra passenger.

Public parking is at Rhodes Park rugby grounds adjacent to the airfield. Shuttle transportation will be available for the disabled. Entry fee for the public is $15; 12s and under are free.

TRT launches new Traction Air EM Series

TRT has launched advancements in its Central Tyre Inflation System, the new Traction Air EM Series.

It follows the Traction Air E-Series introduced to Australia and New Zealand in September 2019.

“As with all our TRT manufactured products, Traction Air has made significant strides in terms of design, capability, and functionality,” said TRT’s managing director, Bruce Carden.

The Traction Air CTI-EM Series aims to redefine the standards of tyre pressure monitoring and control. The new system, designed to accommodate a variety of diverse conditions, integrates CAN-BUS protocols that are interface-capable with telematics.

The new EM Series features a simplified and improved manifold design that optimises airflow and improves pressure distribution. This enables the system to perform more efficiently, delivering improved responsiveness for traction.

The design enhances the system’s efficiency, resulting in improved tyre performance. The new EM Series consists of versatile, high-flow compact valves enabling increased airflow and comes with a userfriendly plug connection for convenience.

The innovative pressure cell’s design is 50% more compact than the existing model, allowing for enhanced installation flexibility

in tight spaces. This simplicity ensures that the system can be seamlessly integrated into a vehicle, regardless of size or configuration.

The new pressure cell is housed in a robust yet lightweight composite cover, providing protection against environmental elements without adding unnecessary weight to a vehicle. It is self-purging to eliminate moisture and dust contaminants.

“The new Traction Air EM Series is yet another example demonstrating our commitment to delivering the best possible solutions for our valued customers,” Carden added.

Traction Air was introduced over two decades ago to address the unique challenges of the Australian Outback. Today, it is a part of more than 4000 vehicles, primarily in New Zealand and Australia.

MD Engineering celebrates 100th custom trailer build

MD Engineering is celebrating its 100th custom trailer build, for Dunedin owner driver Terry Hucklebridge who contracts to Mainfreight.

MD Engineering has been specialising in custom builds since 2003, and over the past 20 years the business has grown to 11 staff members.

“We don’t chase how many we build a year, nothing we do is exactly the same,” says MD Engineering’s Michael Jelley.

How many Kenworths can you fit into the Mystery Creek Event Centre?

Sounds like the start of a great yarn … and with the 100 Years of Kenworth celebration set to take place in February 2024, we are about to find out.

“The show is a significant investment by Southpac Trucks,” says CEO Maarten Durent, “but this is our chance to recognise those who have been so loyal to the brand over the years.”

“From the first flags you see on Mystery Creek Road right down to the line-up of trucks, KW100 will be a once-in-a-lifetime event. We have made sure that everyone has a chance to share the celebration in some way.”

Richard Smart, general sales manager at Southpac Trucks, has some top tips for those planning their travel. “First up, if you plan to bring a truck, register now. We

don’t want anyone to miss out.”

A highlight of the registration list is the Uhlenberg Haulage fleet, with each of their six registered trucks having special significance. As Tony Uhlenberg explains “We are bringing an SAR from four different models: T610, T409, W924 and a new Legend W900. We’re also bringing a W923 S2 from 1982, owned since new, and another old favourite: the 1985 W924 that we bought new, sold, and then re-purchased.”

The first two days of the event are dedicated to parking up trucks in the order they arrive.

“From the time parking opens, we will have merchandise, food, and drink vendors operating. Entry to the venue over these two days is limited to the driver and passenger of each registered

truck,” Richard says.

Saturday is Show Day and the public can attend to view what is believed to be the biggest singlebrand truck show ever held.

There will be facilities for those staying on-site in their sleeper cab trucks. All trucks must stay in place until 7pm on the Saturday.

“We’d love to be able to suit everyone,” Richard says, “but the reality is when we look at keeping people safe, and the value of the trucks involved, there needs to be clear limits in

PEDESTRIAN PROTECTION

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It’s the two-day part of the event that Tony Uhlenberg is particularly looking forward to.

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Send your best night bling photo as well as contact details into nightmoves@nztrucking.co.nz

BIG

BUSINESS

Tokoroa-based Central Equipment Movers is founded on decades of hard work and opportunity-seeking by James family patriarch, Colin. The company’s latest Scania 770S prime mover is an exquisite tool that will make a heavy job that much lighter for the business’ next generation: Colin’s son Matt.

and video by

There are some days when you don’t care if you have to be out of bed at 2am after just three hours sleep. The reason just makes it worth it: buzzing with childhood excitement, wideeyed alertness and a ‘let’s do this!’ attitude. Okay, so we had to be up at 5am, after what could be considered a full night’s sleep, to meet Matt James and his new

Scania 770S at Shaw’s Wire Ropes in Cambridge by 6.30am. But the excitement was all the same…

Now, whether it’s the machine, the company, the operator’s story, or a combination of these, all the trucks that grace the cover of New Zealand Trucking magazine are special. Some, though, rise above what one might otherwise consider ‘run of the mill’ to be that little bit more

special. Sure, anything with more than 700hp can be considered a little special – but when leisurely cruising the highways at a ‘mere’ 58 tonne, it’s working well below its designed potential.

No, what we’re getting at is big gear moving plus-size loads in tough country. In this instance, we’re talking 770hp, more than 80 tonnes, and the guts of logging in northern Hawke’s Bay,

about 21km off the beaten track up some gnarly dirt road.

It’s not often we get the opportunity to pursue an oversize load – pilots and all. The last time we had this opportunity, we’d followed the Prestige Building Removals Peterbilt 389 from Auckland to Kinloch for our October 2020 issue.

It’s fair to say house moving

is the pinnacle of shifting oversized goods – when you’re in the cab alongside the driver, the mind boggles witnessing the continuous communication and constant teamwork between driver and pilots to navigate past obstacles ahead, to the sides, above and below.

In house-scale terms, Matt’s load today isn’t quite a Remuera mansion, but it’s certainly more four-bedroom villa than tiny home. With the Sany SY415H Pro tracked excavator positioned on Matt’s MTE three-rows-ofeight widening low loader, we’re measuring 24.5m long including truck and dolly, 3.7m wide and 4.8m high. Weight is about 86 tonnes all up.

“This isn’t the biggest we

do,” Matt says. “Those real big log haulers get up around 80 ton alone, and they’re higher and wider. Though we try to stay under 5m height, because anything over that you have to get power board permits.”

Be that as it may, she’s still an impressive load. This one might require a little bit of effort…

The Sany is a shiny new unit fitted with a New Zealandmade Woodsman Pro 850 tree harvester, supplied by Shaw’s and destined for a skid site on Pukeorapa Road, inland from Mōrere in northern Hawke’s Bay.

The quirks of shifting oversized loads being what they are, our route will take us down the Waikato Expressway, over the Kaimais to Tauranga, through

Whakatane to Taneatua, on to Opotiki and the Waioeka Gorge, before we overnight in Gisborne. Day two sees us continue south on SH2 into Hawke’s Bay.

From there we’ll turn off the beaten path just past Mōrere, onto Mangaone Road, which leads us to Pukeorapa Road and deep into the hills.

Guiding us along the way are class 1 pilots Nadine Bell and Tom Mitchell of Overdimensional Transport Services. Nadine has been on the job since 2006, and most of 71-year-old Tom’s career was spent behind the wheel, including heavy haulage for Smith and Davies and Hawky Haulage, before piloting. Auckland-based, servicing the North Island, the two have been

working together for four years and, from what we saw, make a formidable team.

Constant chatter

It’s a picture-perfect morning when we arrive at Shaw’s. Matt’s already got the Sany positioned on the trailer and is beginning to chain it down. Rarely do we arrive to be greeted by an obsessively spotless machine positioned perfectly in the morning sun, just waiting for the cameras to come out. It’s a perfect opportunity, so while Matt finished up, we oblige the big Scania. It’s gorgeous in pictures but even more so gleaming in the early morning sunlight. Scania’s ivory white provided the canvas for Marty’s

of Mt Maunganui to apply the dark silver, orange and grey colour scheme. The truck has 138 Narva lights on it (270 if you include the trailer), but in no way does it look overdone. The more you look, the more you see, the more the little details stand out – like those awesome little V8 lights at the base of the mirror arms. It’s a superb-looking machine, a conversation-starter if ever there were one – as we’d be reminded every time we’d stop for a bit.

As he does his final checks, Matt takes the opportunity to talk us around the trailer. It’s a refurbished MTE three-rows-ofeight Linkwing widening low loader coupled to a MTE tworows-of-eight dolly.

“MTE builds a good low loader,” comments Matt. “We spec our trailers differently to, say, run-of-the-mill builds. We use bigger Linkwing pins to cope with the off-highway bits at big weights. Our ramps are 300 to 400mm longer and have cut-outs in them so when we do a hauler with a pole, we put a bar through the ramps and we can just sit the machinery on there and away we go.

“The trailers have remotecontrolled, double-acting ram (powered up and down) hydraulic suspension, so if I need to level the trailer as I’m moving along, I can do it from the cab. And our existing four-rows clipon goes straight onto it, which makes it more versatile.”

Before we know it, the V8 is eagerly purring. Nadine and Tom file into position, and the big Sany begins its journey to its new home. Immediately, the radio lights up with Nadine and Tom calling the way forward. The chatter is constant and awesome to listen to, and it’s obvious Matt, Nadine and Tom have a good working relationship.

“We’ve got our own pilots, but there’s so much going on at the moment. Nadine is our first port of call when we need a subbie. She’s very good, very thorough … normally pilots don’t tell you

enough, Nadine almost tells you too much,” Matt says with a laugh.

Likewise, Nadine has the utmost respect for her client.

“We’ve worked with CEM for a while. The Jameses are a lovely family. Genuine, down-to-earth, hard-working people,” she says. As we’d witness over the two days, it’s a model example of customer and contractor working with utmost trust, in perfect congruity, as efficiently as possible.

The Waikato Expressway poses no challenge to the big Scania,

while the Kaimais are dispatched at nothing less than 30km/h. Before long, we’ve passed Tauranga and are headed for the Matata Straights bound for Whakatane.

This would be our first real obstacle, as bridge restrictions between Awakeri and Taneatua mean Matt has to detour through the town. He crosses the Whakatane River Bridge, turns onto Landing Road, negotiates the roundabout at King Street, and makes for Taneatua Road.

It’s tight at some points, and lunchtime traffic through the

town doesn’t make it easier. But the Scania makes easy work of the leg from Taneatua to Opotiki, and before long we’re barrelling into the Waioeka Gorge. By the time Trafford’s Hill has been pummelled into submission, the beautiful bluesky morning has given way to thick grey cloud and sheets of rain. That wasn’t the most depressing part of the trip, though, as through the gorge Nadine had been drawn into a little spat with an indignant road worker who would not shift road cones in the way of the truck for

it to get through.

For pilot and operator alike, the ignorance among other road users (including some road workers with a mightier-thanthou attitude) is not only the biggest frustration of the job, but also the greatest hazard too.

“Road users and other traffic are what we have to watch out for most. You have to be vigilant. If I move into that grass, it’ll throw me over. So if I have to sit on the centre line, then I’ve just gotta do it,” says Matt. “You get the odd person who bitches and swears, but it’s just one of

those things. They get plenty of warning, especially if the pilots are far ahead like they should be.

“This job is not for everyone. In heavy haul, you either have it or you don’t, there’s no in between,” he continues. “It looks easy just burning along like this, but I’ve been doing this for 16-odd years now, that’s why I’ve written that…” he says pointing to the sun visor.

Complacency ruins efficiency…

…is inscribed on the back of the sun visor. Matt reads the phrase

each time he gets into the cab. Watching Matt load and operate his unit, it’s obvious that’s his approach to the job.

“It’s one of those jobs you could do 100 times and it would be different each time. The machine’s position on the trailer makes a huge difference; you could go around corners 10km/h slower because it’s too far forward. Stuff like that. There are so many variants in heavy haulage, there’s so much more involved. You’ve absolutely gotta cross your Ts and dot your Is.”

Those who know CEM

will know the company is synonymous with big Kenworths. For Matt, the Scania represents “a massive change from American gear”.

“There were a few reasons for ordering a Scania,” he explains. “First, I wanted to give something else a try. Plus there’s a history with the name in the family –dad’s nickname being ‘Scania’ [an amusing story for later]. Add to that the insurance policy and worry-free operation that is ScanPlan, plus what you get for the purchase price … you just couldn’t not.”

Moving out of ‘straightforward’ American gear into the techfest 770S meant learning to drive it as efficiently as possible was important, and Scania driver trainer Radu Radulescu was just the man for the job. “Radu’s given me a whole different outlook on how to drive it. I can’t talk about him enough; the product knowledge he has is incredible. His tuition is so important with these vehicles. You can try drive it like an idiot and no matter what you try and do to it, it looks after itself – but it’s capable of so much,” says Matt.

Making life behind the wheel that little bit more comfortable doesn’t hurt efficiency either. By now we’re well acquainted with S-cab Scanias. We last sampled one as recently as September with Fenco’s 660S, and before that in April when we hopped aboard Martinborough Transport’s S770 stock unit. We went into a full description of the big Swede’s interior environs in that article and there’s not much more we can say about it that hasn’t already been said – save for the fact that Matt’s is a flatfloor unit (770S as opposed to S770), doesn’t have the upper bunk, and is short the coffee machine.

But the norm isn’t Matt’s style, and he’s gone all out to truly make his truck his own. To begin with, he ordered the cab with full black upper trim, with only the lower dash and door panels left in the standard grey. Upon landing on our shores, the customisation wizards at RVE were enlisted to work their

Caption: 1) Wise words. 2 & 3) RVE does it again. 4) Matt is very much at home in the big Scania. 5) Not much we haven’t said about a Scani NTG cockpit ... except, in this instance, there’s a third pedal! Matt spec’d a clutch for those extra-precise manoeuvres. 6) Comfort, convenience, home away from home.

magic, re-profiling the seats into deeply bolstered buckets and covering them, the back wall, ceiling, upper walls and door centres in black leather with red stitching.

Combine that with the full air suspension and fully airsuspended cab, and the big Swede offers up one of the cushiest rides in the business. And just as well … it’s day two and we’re heading out of Gisborne south on SH2, and it doesn’t take long to begin to question your powers of perception. It’s honestly amazing the road we’re on is SH2. “Well, look at SH1, it’s a joke. The roads are rooted,” Matt quips.

If the first leg of our journey was relatively easy-going, this leg certainly highlights the 770’s strengths. The road surface is rougher, its width is narrower, the inclines and descents are steeper, and Nadine’s call ahead of almost every bridge is, “Crawl central, 10km/h”. It’s only a two-hour drive out to Pukeorapa Road in the Scania, but there’s a lot going on. The radio is alive between the pilots, Matt, and other truckies.

“One light vehicle coming over the brow … braking.”

“Oncoming three-seven wide, driver, if you wouldn’t mind easing up and moving hard left through the bends.”

“Third bridge is just around the bend – keep central.”

“Vehicle keeping oncoming. God, they’re ignorant eh!” Through it all, communication is critical. Complacency is not an option.

Jaw, meet floor

The Whareratas stretch for about 30km from some way south of Muriwai to just about Nuhaka, crossing the boundary between Gisborne and Hawke’s Bay somewhere near the summit. Each side would be considered steep under normal circumstances; moving 86 tonnes up and over the hill is a whole other challenge.

At the foot of the climb, Matt finds a spot to pull over and

allows the traffic build-up to pass. Then we’re off. First gear, second, third, fourth … The 770 moves off like a big, hefty car. Not a hint of strain, no bucking or protest. It’s like 80-plus tonne is nothing. Into its stride and we’re climbing at a steady 30km/h at 1600rpm in seventh.

“This truck just sets the standard on the highway,” Matt says. “Sure, a lot of heavy hauling is in the gearing; the gear ratios must be suitable for the job. We’ve gone for a 4.38:1 axle and 4.21:1 hub reduction. That’s also part of why this thing goes so well.”

On the point of axle spec, the front axle is another important piece of the heavy-haul puzzle, and Matt’s 770 is thought to be the first in the world – certainly the country – with an eighttonne front axle on air.

He continues: “We’re up and down hills, so I’m running the power divider in as well. Some wouldn’t, but for me, it’s peace of mind. If we can eliminate wheelspin then why not? The way I see it, it’s better to have two diffs working for you than one. It’s got to be better on the gear.”

We’re still climbing and the 12+2 OptiCruise ushers in another gear. It’s almost imperceptible, with hardly any interruption to the flow of the V8’s 3700Nm. It just shifts gear and carries on. Superb!

It’s not long before we’re into the steepest section. The 770 drops to sixth and holds 23km/h at just under 1500rpm … 20km/h … 18km/h … 17km/h … It drops two gears and recovers to 19km/h at 2000rpm in fourth – before grabbing the next gear and building the momentum again riding a wave of torque.

We summit at 22km/h in fifth at 1800rpm to the soulful tune of a large-capacity V8 earning its crust. And boy, does it ever. No doubt either that with just less than 20,000km under its wheels, there’s still more in it.

Over the top and Matt explains he’s got the Scania’s downhill

THE BIG REVEAL

This page: All in a day’s work… Matt removes the Sany, loses the dolly, narrows the trailer, reloads the Sany with some guidance from Tom, chains up once more, and gets ready to head up the hill.

speed control set to 43km/h with a 3km/h overspeed, but it’s not an option right now. “The problem with that here is I need to control it. I need to slow it right down and do what I need to do to control the momentum,” he says.

With that he sets the retarder to the third of its five stages, with the revs sitting in the 2000 to 2200rpm blue sector of the tach, which indicates the optimum engine speed range for the retarder.

“The retardation is incredible,” he comments. “You often find yourself backing it off, even at this weight.” We progress

down the hill at a smooth and consistent 25km/h. With the rain having now drenched the road, Matt comments he can feel the wheels begin to lock up and applies a bit of balance with the trailer brake. However, all feels smooth and in control from the passenger seat.

Before we know it, we’ve arrived at Mangaone Road, the start of our dirt-road climb into the hills and our destination almost 600m above sea level. As it is, the route up is challenging –tight, twisty and steep in places.

Current rainfall has only added to the task, and in places has turned the dirt beneath our

feet – as our good Captain K put it – to porridge. Matt’s plan is to off-load the Sany, disconnect the dolly and leave it behind, narrow up the trailer as much as he can without risking the merchandise, drop the CTI, and go for it. The narrower trailer means reduced stability, but it’s the only way to make the tighter bends.

It’s just on 9am by the time we get moving again, but today slow and steady wins the race – thankfully the rain has stopped but we still won’t get to the offload site for another 90 minutes at least.

The drive up is spectacular, a real challenge for the driver, sure,

but there’s more than enough time to take in the scenery. Climbing higher we enter the clouds, and from the point of view of Nadine’s car ahead, the Scania’s lights cut through the fog as the beast emerges. Epic.

Behind the wheel, Matt’s attentive, vigilant, feeling his way through the constant changes in the surface below. The Scania’s doing remarkably well maintaining traction, though Matt’s got some nifty tricks up his sleeve when it starts to scrabble.

To aid progress, he uses the load transfer to shuffle the load between the drive axles by adjusting the pressure in the

airbags. This allows him to load up the rear of the truck and, with the power divider engaged, the Scania digs in its heels and keeps climbing. And if needed, Matt can also lock out a drive axle to make it single drive.

The biggest feather in the Scania’s cap probably came from the grader driver who gives real heavy stuff a helpful tow up a particularly difficult section: “That was the easiest tow I’ve ever done – and I’ve done hundreds!”

Indeed, riding in the Scania, Carl noticed the wire rope was slack most of the way up except for a few tight turns.

We reach the drop-off site

and the chains come off the big Sany. It still has to go another kilometre into the hills to reach its skid, but it can do that on its own. Heavy haul being what it is means there’s no return load for us to follow Matt home with, and so arriving back in Gisborne our time tagging along comes to an end. Not that we felt short changed – not one little bit. Indeed, while this wasn’t our first taste of a Scania 770, it was certainly a special way to end 2023. Special doesn’t quite sum it up though … no, each time one of us climbed from the cab, we summed up Matt’s machine with one word: Effortless.

ALL ABOUT

RELATIONSHIPS

Matt would like to give special thanks to all those who helped get the Scania on the road and support CEM’s business. So, in no official order:

Andrew Lane and Emma Okeefe (Scania Finance) – “They were so good to deal with. Nothing was a problem and I can’t thank them enough.”

Radu Radulescu – “An unsung hero of the Scania team.”

Robin, Lloyd, Grant, Harry and the boys at MTE – “They’re all awesome to deal with. Nothing was ever a problem getting the low loader refurbished.”

John, Hayden, Josie and Josh at Lilley HT Trailers, Rotorua – “They did a phenomenal job on the deck plates, guards and rear-end set-up on the tractor.”

Tim Patterson and the team at Narva – “They came to the party hugely with all the lighting. We went to them with some way-out ideas and they looked after us.”

Shaw’s Wire Ropes –“We have a real good working relationship. They’re a good bunch, honest hard-case straightshooters.”

Nadine Bell and Tom Mitchell of Overdimensional Transport Services –“Honest, hard-working, valuable partners. A top team.”

THE NEXT PART OF THE STORY

Ha! He thinks he’s going to retire and I’m going to pay him to drive a campervan around America!” laughs Matt James. “I could pay him four million dollars to retire, and he’d turn up again the next afternoon. This place is him.

“But that’s good, that’s okay you know, I need him … he’s got so much knowledge.”

Thirty-six-year-old Matt is the eldest of two sons who both work in the family business their parents started in 2005. Taylor, 29, is New Zealand’s No.2 drift car driver in the D1NZ National Drifting Championship (‘2-NZ’ as it’s referred in sliding circles) with goals and aspirations one would quite rightly have with that level of talent.

“T’s on a different path; his focus is always the car, and he itches to get back to it. I’m a truck person. I love the business, what we do, and love the trucks. Don’t get me wrong, he does too. He’s just in a different place at the moment. I love putting what the business provides back into the gear – as you can see.”

Born in Auckland, schooled in Puriri near Thames and Tokoroa, Matt’s official – outside the family – introduction to trucking came in the form of 100-tonne payloads in the Pureora Forest off-highway when working his first job for JB Logging.

“It was pretty cool, I was 17 carting to the super-skid.”

Still with JB Logging, from there he took a 6x6 Scania to the Hawke’s Bay forests for a spell.

Like his dad, his first gig in on-highway truck driving came in the famous colours of T Doidge under Digby Cameron, before a couple of years with one of Tokoroa’s other famous transport sons, Alan Forbes.

Like so many in his generation,

Matt’s grown up in a busy economy with historic low unemployment. That’s allowed him the opportunity to explore the options available and gain broad experience in whatever spins his tyres.

Linehaul freight for local Tokoroa company Fletcher Transport and Waihi’s John and Irene Lockley, even a stint for John Kelly’s HHA in Australia, appear in the Matt James life book – the latter described as interesting, eye-opening and short-lived.

Home from Australia towards the end of the century’s first decade, Matt went shares with his dad in an ex-demonstrator Cat CT630 bulk tip unit for about two-and-a-half years. Readers will remember it in striking yellow and black Cat livery.

“I love bulk work. It’s great, but the big players trim it up so much you can’t make anything out of it. We had the truck for three years and sold it on to Ray Lincoln.”

From there it was a stint with Pollock Cranes in Mt Maunganui before working for the late Ronald ‘Huck’ McCready, first at Partridge’s Rotorua in an operations role prior to taking the wheel in the ex-Land Tech Scania, also owned by Huck, and then on to the Rowe Motors Western Star, out of Mt Maunganui.

He then made the move home to the family business, where he’s well settled with eyes on the future.

“Yep, I’ve got plans for the future. Dad’s comfortable in the forest and I want to get into a bit more work outside that environment, just to spread the risk a little. That’s part of the reason for this,” he says, pointing to the Scania.”

Then he trots out a bolshy Matt James classic!

“There’ll be many judges, many characters, and plenty with a lot

(Top) Matt and (middle) brother Taylor secure another Sany. (Bottom) The General in its latest role – D1NZ drift car transporter for Taylor.

to say, but at the end of the day, they’re leaving someone else alone if they’re talking about me.

“It’s just a next-generation thing, ideas and that. Dad can be quite set in his ways and we won’t and don’t agree on everything, but we get on and it’s great he’s

here, still so passionate and active in the business, and letting me have some responsibility to make decisions. Like I said, there’s so much knowledge with him and we’re writing the next part of the story.”

HAPPY RETURNS

The forest plantations of the central North Island are incredible places. In their silence they speak to so much – endeavour, challenge, camaraderie, a sense of purpose. As a result, they spawn wonderful communities of people, a specific type of people. People who understand good

times and bad, who understand opportunity is one thing –recognising and acting on it is another. That nothing comes without effort, and work-life balance is whatever you make it. Historically, these folk often grew up, worked and grew old together. ‘Balance’ was centred in the word community, not

delineated by the act undertaken. There was no burden in the need to work, especially when you worked in and around your mates.

The forests have provided a life and lifestyle for many they themselves might not have thought possible as kids kicking stones on their way to school. Again, the opportunity was all around them, they just had to see it.

A giant natural and commercial ecosystem, it engenders a sense of contribution without grandiose – thinking you’re bigger than the whole will never do here. The fact you revisit a forest compartment twice, sometimes three times in your life, teaches, even subconsciously, that although your contribution is critical and of huge worth, all this was here before you came, and it will be here after you’re gone.

As a result, success can be difficult to spot. These people are often all about the journey. That’s not to say it’s short on characters. Humility is allowed

a larger-than-life personality; they’re in no way mutually exclusive.

Although the forest economies have felt the pressures of modern times – a lack of people, and a generation for whom choice in a borderless world is a way of life – it’s not hard to find true forest folk who honour it all. Even better, folk who have passed onto their own the sense of opportunity the green giants hold. It’s why we’re at the Central Equipment Movers Old Taupo Road depot in Tokoroa, to meet the James family.

Colin James, aka ‘Scania’, is a Tokoroa son and child of the mighty Kinleith Forest that surrounds the pulp and paper mill bearing the same name. He was born and grew up not 200m from the Central Equipment Movers yard, and the house he and wife Deb live in today. He’s the living embodiment of everything that’s great about the area and people. Sharp as a tack, he’s a hardworking, jovial, cheeky, charismatic character who will always give an already happy

‘Scania’ on the

Loading Gordon ‘Boot’ Hill and moving to the next skid to top off – you have to get your ute there somehow.

1

) The truck that started it all and (2) the truck that sealed the deal: the

gathering, ‘that little bit extra’. He will hate all this being said, and run for cover – that’s the forest in him. He’ll probably try and stop us printing that line, but son Matt will no doubt help us there. He and sibling Taylor are chips off the old block, dead straight barrels with few prisoners taken – a spade is a spade.

‘Scania James’. A label assigned to him in connection with a big, largely white, cabover Scania truck – not the one parked in the yard below the office. Like the trees all around them, you could say things have come full circle. But the new one is Matt’s brainchild, not Colin’s. I guess just because you revisit a compartment years later, doesn’t mean you replant it each time.

“The Roundwood yard over the fence,” says Colin, sitting in the office and pointing out the south-facing window. “It used to be GM Fellingham Ltd. I lived just over there,” he says, pointing out the front window facing northeast, “and spent all my time riding around with drivers Graham Duff and Murray Bayer (a well-regarded old-school driver who later drove for us for many years) in one of their three TK Bedford trucks. They repowered his truck with a DS8 Scania motor, and then in time bought New Zealand’s second Scania truck – an LB80… I think John Beasley had the first?

“Anyway, that was followed by another LB80, then a 111, and then an LB141 with the 375 V8. That was big gear in the early 70s! Pretty much the equivalent of that thing down there […he loves it really]. Apparently, at school and then even later on in the bush, I wouldn’t shut up about these Scanias.”

There you go, how Scania got his name, and why the 770S has ‘The man, the myth, the legend’ as a holographic watermark on the rear sleeper wall.

Colin’s dad worked in the silviculture and fire prevention side of the forest industry. Not surprisingly, Colin’s first job out of school in the late 70s was at Fellingham’s as the loader driver. From there he went into the bush, doing his time with a harvesting gang before

coming out and working for three years on the Kinleith weighbridge. In this time, he secured the coveted HT and trailer licence courtesy of New Zealand Forest Products’ Kenworth, fleet No. 71.

“I would spend all my spare time hanging around at places like Dahms and the local trucking community generally.”

A short period driving stackers at Kinleith preceded his first on-highway driving job at one of Tokoroa’s true iconic trucking brands of the era, and International stronghold, T Doidge.

In his time at Doidge, Colin drove an International S-Line, a truck he really rates in his career. He recalls company owner at the time, Ray Mildenhal and says with a laugh, “it was the good old days.”

For a young fella with the level of enthusiasm Colin had, there was any and all manner of driving available.

“Errol Hanley carted short pulp out of eastern Taupo with a Cat 450 V8-powered cabover Kenworth. Just unheard of power. He asked me once to drive it on a Saturday because he had a wedding or something to go to. ‘Let them put a good load on you, and keep the boot up it. You shouldn’t have to drop into the low range between eastern Taupo and here.’

On the way home I was in the low range about four times, and remember thinking ‘What the bloody hell am I doing wrong?’ I crossed the weighbridge at 58 and a half tonne. Doh!”

We all invariably end up with some little anecdote in our careers, something quirky or cool, but ‘Scania’ has a real doozy. “I carted the last docketed load over the Kinleith weighbridge in a Doidge International R190. My truck was in the workshop and Mildenhal pointed at the 190 and said, ‘You can drive that’. ‘Really?’ I said. It was the last of them and it was for sale.

“When I got back to the yard, Mildenhal said, ‘they’ve sold that truck so that’s the last Doidge R190 load ever into Kinleith.’ Pretty, cool all right. Funny, we recently shifted a machine

from up Cashmore Road where I got that load from.”

From Doidge’s, Colin went to Trailways for some full-on Kaimai Ranges action, and under Brent McCombe’s management, he almost stepped into his first owned truck.

Stretching his legs, he and wife Deb’s next move was up the road a little to the bright lights of Auckland where Colin worked for a couple of years for Danny Lendich. “He was a good boss to work for. He had his own ways but that was all good.”

The couple’s first venture in business was to follow with the purchase of Addis Cranes. “That came with three trucks and a bit of gear, but let’s just say it wasn’t all it was made out to be. We ended up walking away from it after about three years. It was just too hard.”

By this time, Matt was on the scene, and the family moved to Puriri near Thames and Colin took on work with Provincial Freightlines, first as a driver and then in operations. “That was a good period. I had brought some work and contacts with me, and Dave Malanaphy did a revenue share thing for the work I brought to the table. There were loads out of Pukepine, and Roundwood from down here. I’d call in and stay at Dad’s when I was home.”

The home fires beckoned however, and in the mid-1990s the James family moved back to Tokoroa, after which Taylor arrived on the scene. Colin worked driving a transporter for Colin Sargison’s Rotorua Forest Haulage before heading back in the bush to operate a hauler for Alan Sinton. He also did a four or five-year stint in the bush driving loaders for Gordon Dahm at Rob Dahm Ltd, loading out logs in the ‘cold deck’ loading days.

With the depth and breadth of experience in and around the industry, Colin made an obvious choice for a key front man when Trevor Woolston launched Logger magazine in 2003, taking the role as machine field tester and business development manager for the first couple of years. He was able to give a great publication for the forest industry real credibility. “Bloody production weeks! You

know what they’re like. I don’t miss those at all,” he says with a laugh.

As is so often the case, it was a beer with some mates that would lead to the family’s commercial destiny. “I was having a beer with Alan Sinton and some mates, and he was really pissed off with the service he was getting from his supplier for machine shifts. Back then there were no contracts, and the crews could use whoever they liked, paid for by the forest company. He said, ‘I should buy a truck and get going’.”

And so in 2005, Central Equipment Movers was born. The first machine was as close to a sure-fire bet as you could get, one of the legendary original T900 Kenworths bought by Mike Lambert. T9005 was driven new by Andrew Douch, and was now being called upon to help stand up the fledgling enterprise.

“A four-and-quarter Cat, 18-speed, 44,000lb rears at 4.56. Lambert bought them all with Jacobs and Brake Saver, they had power dividers but no diff locks.” Although a modest rear end for transporter work, nothing was altered beyond the shortening and set-up for heavy haul.

If you wanted to make sure your first unit really did have all the good juju, then hooking the late Dale Hoyt’s dolly and three-rows transporter behind the Kenworth was certainly one way of doing it.

“She’s done 3,000,000km, plus whatever’s on the clock now – about 180,000 I think. Great

5) The single stack tells us this shot is early in the The General’s life with the company. What a classic image cresting Tarr Hill on SH1, southbound. 6) State trooper with the last ever 009 Madill hauler leaving Kinleith. 7) A classic Central Equipment Movers scene. Big Red was eventually lost to fire, but here the big Kenworth C508 leads the T909 through the Kinleith forest with a pair of Sany processing machines on board.

machine.”

Today the Kenworth tows Taylor’s drift car trailer, so still gainfully employed in family duties.

Enthusiastic, service-focused, and part of the local community, Central Equipment Movers has grown steadily in its 18 years and has been well served by the bulk of its trucks. The first new truck was the 4900 Series Western Star State Trooper that Colin and Matt say was a magnificent machine.

“It had a C16 Cat in it, and not far into its life I fitted a set of C18 injectors. Soon after, I took a hauler over the saddle from Turangi to National Park and it was drinking fuel at the rate of .01kpl – that’s a litre every 10m. The crew at Goughs couldn’t believe it, and it was on their wall of honour for years. The foreman at the time said if you were standing on the motor and poured it in with a bucket, you still couldn’t get it in as fast.”

It’s not all been plain sailing: Big Red the C5 series Kenworth, was lost to fire, but all in all, it’s a typical James’ journey – looked on as an adventure, and enjoying the ride.

It’s a fascinating work profile with much of it undertaken away from the public eye and VDAM compliance. In the bush, haulers and machines can be moved fully rigged, even with the spar up on occasions, and GCMs in the 110 to 130-tonne range are common. It makes for an impressive photo collection, that’s for sure.

Today the fleet comprises five transporters. A Kenworth T909 bought new, the ex-Jilesen

Contractors sleeper-cab T908, two T404 Kenworths ex-T Croft in Greymouth (nicknamed Mario and Luigi – trucks Matt says have been a bloody good buy), and of course the 770S Scania – named Suspicious Minds, both a tribute to Colin’s favourite Elvis song and Matt’s observation on the transport industry. Bringing up the rear is an Isuzu 8x4 crane truck, used for all manner of support and on-site mill work. There’s also a quad-trombone for the long and longer.

In terms of succession, we have the answer to that in this story. Matt has the bit between his teeth and is intent on honouring the values his folks have built the business on in its first two decades. It’s typical of the ilk, again, like a repeat visit to a forest compartment, that he’s being given the opportunity to put his stamp on the operation and grow in the business. “Dad said ‘it’s your turn to buy a truck’, and here it is.”

We end the story in the corner of the yard, in ‘the shed’. A shrine to all things – trucks, business, memorabilia, stories, and recollections. A celebration of life, great people, and adventure. It’s a typical James’ venue, a place that allows everyone – whoever they might be – to simply be themselves. Who you might find in there at times would drop your jaw – yet the reason they choose to congregate at this place speaks volumes to the family who create the environment.

Colin sits at the leaner, “I’ve got a couple more years, and that’ll be enough I reckon.”

Yet another Tui ad!

SPECIFICATIONS

Scania 770S A6x4HB

Tare: 10,640kg (load cert)

GVM: 34,000kg

GCM: 150,000kg

Wheelbase: 4425mm

Engine: Scania DC16 123

Capacity: 16L

Power: 566kW (770hp)

Torque: 3700Nm (2729lb/ft)

Emissions: Euro-6

Transmission: Scania GRSO926R Opticruise 12-speed + 2 crawler gears

Clutch: K432 70 – manual and automatic operation

Front axle: Scania AM622S

Front-axle rating: 8000kg

Front suspension: Scania full air, extra-stiff anti-roll bar

Rear axle: Scania AD400SAP at 4.38:1, with hub reduction at 4.21:1

Rear-axle rating: 26,000kg

Rear suspension: Scania full air

Brakes: Disk. ABS, EBS

Auxiliary braking: Exhaust brake, Scania R4100 retarder

Additional safety: Hill hold

Fuel: 300L x 2

DEF tank: 80L

Wheels: Alcoa Dura-Bright alloy

Tyres: 385/65 R22.5 (f ), 295/80 R22.5 (r)

Electrical: 24V

Cab exterior: Highline 2m sleeper cab, Comfort airsuspended cab with mechanical tilt, Tinted windscreen, External sun visor, automatic LED headlamps with LED daytime running lights, automatic wipers, heated mirrors.

Cab interior: Driver identification, tilt and slide V8 steering wheel, Premium seats with RVE custom treatment, RVE custom cab treatment, black leatherette V8 door trim, Premium audio system with Bluetooth and rear-facing camera, Premium climate control system, 8001000mm widening bed, microwave, refrigerator.

Special thanks

What a supremely awesome few days spent with Central Equipment Movers! Matt and Colin James, thanks for your time, your stories and your enthusiasm for us to feature Suspicious Minds

To Nadine Bell and Tom Mitchell of Overdimensional Transport Services for tolerating an additional moving obstacle alongside the truck, and sharing an insight into the world of piloting oversize loads.

To John ‘Woodcutter’ Edwards and Jon Schick at Shaw’s, thanks for the tour and hospitality.

Thanks to Andrew Lane for the relevant technical info on Matt’s 770S, and of course to the whole team at Scania New Zealand for your unwavering support of New Zealand Trucking.

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2013 THE OF RIGS

registered JYS845.

We revisit the trucks that graced the covers of New Zealand Trucking magazine in 2013.

Pussycat or lion?

Cat CT630 C15

• Currently owned by: Waimiha Enterprises, Cambridge, since April 2023.

• Odo reading: 592,315km.

• Mechanical work: Turbo hose previously replaced.

• Current work profile: Local transporter/four-axle tipping trailer work.

• Current driver: David Powell.

Ultra Inter

• Interesting facts: Paint to remain original, but stripe colours will be changed.

• What we said in 2013: “Only time will tell how successful this brand’s effort to penetrate the market will be, but as it stands at the moment, it would be hard to walk past one.”

January/February

I ME0W, originally featured in the colours of Ruakuri Contracting, Te Kuiti.

March

International 9800i 63TS 8x4 Eagle highway day cab

• Currently owned by: Bulk Lines, since November 2021.

• Odo reading: 1,150,726km.

• Mechanical work: Cab and chassis painted by Brokers Waitara in 2022. Full engine rebuild midOctober 2023 at 1,150,000km.

• Current work profile: Transporting fertiliser and rendering products between Taranaki and Manawatu and occasionally into Waikato.

• Current driver: Paul Locker.

• Interesting facts: Bulk Lines purchased Jackson Transport in November 2021. Original driver Keith Colban still works for the company.

• What we said in 2013: “It’s a better product than the previous version, and it’s not giving anything away to its competitors.”

Macksimum loyalty

Mack Trident 6x4 day cab

• Currently owned by: Road Metals, Christchurch.

• Odo reading: 786,000km.

• Mechanical work: Nothing other than general R&M in line with its age.

• Current work profile: General aggregate cartage for roading and subdivisions in the Canterbury area.

• Current driver: Nicholas Helem.

• What we said in 2013: “Mack’s new Trident has an overwhelming sense of bulk when you take a walk around it … it looks as staunch as.”

GLH560, originally owned by Jackson Transport, New Plymouth.

April

GND457 as a fresh pup in the Road Metals fleet.

MQA548, MTP03

Scania G420 CB8x6HHZ

• Currently owned by: Lew Prince Logging, Taupo, since 2018.

• Odo reading: 584,723km.

• Mechanical work: Replacement motor about seven months ago.

• Current work profile: Offhighway stage truck.

A mountain goat with manners X-factor

• Current driver: Various drivers depending on location.

• What we said in 2013: “We might well be seeing more 8x6s working the type of tough country that stops other rigs in their tracks…”

for

Volvo FMX13 HRX 8x4 rigid B-ride 8x4 day cab

• Currently owned by: Ireland Contracting, Tokoroa, since February 2018.

• Odo reading: 475,000km.

• Mechanical work: Nothing to report other than general oil changes.

• Current work profile: Dropside rural work.

• Current driver: Various drivers.

• What we said in 2013: “The FMX has broadened the FM’s grazing territory.”

Mercedes-Benz Actros 3365S/39 SLT 6x4 MegaSpace cab

• Currently owned by: King House Removals, Invercargill, since July 2023.

• Odo reading: 452,000km.

• Current work profile: Delivering houses and heavy haulage work.

• Interesting facts: Still to go on the road, currently awaiting painting, engineering and

Fulton Hogan’s 250-tonne beast Night moves

mechanical checks.

• What we said in 2013: “That big V8 growling away under the floorboards and the remarkable capabilities of the SLT Merc … means his [original driver Stephen Taylor] is a job that would be hard to beat…”

DAF XF105.510 FAD Space Cab Airglider

• Currently owned by: Langford Transport, Te Puke, since December 2022.

• Odo reading: 1,400,000km.

• Mechanical work: None under Langford’s ownership.

• Current work profile: General and kiwi fruit cartage.

• Current driver: Adam Gilmour.

• What we said in 2013: “The XF was one of the industry’s bestkept secrets, but the secret is out as the past couple of years has seen impressive sales of the model…”

was

BushMAN

MAN TGS 35.540 8x4

What we said in 2013: “It may be that MAN might start carving itself a slice of the logging market, to add to the increasing numbers of linehaul trucks it is putting on our roads.”

GNY949 was originally owned by Pilbrow Transport, Maungaturoto. Unfortunately, we were unable to track down the current owners or details of the TGS.

No-nonsense Kenworth

Kenworth T659 8x4

• Currently owned by: Satherley Logging, Napier.

• Odo reading: 1,131,197km.

• Mechanical condition: Engine rebuild at 771,000km (June 2019).

Trailer converted from four axle to five axle in 2016.

• Current work profile: Logging in and around Hawke’s Bay.

• Current driver: No permanent driver currently.

• Interesting facts: Original driver Lance Wichman reckons it still goes as well as it ever did. Owner Bevan Satherley says it’s one of the best trucks the company has owned.

• What we said in 2013: “We’d predict that Game Over is going to be a feature of the East Coast for a decade or two.”

EDSDOG continues Mack traditions

Mack Super-Liner CLXT 6x4

• Currently owned by: Easy Moves, Glen Eden, since April 2020.

• Odo reading: 1,073,749km.

• Current work profile: House moving.

• Current driver: Troy Etting.

• Interesting facts: Also used to transport Troy and Connor Etting’s race trucks.

• What we said in 2013: “The name Super-Liner doesn’t do this truck justice.”

GWM571 fresh on the road for Satherley Logging, Napier.

International’s latest legend

International 7600TS WorkStar 8x4 day cab

• Currently owned by: Mondiale Freight Services, Auckland.

• Current odo reading: 542,747km.

• Mechanical work: Some major repairs done to XY shifter, diff lock, DPF and coolant leaks.

• Current work profile: Transporting shipping containers.

• Current driver: Narinder Singh.

• What we said in 2013: “A good, sturdy vocational truck.”

Eddie Tahakarania originally ran EDSDOG for Owens.

November December

GZN326 as new for Mondiale Freight Services, Auckland.

TOTAL DEDICATION

It’s not uncommon for drivers to work in road transport for 50 years. What is unusual – and remarkable – is for a driver to have been with one company for five decades.

en McLean has been employed by DT King Transport since 1973 – a remarkable achievement. But even more extraordinary are the loyalty and ties the McLean family have with the Southland company. When Ken was three months old, his father, Hec, moved to Pukemaori from Niagara. Hec drove a K model International for King’s and was one of the original five shareholders of the company.

Ken grew up alongside the transport yard and took personal ownership of the gear, knowing every truck and machine and their peculiarities – as well as those of the drivers. He would drive the Ford Traders around hay paddocks after school and soon became adept at handling trailers by practising backing them into the narrow bays of the truck sheds. These skills were to stay with him for life.

On leaving school, Ken worked for a builder for six years in nearby Otautau, then started with DT King in 1973, firstly on a Ford D800 tipper. This was followed

by another D800 flatdeck on stock work but also with manual tasks like bagged coal from Ohai to both Tuatapere and Otautau on Thursdays and Fridays. Another hard manual undertaking was the loading and cartage of mine props, which had been cut from the surrounding native bush.

A very impressive International Loadstar, powered by a 180hp Perkins engine, was next in Ken’s lineup of trucks. It was the first stock unit carrying a combination stock crate. This was followed by an International 1950A, also set up as a stock truck.

In 1979, Ken was put in charge of an International 3072 on stock work but also carting logs with bolt-on bolsters. This truck became a full-time logger in 1981 when a 350hp T-Line replaced it as the premier stock truck in the fleet. It provided a variety of work in the typical rural environment and with trips away, often piggybacking other units to cart timber and general freight.

A Nissan Shogun, No.48, replaced the T-Line with

1) Ken’s after-school jobs included steering Ford Traders around hay paddocks. 2) He drove this International 3072, carting mostly livestock and general farm produce, with occasional forays into logs with bolsters bolted to the deck. 3 & 4) An International T-Line at a time when the horsepower race was ramping up. Some horrendous hours were clocked up in the truck, especially during peak stock seasons with lambs being moved from Southland to processing plants in Canterbury. Timber and general freight were also carted across the lower South Island. 5) The first of many Nissanand UD-branded trucks was this Shogun carrying double-deck cattle crates.

new Nationwide stock crates and eventually a new four-deck/two-deck Sutton crate set.

Downtime during the winter months saw Ken helping with painting and general maintenance on the fleet in preparation for another busy season.

Ken went off No.48 and took up a position within the administration side of the business, dispatching the livestock trucks for four and a half years before going back behind the steering wheel, driving a gravel truck and then a couple of different tractor units, mostly moving machinery and logs. At this point, he damaged a disc in his back but bounced back to hauling logs throughout Otago and Southland and was involved with a huge job in Canterbury, carting windfall logs to the Timaru Port after a massive windstorm.

A Nissan Quon followed as another log truck. Then Ken was to operate a Western Star from January 2016, also on logging work all over the southern region. He was struck with eight months of downtime due to a shoulder injury but returned to work at the wheel of another UD, this time a CG420 carting mostly Eucalypt logs to a local chip mill.

Over the years, Ken has participated in local truck shows and is a successful competitor in the regional driving competitions, going on to represent the region at the national finals.

A function was held in Invercargill in August to celebrate Ken’s service to DT King. General

manager Paul Balneaves praised his loyalty and steadfast devotion. His sons echoed these sentiments with their tributes to their father and the presentation of a decorated sawblade.

When reflecting on his career, Ken notes that he has worked through times when manual labour was the norm. Now, mechanisation or computerisation has changed most facets of the industry.

DT King is well known for several strong generational names recurring on its staff list. The McLean family has been a part of the DT King business for four generations, with Hec and his brother Dave, sons Alan and Ken, grandsons Cory, Bronson and Sheldon, and now great-grandson Daniel working there at some point.

Cory drives for Wareings in Canterbury, Sheldon is a mechanic at Fonterra at Edendale and Bronson and Daniel form a three-generational team with Ken logging at DT King.

Below: Sheldon, Corey and

Above: Ken has been a keen competitor at truck shows over the years and very successful at the regional driving competitions which used to be held annually.

Left: Ken drove this Western Star from January 2016 but suffered a shoulder injury which saw him take eight months off to recover. His return-towork programme placed him on the lighter eucalypt work.

SHOGUN WALKS THE

MOBILITY GALORE JAPAN MOBILITY SHOW 2023

It’s a forward-facing show for the most part, pointing toward what’s coming and what might be feasible, rather than all about the here and now. What used to be the Tokyo Motor Show is today the Japan Mobility Show, for not all things have an engine anymore. This year’s event was as aweinspiring as ever, with some strong hints as to...

Well what might this be? A 13L QUON. There’s a lot more to run on this story.

My opening remarks on the Japan Mobility Show 2023 take me back to IAA Hannover in 2022, and one of the more interesting couple of hours of my working life – the breakout sessions with Daimler’s head of all things truck-technical, Andreas Gorbach. He said something we knew, and something else many of us hadn’t really twigged to: That propulsion would not fall into a single ubiquitous, scalable vertical like the ICE (internal combustion engine). Yep, got that; but then in the context of global geography, he said neither would the replacement technology. Stop, wait, what? It was profound, because what he said was, regional energy pricing (read – regions of the planet) would drive what was in vogue in any one place, inferring if it were cheap to make hydrogen, that’s what would power the heavy fleet in that region, and if it were easier to make electricity, it would get the nod. Holy heck! Things really will never be the same will they?

Crystal ball-gazing 40 years

hence, Peter’s Isuzu GIGA might be FCE in Tokyo, Paul’s might be BEV in New Zealand, and Mary’s might well combust something pure in the vast tracts of Africa or remote Australia.

Armed with those sage words, it was interesting to see the prevalence of H2 kit at the heavy end of Tokyo’s stands, with both Isuzu and Hino displaying FCEVs. Likewise, battery swap might well make the leap from insightful entrepreneur to mainstream OEM, particularly at the last-mile end of town, with both Isuzu and Fuso demoing their respective answers. That of course makes perfect sense; our thinking must change. You don’t keep a metro going all day by hanging bigger batteries on it, resulting in it being able to deliver a payload equivalent to one toothbrush. You keeping it running productively by swapping out the batteries while ol’ mate whips the next load on it.

The event

Anyway, you all need to experience a Japan Mobility Show at least once in your

life. The nature of the beast combined with Japan’s contribution to automobility means they’re a big do. The OEM leaders and global press are all there, the latter doing their own exhibition of ‘who’s got the most techy content-collecting gadget’. Is it cooler to have something the size of a small car hanging off you, or something resembling the head of a pin? I still can’t work that one out.

You think we’re a vehiclecrazed nation? The Japanese would leave us in their dust. After all, these are the people responsible for most of the cars we buy. They flock there in their droves to ogle over everything from what looks like a motorised shopping trolley to the new Mazda RX-7, the latest Toyota Land Cruiser, or an ISUZU 8x4 GIGA FCEV. It’s fun on a new level to be amongst it, and unless you’ve been to one, you really don’t know what a ‘drove’ is. The queue to sit in the seat of the QUON or Fuso Super Great was never less than 50 minutes, yet politely and patiently they stand. Due to a scheduling clash, we weren’t able to attend

on the media day, so we got the full force of enthusiasm on the Saturday. Let’s then embrace the moment, and with all our new friends, go on a walk around the stands of interest to us.

Isuzu/UD

Walking in the main entrance and following the path through the show we did, delivered us to the lavish Isuzu Group (joint Isuzu/UD) stand with the theme Innovation for You – Accelerate the Future of Transport. Their four pillars in achieving this are Isuzu’s Environmental Vision 2050, Carbon Neutral (CN) initiatives at the group’s manufacturing plants, a societal renaissance of sorts implicating CN vehicles, and initiatives for CN fuels. Isuzu Group believes economic growth and environmental responsibility are happy bed mates.

The Japanese have a way of doing things that really is theirs and theirs alone. All trucks on all stands came with a glamorous lass who absolutely knew you wanted her to feature in every photo you took. If you attempted to politely wave her

away, the look of confusion about her person was almost crippling. She would then hand you a QR code card that revealed the truck’s details.

The two highlights on the stand for me were the ELF EV (N-Series) with EVision battery swap tech, and the big 13L QUON.

The full ELF model change was on the stand, including the ELF EV. This little rooster will be one of those trucks that helps create the tipping point in respect to what is the common tool for last-mile metro urban delivery operation. In 10 years the thought of a new ‘oiler’ for zip-around deliveries will be the stuff of madmen. Power on the 4.9 tonne GVM show unit was 110kW fed off a 60kWh battery. There was no range, but based on those numbers it should be line-ball in the mid-one-hundreds considering a payload of 1.7 tonne. Like eCanter, its global rollout will occur in stages with options aplenty. It’s got Isuzu family design language with those big new – incredibly familiar –headlights. It’s a snazzy looking tool of utility, no doubt well put together as you’d expect, with all the mod-safety-cons.

Also on the stand was another contribution to combating the global driver shortage. The new ELFmio is an even smaller superlightweight jobbie able to be driven on a Japanese standard licence. We can already drive some of the smaller Ns on our car licence so according to the powers that be, Mio is not on our radar currently.

EVision, now this is cool… Isuzu’s battery swap system released in conjunction with the ELF EV; it’s a clear sign from the OEM that you need to swap and go. Swapping, although potentially expensive at the outset, brings all manner of things into play – off-peak and charge management systems, optimised truck use, etc. We’ll no doubt see all manner of purchase packages around this stuff in the years ahead. Of the two auto battery swaps on demo at the show, EVision

1) UD QUON in level 4 autonomous guise.

2) Isuzu Elf (N-Series) BEV drew a myriad of attention as you’d expect, being one of the world’s great lastmile companions. Photo: Isuzu Group.

3 & 4) Isuzu’s EVision won the battery swap concept for me. Centre right in frame is the battery half way to the truck on the arm. Fast and efficient. It garnered quite some interest also.

was the winner for me with its ‘reach-grab-cradle (charger)grab-reach-cradle (truck)’ system.

Up the weight scale there was a UD QUON Level 4 autonomous dump truck on display, as well as the 8x4 GIGA Honda Motor Co collaboration FCEV that’s been in the incubator for four working years – since January 2020. Isuzu says H2 is the answer for long haul, high weight, and long operational hours, and the plan

is to bring the truck to market sometime in 2027.

And then, there it was, the UD QUON GW 530 with a GH13 engine under the floor. Yes folks, the truck that never was … was there. Volvo might have felt a 13L new variant QUON was a little too threatening to the FM in our parts, but of course Isuzu hath no such reservations. Threaten away! It’s also available in Japan now under Isuzu EXY nomenclature.

Of course the 13L comes courtesy of the collaboration with UD’s previous parent, and that signals the eventual end for the big old 6W-G1 in our GIGA now. It also means the GIGA will be reintroduced to Australia, and that has the potential (as you’ll read in the months ahead) to throw the cat well amongst the ‘who’s the biggest of them all’ standings.

Beside the QUON was Quester, basically a QUON for Third World roads. Can we therefore assume that, based on current rates of network decay here, we should see that big boy in the showrooms sometime around 2025? (Just joking nerds – calm down!)

Keep a look out for more on Isuzu content in the next couple of months.

Hino

Hino hit the stands with a clever and well-constructed and thought-out theme – ‘we make the world better by helping people and goods get where they need to go’. In a world besieged by runaway virtue signalling, huge props to Hino for reminding us at the base level why we do what we do. They had a full radio station live on the scene (‘Pffff, who can’t do that?’) Sadly, I can’t report on what was being said due to curriculum deficiencies at Hauraki Plains College 1979 through 1983.

On the stand were Dutro Z EV last milers with ultra-low floors (400 to 420mm when loaded depending on model)

5) Hino Dutro BEV in walkthrough, front-to-back trim. They plug in at the front.

6) Hino Profia Z FCV fuel call in collaboration with Toyota. (INSET) Waiting their turn to crawl underneath – it was packed under there. I felt uncommitted.

– possible with a designed-forBEV chassis according to the spiel. There were walk-through and box body variants – walkthrough meaning front to back, i.e. cockpit to cargo. Payload ranged from 1000kg to 1050kg depending on the model, and range was 150km from a 50kW

motor feeding off a 40kWh lithium-ion battery.

Big gear now, courtesy of the Profia Z FCV prototype, the joint venture with Toyota. It was there

in six-wheeler trim with a GVM of 25 tonne. In keeping with all the new lingo coming our way in the next two decades, it runs a Toyota solid polymer FC stack

with a high-capacity highpressure (70 MPa (10,152psi) hydrogen tank and lithiumion battery. Range is expected to be around 600km.

It was on this stand, beside this truck, I learned that if you bent down and peered under the trucks, there were lots of men wriggling around on their backs with GoPros and things, undertaking intense engineering evaluation. I felt bad for my lack of commitment, but it was incredibly entertaining, especially when you pointed

at something with an amazed look on your face.

Like everyone, Hino is kneedeep in helping you make the transition to a cleaner way of living and delivering via products like CUBE-LINX and Next Logistics Japan intended to optimise vehicle use and operation. The latter incorporates efficiencies across multiple stakeholders and shippers. (Hmmm, my prophecies of years past will come to fruition – will they need the middle man?)

Fuso

Future Together was Fuso’s cut-tothe-chase slogan – that slogan works because we will be, all going well.

As you’d expect eCanter, the poster child for BEV last mile operations, was front and centre in its latest Series 2 incarnation (New Zealand Trucking magazine – Dec 22/Jan 23).

Looking ahead, Fuso also had an auto battery swap demo in full swing on the hour every hour, using a setup by Ample in partnership with ENEOS. It was my least favoured of the two on show. It appeared a more cumbersome physical presence (think shed and yard space) and more complicated, with the eCanter lifted up and a couple of gurneys on rails rolling underneath and then doing their bits and pieces. It seemed slower, too. Tapping into some very dubious science as a comparison,

it took 7m 31s to film the Fuso, and 2m 30s to film the Isuzu. Now, before the phones start, yes, the Fuso did appear to swap two batteries to the Isuzu’s one but there’s still a lag even if you double the Isuzu’s time. Never fear, by the time such wizardry arrives here it’ll all be bareley recognisable I’d expect.

Also on the stand was the new Super Great, thankfully known to us as Shogun … that name change really was super great, I have to say. For hard-core fans of 1980s trucking down under, we’re talking FV315 Fuso throwback all day long in the looks department. Fuso says it brings black-belt

Fuso’s battery swap system required the truck to be lifted and gurneys and much much activity. I was left not so sure. Isuzu looked to have this nailed by comparison.

imagery to its big bopper, also present across the wider range, at the same time improving aero. ‘It’s cool’ is all they needed to say.

It’s the first full redesign of Super Great in six years and it sports improved safety via Active Brake Assist 6, Side Guard 2, blind spot, rear view…

There’s an interior revamp with a Super High Roof option – ‘noice’ – and at this point I have to stop the press. Yes, there’s still a myriad of centre guff in the cab – that’ll always be – but there appeared to be colour also, burgundy in fact. Lots of it. If our Shoguns arrive here in black with dolphin grey ambiance only … there’ll be words. But what a slick-looking machine.

Fuso is not having any of this 530hp 13L tomfoolery in the opposition camp, and when it does arrive here, it too will have the 13L in ‘anything you can do, I can do too’ power settings … apparently.

Incidentally, it also won the coolest taillights competition – a private competition I ran myself.

Oh, the future is going to be so interesting.

WHEELS AT WANAKA MEMORIES

Our traditional bulldozer ‘Chrissy’ wave!

From everyone on the Wheels at Wanaka team, have a wonderful and safe Christmas and New Year. When the clock strikes midnight at the end of December, get excited, because at that moment Wheels at Wanaka 2025 will be next year! Boom!

Regardless of how big, gruff, and tuff you think you might be, at the end of the day, everyone loves a happy ending, and they don’t come any happier than the destination of one of New Zealand’s initial two Kenworths. Both originals were 1964 848 models. This one, New Zealand Forest Products No.68 is today owned by the Porter Group in Hamilton. Powered by a Cummins Super 250, it runs a five-speed Spicer transmission with a four-speed auxiliary and SUDD Rockwell. Gross weight when new was 134 ton, allowing the unit a 100-ton payload. The second 848 is also restored and in safe keeping. We’ll try and catch up with it down the track.

TRUCK & TRAILER WHEEL ALIGNMENTS SPECIALISTS

• Truck & Trailer Wheel Alignments

• Long wheel base vans / heavy vans and motorhome wheel alignments

• Tyre sales and fitting

• Induction heating and straightening of bent trailer axles and diff housings

• On & off truck wheel balancing

• Axle Camber Corrections

GRAND MACHINES

After heavy overnight rain, Saturday 4 November dawned fine and clear, much to the relief of everyone taking part in the eighth annual Dave Carr Memorial Truck Run. This year it was so good to see a number of new faces and trucks on the run – along with the usual reprobates!

There were a number of people from outside the Christchurch region and a few who travelled down from the North Island for the first time, plus two Kiwis living in Australia as well. All up, we estimate about 160 people participated in the day’s event.

We all met up at the Highway Inn just off SH1 in Harewood for the pre-run get together, and after some participants enjoyed a cooked breakfast and a cuppa, everyone gathered for a minute’s silence to remember those the industry had lost in the last year. A briefing was given and we departed just after 9am for the first stop, which was the Tramway Historical Society (THS) workshops at Ferrymead Park in Heathcote Valley.

Once there, we managed to squeeze all but about eight of the 84 trucks, which included a restored Mount Cook Denning coach from the Protranz Classics collection, into the assigned area, with the rest parking just outside the gate on the roadside. The group was gathered together (akin to mustering cats!) and introduced to Alex Hunter and a couple of other members from the THS.

We split into three groups and were given tours around the workshops, with the highlight being a ride on the Kitson steam tram, the only one of its type left in the world that is still operational. This particular tram was built in 1881 in Leeds, England, and retired from active duty around Christchurch in the mid-1920s. The Kitson

did several trips through the Ferrymead village and then back to the workshops area for everyone to ride on.

The trams that work on the Christchurch central city rail loop receive major restorations in these workshops and they do a lot of other outside work on trams from other locations as well. The old-school true craftsmanship shown on some of the restoration items in the workshops is second to none. When you see the dilapidated state of ruin that some of the old tram cars are in when they arrive, you wonder how many hours or years of work will be needed to get these back into a running, or even usable static, condition.

Once finished at Ferrymead, we set out for the next stop where we would have the barbecue lunch in Southbrook, Rangiora, and people were told this collection was going to “blow the lids off their lunchboxes” – which it certainly did. It had something for everyone.

We arrived at Daniel and Annette Smith’s house and yard area for the initial introduction to Daniel and to be met with a seemingly never-ending treasure trove of veteran, vintage, modern and classic cars, motor bikes, helicopters, aeroplanes, and some of Daniel’s own fleet trucks, along with a number of restored Fiat Bambinas and even a Thai tuktuk, which gave rides later in the day.

A Marshall traction engine made an appearance on the scene as well, driven by another Smith, Lachie, before being parked up, quietly steaming away near Daniel’s bar and man cave right beside the barbecue. Annette was the consummate hostess, helping out the chefs with new serving platters each time one was emptied and needed replenishing.

Some of the gear in the various sheds was simply amazing and the rarity of a number of vehicles in Daniel’s collection is unbelievable. There are cars from the late

1800s right through to a nearly new Rolls-Royce, a DeLorean, Aussie and American muscle cars, a New Zealand-made Trekka, steam-powered cars, even a mangled BMW that was salvaged from the central city area after the February 2011 earthquake. That vehicle is destined for the museum Daniel is building, where it will have rubble tipped back over it to make it look as though it is still where it was found and recovered, post-quake.

The helicopters in the collection range from smaller Hughes 300s and Hilliers right up the giant twin-engined Westland Wessex as used by the British military – one of which was modified to carry the Queen Elizabeth II around. Once it has been restored back to her colours, there will be a limousine from Daniel’s collection parked beside the helicopter that was used to drive the late Queen on official engagements. There is also the obligatory Hughes 500 as well, Squirrels and a naval Scout that was based on board the HMNZS Waikato.

From here, a lot of people made their way back to the Highway Inn for the infamous ‘bullshit session’ and charity auction. It was another great night at the inn, hosted by Kris and her crew. The drinks were flowing, along with the BS and superb meals. The total amount raised from the day was just on $5000, which was donated to the Tramway Historical Society, a cause which was very close to Dave Carr, who prior to his death in November 2015, spent many hours there, looking after the management of the workshops and staff as well as taking thousands of truck photos.

Many thanks to all who participated in this year’s event. The full list of people and businesses who supported the organisers this year is on the Dave Carr Memorial Truck Run Facebook page. Head there for some additional photos and drone footage from the day.

Heavy loads

Reagan Brown with the Mack Titan he drives for King House Removals, which won the King Rig title. This wasn’t the first rodeo for either Kings or Brown, both winning the award more than 30 years ago. There is something special about Reagan’s passion, pride and hard work.

SHINING IN THE SOUTHERN SUN

Invercargill showcased an impressive truck parade and exhibition during Labour Weekend in October, offering an insightful cross-section of the dynamic transport industry.

One hundred and fifteen trucks assembled to vie for the coveted title of King Rig at this year’s Southland Truck Show, an award ultimately clinched by a King House Removals truck. Reagan Brown prepared and entered the 2013 Mack Titan, along with another new King House Removals Mack and an older International. It wasn’t easy to gauge which of

the Macks were new and which was a decade old.

The winning Mack has an MP10 engine, driving through an 18-speed Mack gearbox and auxiliary four-speed box. It was built as a transporter in-house to meet King’s specifications and requirements.

Neither Brown nor King House Removals are strangers to truckshow competition.

Reagan and Kings won the

King Rig title more than 30 years ago, and it was inevitable their names would feature high on the honours list.

After parking up for judging and public scrutineering, the ensemble and a further 25 trucks travelled in convoy through the streets of Invercargill to the Newfield Tavern, where the prizegiving ceremony took place.

As in the past, thousands of people lined the streets and centre plots along the route to view the annual procession.

The competition was very close, with King Rig and Best Fleet awards closely swayed by the individual brand and distance awards. This made the

final big decisions a tight contest between Eden Haulage, King House Removals and Mainfreight entrants.

Organiser Mark Purdue is grateful to the entrants for the hundreds of hours spent preparing their rigs for the public to enjoy. He also highlighted the commitment from the owners and loyal sponsors, without whom the event wouldn’t happen. There was 100% support from franchise companies and acknowledgement of backing from New Zealand Trucking magazine and the Invercargill Licencing Trust.

Scott McDonald worked right up to the 11th hour on a milk transfer contract before slipping his stock crates back on and winning the Best Mercedes-Benz trophy with the Arocs he drives for Titiroa Transport.

Left: Jake Rohan kept up the Rohan Haulage standard of presentation with a new Kenworth T610 SAR.

Below: Alfie Payne won the best logger with Blue Rakau, appropriately translating to Blue Timber.

King Rig

Runner Up

Less than 20,000km

20,000 – 100,000km

100,000 – 300,000km

300,000 – 600,000km

600,000 – 1,000,000km

Over 1,000,000km

Best paint job

Invercargill Truck Show 2023 – RESULTS

Reagan Brown King House Removal

Haydon Campbell R&H Transport (Mainfreight)

Jake Rohan Rohan Haulage

Jake Willis King House Removal

James Von Randow Freight Haulage

Hamish Boyle Wilkins Farming Co

Pete Duncan P Duncan Transport

Shannon McKeown Ryal Bush Transport

Best fleet 3 or more entries Eden Haulage

Best working truck

Best linehaul

Best spreader

Best stock truck

Best bulk tipper

Best DAF

Best Freightliner

Best Fuso

Best Hino

Best International

Best Isuzu

Best Kenworth

Best Mack

Best Mercedes-Benz

Sean Doyle Eden Haulage

Steven Swain McNeill Distribution

Dan Herman Evans Freight

Best logger Alfie Payne Dynes Transport

Sam McCully Ryal Bush Transport

Tait Robertson RTL (West Otago Transport)

Nick Young Southern Transport

Hayden Livingstone Eden Haulage

Coltin Manson Booths Logistics

Cory Sparrows Majestic Horse Floats

Richard Gregory Southern Transport

Warren Willis King House Removals

Dave Thompson

McGregor Concrete

Hayden Brookland Eden Haulage

Reagan Brown King House Removals

Scott McDonald Titiroa Transport

Best UD Davey Crosbie Hughes Contracting

Best Scania

Ross Carlene Halls Cold Chain Logistics

Best Volvo Barry Ramsey Freight Haulage

Best Western Star

Best other brand

Best classic

Stephen Gibb Rohan Haulage

Carlos Bates (Peterbilt) Northside Sand & Gravel

Shayne McAndrew Graeme Maxwell

Stop! All you health and safety zealots reaching for your corrective actions, site bans and drug-testing kits … it’s 1992. That’s 31 years ago. Yes, the Absolute Classic ‘Chrissy’ edition is truly a classic. Seen here unloading at the Waipa Mill in Rotorua is Bob Ellis, the load on his magnificent Rotorua Forest Haulage White Road Boss being readied to receive the Ensign claws. A photo that speaks to so much.

LEADERS

Join us for an exhilarating new event designed for transport leaders wanting to create a culture focused on health, safety and wellbeing.

Thursday, 22 February, 7:30 – 10:00am Due Drop Events Centre, Manukau $1,500+GST (table of 8) I $199+GST (individual tickets)

DRUM ROLLER MOUNTS

TOP TRUCK

NICE GUYS AND GALS DO WIN!

The annual presentation of the John Murphy Memorial Top Truck Award is certainly one the highlights of our year. This one was a little bit more special, however. In keeping with the man after whom the award is named, we were flooded with messages from people who were thrilled that Rob and Tania Jeffery had won it – certainly a Top Truck, but top people to boot.

Just a lovely bloke.’

‘A bloody good bugger!’

‘Your classic Kiwi battlers’ The tributes came in from all over the nation, the South Island in particular. It’s not just RT Southern Line Haul’s Kenworth K200 2.8m Aerodyne tractor and 6-axle B-train Bad Habit that struck a chord with the voting public, it was also the truck’s owners: Rob and Tania Jeffery. Securing well over double the votes of its nearest competitor, the early signs were evident the

couple’s K’dub, resplendent in the striking red and yellow livery of Bascik Transport, was going to be a tough rig to head off.

Although Timaru-based, the Kenworth and its TMC B-train is a regular in both the North and South islands, so is a true New Zealand Top Truck. That also meant we were able to rendezvous with Rob at Bascik’s Onehunga yard while he was on a recent interisland run. Bad Habit was treated to a bath on arrival in the City of Sails and was

looking its best for the official proceedings.

On hand to effect the handover of the spoils were Power Retreads director Dave Leicester and Dave McCoid from New Zealand Trucking Media.

Once again, we assigned our man upstairs, John Murphy, the weather task for the presentation of the annual Top Truck Award named in his honour. He managed to put on two hours of consistent sunshine in Auckland … in spring. Now

that really is a miracle.

“The truck is looking fantastic and Rob and Tania are such deserving winners,” said Dave Leicester.

Rob and Tania receive a full set of Vipal DV-RT4 retreaded drive tyres valued at $3200 plus GST, and a fantastic original painting of Bad Habit from the Andrew Geddes poster, painted by New Zealand’s first lady of auto art, Rochelle Thomas. That’s valued at $600.

“An awesome day all round,

isn’t it?” said Rob Jeffery. “Thanks to Dave [Leicester] at Power Retreads for the tyres, Rochelle for the painting, New Zealand Trucking magazine, and Andrew Geddes for what he did to get us this far. If it wasn’t for him we wouldn’t be here today.”

“The award is named after one of life’s truly nice guys, and this year was so fitting in honouring that,” said New Zealand Trucking Media’s Dave McCoid. “Yes, Bad Habit is a worthy winner in every sense, but the calls we received from people

thrilled at who had won this year...

Rob and Tania are fantastic folk and people wanted that recognised.

“Speaking of fantastic people...

Again, Dave Leicester and the Power Retreads team, and of course, Rochelle Thomas who really does have the pressure on her to get the winner’s painting completed at her busiest time of the year. Without those two stalwart supporters, the competition wouldn’t be what it is. We honestly can’t thank them enough.”

NO BAD DAYS IN

CANTERBURY

Many family businesses in the New Zealand transport industry operate with pride and passion, dedicated to their trade. Scott Carrrying Co. is one of those estalishments.

Kane Scott of Scott Carrying Company, based at Kaiapoi, is an operator who takes great pride in his work, and the Scania R540 put to work early this year provides the proof.

Kane is no stranger to the pages of New Zealand Trucking magazine. He drove the Road Metals Mack Trident Rock Dog that was Top Truck in July 2017 and went on to take out the overall Top Truck prize for the 2016/2017 year.

Throughout his formative years, Kane had plenty of exposure to the trade, with his father and stepfather both driving trucks.

A chance conversation between his mother and Allan Sims (manager of the Goodman Fielder transport operation) at a Christmas function, saw his school books closed for the last time and Kane’s career begin under the transport apprenticeship scheme of the era.

Wheeling stacks of bread around the factory and loading trucks led first to a forklift licence, then class 2, 4 and eventually class 5, under the accelerated licensing scheme.

“It seemed like an eternity from when I got my class 5 until I was allowed to do anything,” he says. Eventually, runs between Christchurch and Timaru or Oamaru in a Volvo FH520 became commonplace.

After some relief driving across the Goodman Fielder linehaul fleet, Kane was keen to try carrying stock, so a move beckoned to Frews in Oxford, where he piloted a Hino FS.

Livestock cartage continued with three years at Canterbury Plains Transport (CPT), driving firstly a Mercedes-Benz Actros and latterly a Scania R620, all over the South Island.

The Scania at CPT set the scene for the future, with comfort and reliability being its strong points, Kane recalls.

Aggregate cartage for Road Metals followed, firstly in a Mack Granite, and then in the winning Mack Trident, Rock Dog. When Chris Hancox, his mate and mentor from the Goodman Fielder era, departed the transport operations seat at Road Metals to pursue his own business, Kane took over the role.

From early in his career, Kane sought to do something for himself within the industry and

looked at several owner-driver opportunities as they presented themselves.

While pursuing one of these, Kane met up with another old workmate from the Goodman Fielder days, Andrew Johnson (AJ), and the two had a conversation regarding Kane’s desire to “have his name on the door”.

AJ at that time operated Belfast Contractors, a two-truck operation servicing one of

Canterbury’s major smallgoods processing operations.

Shortly after that meeting, AJ made contact to see if Kane was interested in the Belfast Contractors business and these discussions led to Scott Carrying Company first trading in October 2020. A pair of Iveco Stralis 460 tractor units came with the business, which involved moving a mix of ambient and temperature-controlled cargo around Canterbury.

He kept an eye open for any potential prospects to grow the business and an opportunity arose moving refrigerated product for a key customer between Christchurch and Auckland; this run was started with an existing Iveco.

When Kane could see this was a good fit for the business, a case was put together to utilise an HPMV quad-quad combination, which came to fruition early this year.

There was only one option when it came to what would head the new combination. “A lot of people around me have Volvos and I’ve spent a fair bit time driving them. They’re good trucks but my experience with the CPT R620 was great,” explains Kane.

He ordered an R540 fitted with Scania’s six-cylinder DC13 Euro-6 engine that produces 397kW (540hp) and 2700Nm (2323lb/ft) of torque between

1000 and 1300rpm. This model was chosen partly for the tare offered in comparison with the larger V8-powered version, as well as for the good fuel consumption the six-cylinder model is renowned for.

Scania’s GRSO905R 12-speed transmission and a 3.07:1 ratio RB662 tandem bogie take care of transferring the torque to the tarmac, with Scania air suspension fitted to all axles. Kane said the intention was

not for the driver to live in the truck. But, should he get delayed, particularly regarding the Cook Strait ferries, he could grab some food en route to the terminal and overnight there.

Inside the CR20H cab is an 800mm wide bed, fridge, microwave and television, plus ancillary cab cooling, making for a comfortable night’s rest.

Fruehauf supplied the 15.5m-long Schmitz Cargobull quad semi. It rides on SAF

INTRADISC axles that are fitted with the TYRE PILOT inflation system, and both truck and trailer run on Alcoa Dura-Bright rims.

“I believe the Cargobull is a good body, with impressive thermal ratings. I liked the product and related well to Tony Symons, the Fruehauf sales rep of the time. He understood what

we wanted to achieve,” says Kane.

Temperature control is supplied to the Cargobull body by a Carrier Transicold HE19 MT refrigeration system.

Externally, the combination is adorned with a tasteful amount of extra lighting, plus the European-style sun visor and stoneguard. Kane spent a period of time researching trucking in

Europe and focused on designing the Scania to look like something that would be seen there.

He went to Andrew Geddes of Timaru Signs & Graphix, who transferred these ideas onto the white canvas, and the result is spectacular. Andrew comments:

“When you combine the Scott Carrying graphics and detail, subtle pinstriping, scroll work

and personalised features with the adapted stripe package and colour selection, the Scania has a unique look.”

Kane is quick to acknowledge the truck’s presentation is entirely down to its driver, Hamish Stuart, who treats it as his own. He washes it before departure each week and it quite often gets a once-over again before departing Auckland for the south.

Scott Carrying Company is very much a family business. Kane and partner Tamara have two young sons, Orlando and Jett, who, in the words of their father, are “truck-mad, off the charts”, and spend as much time in and around the trucks as possible.

When you are surrounded by great people and great equipment, you can see why the New Zealand Trucking magazine Top Truck for December 2023/ January 2024 carries the name No Bad Days

JUST TRUCKING AROUND

Arthur Hill

Arthur ‘Arty’ Hill has been a truck fan since he was lad, taking after his dad. He always wanted to operate trucks, and that dream is now a reality, plying the southern roads, driving a sharp T404 SAR Kenworth, and working for Dunedin’s Clearwater Civil. Clearwater gave him a chance at the green age of 15 when Brad and Gus Clearwater took him on as a yard hand. Arthur was

happy to start at the bottom and has the utmost respect for the two guys who gave him a chance, and he adds that they are great people to work for.

He has worked in drainage, hydro excavation and asphalting, gaining his licenses along the way. When he obtained his class 4, he took over the hook truck and learnt tips and tricks from other operators

Sam Nordmeyer

At 21, Sam Nordmeyer proved he’s a capable young operator when he delivered a shipping container to Mike and Alison Verran’s home. At the wheel of his 2017 Scania R560, he impressed Mike with the way he negotiated the couple’s tricky driveway and the ease with which he unloaded the container.

Sam drives for Mammoth Transport of Kumeu. He carts various things, including power poles, steel beams and shipping containers.

“I’ve been around trucks my whole life. I’ve been riding in the truck since I was a little kid – the furthest trip was to Christchurch,” says Sam. “This is my dad’s company, so I have just followed in his footsteps. I’ve been driving trucks for three years and got my class 5 a year ago.”

After unloading at the Verrans, Sam was heading to Te Puna for another dropoff, followed by a trip over the Kaimais to Waerenga to re-position a container, then back home to Kumeu.

Sam’s job takes him to some interesting spots. “I get to see new places all around the country. Recently, I went to a movie set up north, which had a lot of their props and sets. It was cool to see the set-up, with a little

within the company. With class 5, he took over the company’s Freightliner Century Class fulltime for a year, and then the Freightliner was replaced with the Kenworth just as he turned 21. He was over the moon with that upgrade.

The SAR is a 2005 model with about 600,000km on the dial. It runs a 525hp Cummins with an 18-speed Roadranger and spends most of its time pulling a two-axle tip trailer around the greater Dunedin area. Occasionally, Arthur will pull a low loader carrying the many plant items that Clearwater operates.

On the day Craig Andrews caught up with him, Arthur had a Clearwater Civil D6 Cat loaded for Balclutha, which had recently been stripped down and repainted by the company’s workshop team.

Arty enjoys cruising along with his music going, and not much gets him down. He says it can get a bit lonely when he is doing the big hours, but he wouldn’t have it any other way. “A difficult day on the road is better than a good day in the office.”

Arthur’s vexing question was: leather or lace? He went with leather to match the interior of his truck, of course.

village and huts and things.”

Sam is a very calm operator. He says he doesn’t really have any issues with the industry; he is just taking his time to learn as he goes. Clearly, he is a young man with the right attitude to succeed. However, Sam

did have one issue: “I would have washed the truck if I had known this was going to happen!”

And, now, the vexing question: milkshakes or smoothies? “Milkshakes … although smoothies are pretty good too.”

JUST TRUCKING AROUND

Roy Horst

While visiting Gee Cee’s truck stop on the I-5 near Toledo, Washington State, Carl Kirkbeck caught up with career truck driver Roy Horst, who was waiting for details on a possible eastbound backload – a 40,000lb (18 tonnes) solid nugget of titanium. Home for Roy is some 2765 miles (4449km) to the east, on the outskirts of Chambersburg, Pennsylvania.

Roy’s ride is an extremely tidy, bright yellow 2020 W900L Kenworth StudioSleeper, which he had custom-built to his specifications. It runs “a 565 Cummins at 1850”, with an 18-speed Roadranger and 3:25 rear end – a real interstate cruiser.

Life on the road for Roy started 54 years ago, in 1969. “I really enjoy the job, the challenge. I enjoy providing good service to good customers who appreciate what I do for them. It’s nice to get that recognition. In fact, the client I delivered to in Tacoma the other day was impressed with the set-up I have here and said they would be requesting that the shipper uses me to deliver the other machines they have on order as well. So, yes, it is rewarding to have that acknowledgement,” says Roy.

JUST TRUCKING AROUND

“Unfortunately, things have changed a bit. There is a new breed of truck driver now that, we will say, don’t understand the commitment needed. They want to be home every night. They want their weekends off. The desire to be an owner-operator seems to be getting less and less. Being a truck driver was a title and a position you held with pride. Unfortunately, that pride seems to be slowly eroding.

OVERSEAS

“A lot of them now want to park right up beside the front door of the truckstop, grab their fast food or energy drinks, and they are on their way again. I like to park out of the way, off to the side, away from all that, where it’s safe. I’m not afraid of walking some – it’s good exercise.”

Our vexing question for Roy was: seeing as we are in the US, who is it for you, red or blue? “Definitely blue.”

2016 Kenworth 8x4 Aerodyne sleeper

620hp 18 speed manual

Available late August 2023

Complete with 2016 12.1 metre Fruehauf 5 axle curtainsider –38 pallet unit BPW axles, disc brakes, 19.5 DuraBright alloys right throughout. 50 tonne rated and 23 metre permitted, 930,000kms.

We bring you exclusive-to-New Zealand industry content from fellow International Truck of the Year member publications.

Effectively investing a billion

While Alexander Vlaskamp, CEO of MAN Truck & Bus, was on a brief visit to Vienna, Florian Engel took the opportunity to pick his brain about the looming introduction of Euro-7.

The challenges facing the commercial vehicle industry are not getting smaller. The current topic is the double burden posed by the energy transition and the additional efforts to introduce Euro-7. What is your position on this?

You are right – the demands placed on us by the politicians are extremely high. In the Traton Group alone, introducing Euro7 would mean investments of about €1 billion ($1.8 billion). This €1 billion could be used much

more effectively to advance CO₂ neutrality. Specifically, this money should be invested in developing new battery and hydrogen technologies.

These are gigantic sums. But what would a move to Euro-7 mean for individual customers?

We anticipate an additional cost of €14,000 to €20,000 ($25,000 to $36,000) for our customers compared to today’s Euro-6 vehicles. This is primarily due to the very expensive technology and the disproportionate effort required to reduce particles and NOx further. In addition, there are the monitoring requirements, which, in turn, necessitate a multitude of sensors throughout the entire exhaust system.

We agree this dual strategy by the EU is perplexing. Is the June 2027 deadline even achievable? Absolutely right. We still do not have final specifications for

Euro-7 today. This means it will be even more challenging for us in development. It would be very tight to meet the deadline, and we will certainly not have all variants and applications available from the start. We have already announced that we will no longer introduce Euro7 in the city-bus sector. Here, we are exclusively focusing on battery-electric drives. It is not surprising that many European countries are already positioning themselves against Euro-7. A much more effective solution would be to convert half of the European fleet still operating with Euro-5 or less to Euro-6.

Regarding battery-electric drives, what is MAN’s general roadmap?

Currently, we are investing €150 million ($251 million) in a battery plant in Germany. One thing is clear – the push for batteries will come with emission trading, which will also

encompass transport companies. From 2025, our new generation of batteries will bring even more range with greater density.

Electromobility has long been a reality for us. We will deliver 900 eBuses this year alone, primarily to Scandinavian countries, but we have also entered into a framework agreement with ÖBB (Austrian Federal Railways). The larger plan envisions offering full-electric intercity and lowentry vehicles from 2026/27. We will start in the coach segment from 2028. Our electric trucks will benefit from this experience. The pre-series production starts next year, and true series production begins in 2025.

Florian Engel is editorin-chief of the German publication 1TRUCK, and a member of the International Truck of the Year jury.

Helene embarks on a new journey

Meet Helene, a remarkable woman who decided to embark on a new adventure later in life by transitioning from an office management administration role to becoming a truck driver. In this interview, she shares her journey of pursuing her long-time dream and successfully navigating the challenges that came with it.

Helene is on the industry association run Road to Success programme and has completed four MITO – Te Pūkenga micro credentials and now the New Zealand Certificate in Commercial Road Transport (Heavy Vehicle Operator) programme.

Can you tell us a bit about yourself and how you entered the transport industry?

I’ve always wanted to be a truck driver, a dream that life kept deferring. After several years, I finally decided to take the plunge. I enrolled in courses to obtain my class 2 licence and endorsements, and now, after overcoming various hurdles, I’m living the life I’ve always wanted.

How long have you been in transport now?

It’s been about five years since I made the switch from office management admin to the transport industry.

What motivated you to become a truck driver?

It’s a family thing. My uncles used to take me out when I was a little girl, and the desire to get behind the wheel stayed with me. That familial connection drove me to pursue the necessary licences for full-time driving.

Who are you currently working for?

I’m with Kam Transport, and it’s been an incredible experience.

Balancing work and courses must be challenging. How do you manage it?

It’s definitely a challenge, especially with my shifts, but passion drives me. I’ve made it work because I love what I do. And I’ve had some great support from the team at MITO - Te Pūkenga.

What has been your experience with the courses you’ve taken? Are they helpful in regards to what you do in your job?

Very helpful. The courses played a crucial role in obtaining

my class 5 licence, and the assignments were directly related to my practical experiences.

Do you think others interested in the transport industry should consider taking similar courses?

Absolutely. It’s different when you’re on the inside looking out. Once you’re in the industry, everything clicks, and it becomes incredibly relevant and beneficial.

Any advice for those considering a career change into transport, especially later in life?

I’ve had women reach out to me on social media, expressing their desire to enter the industry. I share my journey with them and guide them on where to go and how to gain experience. Perseverance is key, especially for women facing the challenge of not having prior experience. I’ve seen one lady take those steps, and it’s been really encouraging.

A message from Helene...

“I would like to acknowledge TR Driver Trainers Dennis and Peter McAnallen, and KAM Transport’s Paul Biddle, Sola Tanoi and Kotuku Coombes. All their years of experience will be passed on to other drivers as my journey continues.”

Three Routes to Success

Designed for both employees and owner-operators in the Commercial Road Transport industry, MITO - Te Pūkenga’s micro-credentials provide foundational knowledge that will boost your career.

DRIVER SAFETY

Fatigue and health factors affecting the performance of drivers and safe night driving. mito.nz/driversafety

LOADING FUNDAMENTALS

Heavy combination vehicle dynamics, safe driving, loading principles and procedures. mito.nz/vehicleloading

MASS AND DIMENSIONS

Vehicle mass, dimensions and High Productivity

Motor Vehicle permits for drivers.

mito.nz/mass

Completed online, these micro-credentials are NZQA-approved and are components of the ‘Road to Success‘ programme.

NEW RIGS

RUNNING WITH THE GRAIN Scania S770 B8x4NA 8x4 rigid – sleeper cab

OPERATOR: Douch Transport, Rotorua

ENGINE: Scania DC16 16L

Euro-6 574kW (770hp) 3700Nm (2729lb/ft)

TRANSMISSION: Scania

Opticruise GRSO926R 12-speed AMT with 4100D

HEAVY METAL

retarder

REAR AXLES: Scania RB735 hub reduction

REAR SUSPENSION: Scania

air suspension rear with scales –spring front

BRAKES: Disc. ABS, EBS

SAFETY: ABS, EBS

Iveco T-Way 8x4 rigid – day cab

OPERATOR: Metal Solutions BOP, Kawerau

ENGINE: IVECO Cursor-13 13L Euro-6e 380kW (510hp) 2300Nm (1696lb/ft)

TRANSMISSION: Hi-Tronix 16-speed AMT with rocking and creeping modes, four reverse gears

REAR AXLES: IVECO hub reduction

REAR SUSPENSION: IVECO eight-bag ECAS

BRAKES: Disc. ABS, EBS

SAFETY: ABS, EBS, ESP, LD

BODY/TRAILER: Palfinger hook by Koromiko Engineering, Coastline Auto Electrical and Metal Solutions BOP

FEATURES/EXTRAS: Engine PTO, stone guard, daytime running lights

PAINT: Haddock Spray Painters, Whakatane

SIGNAGE: Diverse Graphics, Whakatane

OPERATION: Metal recycling duties in and around the BOP

DRIVER: Shannon DeVos

SALES: Brent Landers

BODY/TRAILER: New Roadmaster chilled curtainsider body and matching Roadmaster five-axle pull trailer

FEATURES/EXTRAS: Sleeper cab, V8 leather trim, fridge, microwave, Alcoa DuraBright polished alloy rims

PAINT: Peak Panel & Paint, Te Puke

SIGNAGE: Sign Edge, Rotorua

OPERATION: On contract throughout the North Island for Goodman Fielder

DRIVER: Josh

SALES: Callan Short

CLUTHA CRUISER

OPERATOR: Upper Clutha Transport, Luggate

ENGINE: Volvo D16G 16L

Euro-6 522kW (700hp) 3150Nm (2323lb/ft)

TRANSMISSION: Volvo

ATO3112 I-Shift 12-speed AMT

REAR AXLES: Volvo

RIVERTON RH

Volvo FH700 8x4 rigid – sleeper

RTS2370B

REAR SUSPENSION: Volvo

RADD-GR air

BRAKES: Disc. ABS, EBS

SAFETY: ESP, DAS, ACC, AEB, LCS, LKA, AB

BODY/TRAILER: TMC curtainside body and matching

International RH-R6 6x4 rigid – day cab

OPERATOR: Steven Shearing Contracting, Riverton

ENGINE: Cummins X-15 15L 410kW (550hp) 2508Nm (1850lb/ft)

TRANSMISSION: Eaton UltraShift MXP 18-speed AMT

REAR AXLES: Meritor RT46-160

REAR SUSPENSION: IROS

BRAKES: Drum. ABS, EBS

SAFETY: ABS, EBS

BODY/TRAILER: Refurbished dropside tipper body by Ryal Bush Engineering and matching four-axle drop side-tipper trailer

FEATURES/EXTRAS: AliArc log-spec bumper, twin exhaust stacks, stainless-steel bug deflector, offset steerers

PAINT: Factory

OPERATION: Silage and general bulk freight in and around Southland

DRIVER: Steven

SALES: Shaun Jury

TMC five-axle pull trailer

FEATURES/EXTRAS: Factory air deflector, stoneguard, sun visor, stainless-steel tool lockers, additional marker lights

PAINT: Factory and Vincent Holdings, Alexandra

SIGNAGE: B-Design, Alexandra

OPERATION: General freight duties as well as courier postal contract through to Christchurch

DRIVERS: Barney Hodges –days / Sam Magititabua – nights

SALES: Ben Gray

WOODY WAGON FUSO Shogun 510

OPERATOR: Jilesen Group, Taumarunui

ENGINE: Fuso OM471 13L Euro-6 375kW (510hp) 2500Nm (1844lb/ft)

TRANSMISSION: Fuso ShiftPilot G330 12-speed AMT

REAR AXLES: Fuso D12 hypoid with interaxle diff-lock

REAR SUSPENSION: Fuso four-bag air

suspension

BRAKES: Drum. ABS, EBS

SAFETY: ABS, EBS, ASR, ESC, LDWS, ABA5

BODY/TRAILER: Transfleet alloy bath-tub body and matching four-axle pull trailer

FEATURES/EXTRAS: Offset steerers, CTI, sun visor, stoneguard, Alcoa Dura-Bright

6x4 rigid

polished alloy rims

PAINT: Factory

OPERATION: North Island deliveries from its home base quarry in Taumarunui

DRIVER: Woody Jonasen

SALES: Herman Steyn

RIDIN’ DIRTY

OPERATOR: East Coast Trucking, Edgecumbe

ENGINE: Cummins X-15 15L 459kW (615hp) 2779Nm (2050lb/ft)

TRANSMISSION: Eaton

Roadranger RTLO22918B 18-speed manual

REAR AXLES: Meritor MT21-

165GP

REAR SUSPENSION: Kenworth Airglide 460

BRAKES: Drum. ABS, EBS

SAFETY: ABS, EBS

BODY/TRAILER: Truck

Works Mechanical and Engineering tractor unit fit-out

FEATURES/EXTRAS: KW-

Kenworth K200 flat-roof 6x4 tractor – sleeper cab

embroidered leather seats, Alcoa Dura-Bright polished alloy rims, Pearl Craft steering wheel, 11 bullet roof lights, painted alloy drop-visor, black mesh grille, 10 grille bars

PAINT: Factory

SIGNAGE: Marty’s HighPerformance Signs, Mt Maunganui

OPERATION: IXOM product delivery duties, from Gisborne in the east to Auckland in the north

OWNER DRIVER: Daniel Bangs and Nikita Carpenter

SALES: Tim Finlay

BULKY FOR JG

Scania R650 B6x4HA 6x4 rigid – sleeper cab

OPERATOR: JG Haulage, Napier

ENGINE: Scania DC16 16L Euro-6

484kW (650hp) 3300Nm (2434lb/ft)

TRANSMISSION: Scania Opticruise

GRSO926R 12-speed AMT with 4100D retarder

REAR AXLES: Scania RB735 hub reduction

REAR SUSPENSION: Scania air-

FLAME TREES

suspension rear with scales. Spring front

BRAKES: Disc. ABS, EBS

SAFETY: ABS, EBS, AEB, ACC

BODY/TRAILER: Transfleet alloy bathtub body and matching five-axle pull trailer (refurbished post-flood)

FEATURES/EXTRAS: V8 leather trim, fridge, Alcoa Dura-Bright alloy rims all round, toolboxes, drop-visor, Euro-style

Kenworth Legend SAR Aerodyne 6x4 tractor – sleeper cab

OPERATOR: Uhlenberg Haulage, Eltham

ENGINE: Cummins X-15 15L 459kW (615hp) 2779Nm (2050lb/ft)

TRANSMISSION: Eaton Roadranger RTLO22918B 18-speed manual

REAR AXLES: Meritor 46-160GP with full cross locks

REAR SUSPENSION: Kenworth Airglide 460

BRAKES: Drum. ABS, EBS

SAFETY: ABS, EBS

BODY/TRAILER: Tri-axle LPG tanker

FEATURES/EXTRAS: Kentweld gull-wing bumper, Chris

Stanley custom drop visor, air cleaner light bars, sleeper stainless steel infills

PAINT: Factory

SIGNAGE: The Sign Shop, New Plymouth

OPERATION: North Island-wide bulk LPG deliveries

DRIVER: Mark

SALES: Adam McIntosh

stone guard, rear hub covers

PAINT: Cab by Haddock Spray Painters, Whakatane; bin by Peak Panel and Paint, Whakatane

SIGNAGE: Truck Signs, Mt Maunganui

OPERATION: General bulk commodities throughout the central North Island

DRIVER: Jaden

SALES: Callan Short

ON THE ROAD NEW RIGS

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

Mitsubishi from Centra, moving New Zealand forward. You can hire a Mitsubishi Forklift on a fixed term hire contract, maintenance included on terms from day to day right up-to 7 years

• New or Used, ex fleet forklifts available

• Huge range to choose from

• Delivery within 24hours

Auckland - 32 Hastie Avenue, Māngere Bridge, Ph: 09 634 8500 Hamilton - 38a Maui Street, Ph: 07 849 5128

Tauranga - 12/45 Kaweroa Drive, Tauriko, Ph: (07) 282 9910 Palmerston North - 25 Bisley Street, Ph: 06 355 9033 Christchurch - 38a Parkhouse Road, Ph: 03 343 6814 Our 100 year history proves that when you do everything with heart, nothing is too

New Bodies & Trailers

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

Space saver

TMC Trailers in Hornby recently delivered a sleek new build for TSL Logistics. The curtain-sided truck body, boasting flush rear doors, spans 8.5m and accommodates 16 pallets. The matching five-axle curtain-sided trailer completes the package, with a mezzanine floor to maximise productivity.

FEATURES: SAF disc-brake air-suspended axle sets, Alux polished alloy wheels. TMC

FEATURES: SI Lodec scales, Hendrickson discbraked air-suspended axle sets with TYREMAXX.

Patchell Industries

Self help

Patchell Industries has proudly handed over this new build to Binnie Haulage of Taupo, based on its new Scania cab and chassis. The project incorporates a Palfinger Epsilon 1180 crane and multi-bolster placements on the truck. A custom cab guard and protective shielding were also designed and manufactured to fit the unit. Additionally, the Patchell team fully refurbished an existing 2016 three-axle trailer, also giving it a fresh coat of paint to complement the truck’s finish and detail.

FEATURES: SAF INTRADISC air-suspended axle sets, SAF TYRE PILOT. MD Engineering

Technology abounds

This new build by the team at MD Engineering for Dunedin Bulk Haulage is at the cutting edge of technology. It features an in-house-designed, electrically actuated mezzanine floor in the trailer, so there is no more risk of drop or damage through fork-hoist operations. Another key feature is the cab-operated extendable drawbar for low-speed manoeuvring. This is a trial concept in conjunction with NZTA, with positive initial feedback. Payload has not been compromised either, with the trailer tare at 7780kg, and the DAF at 12,600kg, with the rig capable of accommodating 38 pallets.

Shingle express

The team at Longburn Shingle’s need for a new four-axle bottomdumper pull trailer had them discussing options with TES of Invercargill. The resulting build hits the mark with its 17m3 Hardox steel bin, complete with four individual doors. These are operated electrically via the truck’s 24V supply.

The premier name in the world of truck and trailer wheels

Delivering the great professional look of a wheel in combination with significant weight saving benefits and the strength of a quality forged aluminium wheel makes ALCOA Wheels stand above the rest.

FEATURES: SAF INTRADISC air-suspended axle sets, Wabco EBS.

Transport Engineering Southland (TES)

RMD FLEET NO.103

In Mt Maunganui, visiting RMD, we found a matching pair of twin 2004 Western Star 4964FX bulk units. The rigs are true one-owner trucks that were built to wear the famous teal blue. Nearly 20 years later, both are still rocking the livery.

Still relatively new to the New Zealand market in 2004, the 4900 series Constellation Western Star was a head-turner with its bold North American DNA. RMD fleet No.103 is no exception, with its long hood, tall alloy-sided bins and short, stocky twin exhaust stacks.

The truck has been a solid performer for RMD, with some 2,500,000km on the clock. But, as always, there is a little history along the way.

In 2008, at about 500,000km, the Cummins Signature 600 was rebuilt

under warranty because of excessive oil consumption. Another engine rebuild was to follow in 2011 at about 1,000,000km, with a third in 2017 at close to 1,800,000km. It got a new turbo at 2,200,000km and a transmission at just over 2,400,000km. Recently, the truck was involved in an incident necessitating repair, and the opportunity was seized to give the unit a well-deserved birthday. A ground-up restoration was administered, including a fresh coat of RMD blue laid out in the new scheme with a cool retro twist.

RMD FLEET NO.137

It is a similar story with fleet No.137. Another eye-catcher, it sat on the Western Star display stand at the 2005 Truck and Heavy Equipment Expo at Mystery Creek. No.137 was almost identical to No.103, with an 18-speed Roadranger and Rockwell rear end, virtually sharing each other’s spec sheet except for the iron under the hood – No.137 was built with a C15 Caterpillar.

Fleet No.137 has close to 2,400,000km on its clock now, and as we have come to

expect with those box-ticks on the spec sheet, reliability and longevity are a given.

Fleet No.137 has enjoyed a similar run as No.103, with an engine rebuild at 890,000km and a transmission refurbishment at 1,200,000km.

A set of engine bearings were rolled in at 1,500,000km, and a new turbo at 2,205,000km.

A second engine rebuild followed not long after at 2,270,000km. Unfortunately, at 2,310,000km, it was in the wrong place at the wrong time and found itself in need of

repairs. Again, RMD grabbed the opportunity to bring the unit bang up to date, including applying the new ‘old-skool’ livery graphics to the cab and bonnet.

The overall appearance and condition of No.137, just like No.103, is a credit to

RMD’s in-house workshop team and the various pilots that have held the tiller. It proves that the correct spec for an application, along with continual attention to repairs and maintenance, dramatically affects the life expectancy of an earning asset.

RMD fleet No.137, after its re-birth in new retro livery, looks sharp with lights on in the early morning glow.

Bridgestone and New 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.

Fleet No.137 enjoying the limelight on the Western Star stand at the 2005 Truck and Heavy Equipment Expo.

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

Coolpak Coolstores is a significant player in the temperature-controlled storage industry, operating several sites in Canterbury. A tidy fleet of predominately European trucks supports the operation, including this DAF CF 530 quad-quad reefer, here pictured heading west on SH73 near Lake Grasmere.

Voted no. 1 in Safety.

We’re incredibly proud to be voted #1 in safety in NZ Trucking magazine 2023 national trucking survey. From stronger cabs, to smart emergency brakes, to side-detection alerts, our focus is always on the best possible protection for our drivers and fellow road users.

and photos

IN SEARCH OF OLD K S

It almost has pilgrimage status. The annual Clarendon Kenworth Klassic an hour north west of Sydney was bigger and better than ever in 2023. Whether you’re a ‘bug boffin’ or not, you can’t help but be impressed with the iron on show and the wonderful folk sharing and celebrating a love of road transport. I went in search of my particular Kenworth bent – old Ks and people who own them.

LOVIN’ THE 100 E

Adam Twyford is a key man in the Pambula-based Bobbins Transport operation, and like so many of us, when he’s not knee deep in running trucks, he’s spending time in and around trucks! His pride and joy is this 1990 Kenworth K100E ex-DM Transport from Goulburn near

BOBBIN ALONG

Canberra, that today wears his own Diesel and Co. Trucking name. The truck ran general freight to Sydney for the bulk of its work life – the classic gatesand-tarps Aussie gig.

“I just love K100Es, the highrise dash, square headlights, all that stuff. It’s testament to its

Grandson to Bobbins Transport founders Neville and Lyn Bobbin, Dylan Egan drives one of the company’s T909 Kenworths. His assignment on Clarendon weekend however was the restored 1984 Kenworth K125 the high-profile family company

owners and their maintenance programme. All I’ve done is paint the chassis and hubs, polish her up.”

Under the cab is a Caterpillar 3406B, 13-speed overdrive Roadranger, and 4.3:1 rear ends, nowadays on air suspension. Making the whole setup that

little bit more special is the semi and two trucks on the back, all owned by Adam’s dad, who ran both the semi and the Ford in the business he was partnered in – each in different eras of course. The Ford wouldn’t cope with that big trolley! The International is a collection piece.

runs out of its Pambula, New South Wales headquarters. Interestingly it’s not a lineage truck to the business, originally operated out of Cobram in Victoria by a carrier there.

Her days of running the main routes are behind her and today

she’s used for local deliveries and ferrying loads into the terminal for the linehaul units.

“It was really tidy,” says Dylan. “We painted the chassis, polished her up and tidied up the pinstripes. That was about it. Oh, she had a ding up on the roof

we repaired, but that was just an accident.”

Running a Cummin’s VT903 and 15-speed direct Roadranger with 4.3:1 rears on Reyco suspension, the K-model looked magnificent with its Freighter semi loaded and covered.

AND NOW FOR SOMETHING SPECIAL

Gotta Go Trucking owner John Thierry is in possession of something special; nothing less than Will Shaw’s first Kenworth [Shaw’s Darwin

Transport]. The moment you know that, all you can see is the lanky Englishman heading north out of Sydney towards Darwin.

GOULBURN GOLDEN GIRL

Owned by Goulburn-based Graham Harrison since 2016, this 1984 K100 is now retired to the show scene. Graham recently replaced the old girl with a K200 model in his one-man business around

The 1981 K124 lives with its owner in the Victorian town of Horsham and it’s so cool to know the truck is in safe hands.

Powered by a Detroit Diesel

8V92, today she runs an 18-speed double overdrive with 4.3:1 rears on air –another modern-era tweak to make life a little easier.

greater Sydney, towing a reefer on pick-up and delivery operations in and out of DCs. The K2 adds a bit more power, comfort, and amenities to the working day.

That’s not to say he doesn’t

love his old ride. New to Sydney-based Intercentre Transport PL, the truck runs a 350 Caterpillar 3406, 15-speed direct Roadranger, and SP400 Rockwells at 3.55:1 on Hendrickson suspension.

Back in her heyday, she would have been spotted plying the East Coast routes between all the major centres.

Future

The new Mercedes-Benz eActros 600 longhaul electric truck sure is impressive, but one question needs answering – who will buy it?

Photos Mercedes-Benz Trucks

Inever thought a time would come when a manufacturer would call for operators of diesel-powered trucks to be penalised, but that’s what’s happened.

The comments came from Andreas Gorbach, member of the board of management of Daimler Truck, head of truck technology, who was speaking in Berlin in September when a Mercedes-Benz GenH2 prototype fuel-cell truck completed a 1047km journey on one fill of liquid hydrogen.

“This could be done by either increasing the cost of the fuel, or the tolls for diesel trucks,” he says. “I think it is inevitable in order to make battery-electric and fuel cell trucks more attractive for our customers.”

It’s quite a bold and, dare I say, ‘risky’ thing to say. After all, do you really want to piss off the 99% of customers who still buy your diesel trucks?

While I don’t agree with his comments, I know exactly why he made them.

The European Commission has set strict CO₂ targets for truck manufacturers, starting with a 45% reduction by 2030 (compared with 2019 levels), ramping up to 65% by 2035 and 90% by 2040. And if they don’t meet them, they get hit with eye-wateringly large fines.

So Mercedes-Benz needs its customers to switch from diesel to battery electric. However, unlike the purchase of an electric car, which is largely an emotional decision, buying an electric truck must make financial sense. And therein lies the problem.

While Mercedes-Benz won’t comment on prices, sources suggest that if the GenH2 fuelcell truck were to be put into production today, it would cost roughly seven times more than an equivalent diesel truck. It’s no surprise then that production won’t commence until the end of the decade.

So that leads me to the second of the manufacturer’s two-pronged approach to

decarbonising – battery-electric. Mercedes-Benz has already electrified its lower weights, and in some instances, the eEconic refuse truck and smaller Fuso eCanter make financial sense. In fact, some European operators will make eActros 300 and 400 rigids pay, too.

However, the big volumes are in longhaul, and it’s this market that Mercedes-Benz (and its rivals) needs to tap into to reach those strict CO₂ targets. In October, it launched its longawaited and much anticipated eActros 600 longhaul electric truck, with a more than 500km range. It’s on sale in Europe now, with full-series production planned for late 2024.

Despite costing roughly twoand-a-half times more than an equivalent diesel truck, the company says that in some circumstances, it will achieve cost parity with diesel after five years and 600,000km of ownership. But as far as I can tell, the stars all must be aligned for this to happen. As of early

December, Germany’s HGV road tolling system will charge Euro-6 trucks €0.35/km (62c/ km), with passage for electric trucks remaining free until the end of 2025. While this will undoubtedly help sales in its domestic market, it isn’t a silver bullet, and certainly won’t help in Britain and the many other countries whose truck fleets don’t spend a considerable amount of time on Germany’s roads. For them, the only thing that will make electric truck pricing more palatable is if diesel trucks become more expensive to buy and operate… hence Gorbach’s comments.

First acquaintance with the eActros 600

While at the eActros 600’s launch, I was offered a chance to ride in the truck. I was initially hoping to drive, but it was not to be. “This truck is our brandnew baby, and we love it very much. And you wouldn’t hand a new baby to anyone,” says my demo driver.

“It has a planted and grounded stance that gives it a calm and confident appearance.”

If this were a brand-new diesel-powered truck, I would be bitterly disappointed at being relegated to the passenger seat, but being battery-powered, we aren’t too concerned.

Battery-electric trucks are, to be perfectly honest, relatively devoid of character, and it’s getting increasingly difficult to think of new things to say about them. After all, there are only so many ways to phrase ‘it’s very quiet’. So, I agree to a 30-minute ride.

But before I climb in, I look around the truck’s exterior.

“We have given the cab a sensual automotive treatment,” says Guney Kol, manager of advanced design at MercedesBenz Trucks, when describing the truck’s external appearance.

“It has a planted and grounded stance that gives it a calm and

confident appearance.” He’s very proud of the slippery new ProCabin, with its 80mm protrusion, rounded-off bonnet, new bumper, LED headlamps, and revised steps. He explains that it has a 9% drag coefficient improvement over the current diesel-powered Actros, which helps give it a class-leading range.

To be honest, I like its looks, which is just as well because rumour has it the ProCabin will appear on Actros L diesel trucks in 2024. However, if the keyboard warriors on social media are anything to go by, Kol and I are in the minority. They’re using words like ‘washing machine’, ‘melted’ and ‘sad face’ in their derogatory comments.

While I’m examining the cab’s exterior, I notice the CCS charger, located in the side skirt

on the left of the truck. This, apparently, is a new industrywide charger location for both left- and right-hand-drive trucks. It’s capable of 400kW charging, which will take it from 20% to 100% in a little over an hour. The 600 can be pre-installed with megawatt charging system (MCS) capability, effectively future-proofing it. A full MCS charge will be achieved in about 30 minutes when the technology becomes available.

Hidden behind the side skirts on the 4x2 tractor’s 4m wheelbase are three lithium iron phosphate (LFP) batteries, each with a capacity of 207kWh. It’s their combined 621kWh capacity that gives the truck its ‘600’ designation.

LFP batteries are known for their long service life, giving Mercedes-Benz the confidence to guarantee their performance for 1,200,000km and 10 years of operation. But a downside to LFP batteries is their weight, with each pack tipping the scales at 1.5 tonnes, the truck is 2.5 tonnes heavier than an equivalent 4x2 diesel-powered Actros.

The 600’s real party trick is a new 800V electric axle (e-axle), with twin electric motors and integrated fourspeed transmission. The motors, designed in-house specifically for this vehicle, generate a continuous output of 400kW and a peak output of 600kW. The e-axle is oil-cooled, and a series of pipes connect it to the cab’s heating system. Warming the interior in this way will save up to 4kW in freezing

conditions. In the same way, the e-axle can also be used to heat the battery, saving a further 10kW. It’s abundantly clear that a vast amount of R&D budget has been channelled into this truck, and nobody could accuse Mercedes-Benz of simply electrifying a diesel truck.

As we leave the Hamburg truckstop where the truck has been launched, the first thing I notice is how loud the turning signals are. They are, of course, the same volume as in a diesel truck, but they’re more noticeable in this tranquil environment.

Earlier in the day, I’d driven an eActros 300, with a distribution cab. That was hushed, but this is stealth-like in comparison. The key reason for the difference is that the longhaul cab has superior sound insulation. It was improved a couple of years ago, and while I didn’t really notice a difference with a diesel engine working away under the cab, I certainly do now. Although we’re travelling in a

StreamSpace, which is expected to be the 600’s most popular cab choice, it is also available in BigSpace and GigaSpace guises.

We are in a queue of traffic leaving the truck park, and as we crawl along, I’m reminded of what a pleasant place an electric truck cab is in slow-moving traffic. It inches along smoothly, with calm serenity.

We’re soon on the autobahn, and our driver is keen to demonstrate the truck’s acceleration. We’re running at 36 tonnes, but the instant torque and rapid acceleration make it feel like we’re carrying fresh air. It’s impressive, but treat it like this regularly, and you can kiss goodbye to the 500km range and drive-axle tyres. There is an economy mode, which reduces power by 80%, and you must assume that drivers affected by range anxiety will be eager to engage it.

While the 600 accelerates significantly quicker than a top power (620hp) diesel Actros, it’s interesting to note

that it doesn’t appear to be vastly quieter while cruising at 90km/h. That’s because, at this speed, wind and tyre noise prevail.

My demo driver works for the R&D department and knows this truck like the back of his hand. As we prepare to leave at the next exit, he first coasts and then seamlessly engages the regenerative braking, bringing it in stage by stage, adjusting the truck’s speed perfectly, and gradually bringing us to a standstill.

We head back to the truckstop on the regional roads, cruising at 60km/h, and whispering our way through towns and villages at 30km/h. Even from the passenger seat, it feels incredibly relaxed, and we fully understand why so many drivers who experience an electric vehicle say they’ll never go back to a combustion engine.

But, ultimately, in the case of a truck, it isn’t the driver’s decision.

BIG AT BROOKS

Just north of Salem, Oregon, alongside I-5, the quiet little town of Brooks comes alive once a year with a truck show that offers up the best American West Coast trucking has to offer, new and old.

In the twilight months of the northern hemisphere summer, the Pacific North West Truck Museum in the Powerland Heritage Park near Salem, Oregan, holds the Brooks Truck Show. The show encapsulates all that is West Coast trucking. From Alaskan hauliers fresh off the likes of the Dalton in the north to San Diego produce freighters in the south, you will likely find it parked up within the grounds.

Associated with the American

Truck Historical Society (ATHS), the show attracts a wide array of vintage and veteran trucks. There were examples from both extremes – pristine restorations through to farm-fresh barn finds, and everything in between. This year was a little special, being the 100th anniversary celebration for the Kenworth Truck Company. With this in mind, the museum encouraged participants to bring along anything and everything KW.

A fine example of this was the 1966 W923 on display from the Heavy Hauling Company of Kelso, Washington State. Beautifully restored, this truck has had one-owner, ordered new by the Slanger family. Fleet No.6 still runs its original configuration, with a 335 Cummins and twinstick five-and-a-four gearbox arrangement. Three generations of the family have clocked up an estimated 2,500,000 to 3,000,000 miles (4,000,000km

1) Straight pipes and classic styling certainly make this 2020 W990, belonging to Mallorie’s of Silverton, Oregon, a real

fresh, the restored one-owner W923 of Heavy Hauling Company has clocked up nearly 3,000,000 miles (4,800,000km). 3)

Freightliner Powerliner belonging to Ed Sweitzer. It was a real hotrod in its day with 600hp – when 350hp was considered big gear.

Clean enough to eat your dinner off – an extremely tidy KTA-600 Cummins in an early W-model.

to 4,800,000km), so it was time to strip the old rig back and complete a ground-up restoration. Fortunately this was finished just in time for the show.

For the diehard Kenworth enthusiast there was certainly plenty to see. All eras of the marque were well represented by the Kenworth Truck Company, starting with the 100-year-old 1923 flatbed, lovingly restored by the team at the Kenworth plant in Chillicothe, Ohio, through to a state-of-the-art

T680 in 100th anniversary trim. Coupled to the T680 was the 100th anniversary display trailer. This was extremely well presented, with a wealth of history and information, including audiovisual displays.

Walking through the vintage area was a treat, with many rare examples from virtually every North American truck builder imaginable. A standout was the rare 1978 Freightliner Powerliner owned by Ed Sweitzer of Ferndale, WA.

One of the original 1923 Kenworths, this one lovingly restored by the in-house team at the Chillicothe assembly plant.

The big cabovers were built from 1973 and were designed to accommodate the 12V71 Detroit, 3408 Caterpillar V8 and the 19L Cummins KTA-600 – which made them the first highway production truck with 600hp (447kW) on tap. It was most definitely the undisputed king of the road in its day.

Craig Vogel, chairman of the Pacific North West Truck Museum, was elated with the turnout of participants and viewing public.

“We could not have wished for better,” he says. “The final count for trucks at the show is now sitting at just over 440 individual entries, and the weather has been perfect; this naturally bolsters the number of visitors to the show. The show has been a great success for us.”

Looking at the photos it is

The Kenworth T680, the newest addition to the brand’s lineup, is poised to propel the marque into the future.

not hard to see that this is most definitely a show that needs to be added to the bucket list of any avid transport enthusiast.

A point to note, next year the show is set to run on the weekend of 23 and 24 August 2024. And some inside Information – the show theme is Peterbilt. We suggest you start making your plans now.

Cold weather air intake, chain hangers, and rear facing spot lights, this W900A is set for a run up to Fairbanks.

TIN MAN

There must be something about being the first in the world to see the sun that inspires model truck building, because we once again head east to Gisborne, this month to catch up with Robin McKnight and look over his superb Super-Liner.

You may have already come across Robin McKnight in various publications. His models have featured far and wide over the years, and his abilities and creations have attained accolades and praise from fellow modellers worldwide. Robin’s heavily modified Mack Super-Liner, complete with scratch-built four-axle bottomdump semi-trailer, is a work of art.

On closer inspection you discover even more depth in Robin’s scratch-building abilities. Robin has an extensive model building history, one that has its roots firmly in his childhood.

“The hobby for me started at

age 13, really, and it has followed me right through my adult life. They are my pride and joy and I just love spending time working on them. It’s very rewarding,” he says.

The Mack Super-Liner project came about thanks to the prizes Robin has won. “I have displayed some models at competitions here in New Zealand and Australia and basically accumulated the parts I needed. So next thing I was into it.”

The first steps were shortening the chassis to the correct length, adding an Auslowe E-9 V8 under the hood, and fitting a set of artillery wheels to the running gear. The twin exhausts are scratch-built by Robin from

Robin’s preferred medium are sheet tin and solder.

stainless steel; he also scratchbuilt the mirror arm assemblies. The diesel tanks were sourced from Auslowe.

“Nigel [Lowe, the owner] does a beautiful job of making those at Auslowe. They are spun alloy so they have a true level of realism that silver paint can’t achieve.”

Next was the trailer – which is where things start to get even more interesting. Most of us would reach for a sheet of styrene plastic and some bonding glue. Not Robin, who instead turns to his collection of sheet tin, solder and soldering iron.

“Tin is great to work with,” he explains. “It is a more rigid material that holds its form more accurately, and the solder instantly bonds it – no waiting around for glue to dry.”

The artillery wheels on the trailer are resin-cast, which Robin has manufactured himself. He

also topped off the build with a rollover fertiliser cover for those all-important backloads.

The model has been airbrushed using Resene acrylic topcoats in orange to resemble the Cable Price Downer livery. Robin has used a clever technique to age the model. He does this by carefully wiping a dark enamel stain into the nooks and crannies, then removing the excess to leave a residue in the details. It’s a treat to look at closely.

For the signwriting, Robin has used basic ‘rub-on’ letters and cut the CPD triangles from signwriters’ offcuts – once again, very clever.

With Robin’s Mack Super-Liner, the closer you look, the more you see. We are privileged to display it on these pages for you to have a close look at, and we look forward to showcasing more of Robin’s outstanding builds here soon.

The refined simplicity of the completed Mack Super-Liner defies the amount of work Robin applied to its construction.

A test-fit of the trailer with the Mack Super-Liner to check final measurements before the paint is applied.

The four-axle bottom dumper, painted and signwritten, complete with its rollover fertiliser cover. Note the weathering effect Robin applied to add realism.

The combination is a superb creation with many scratch-built parts, an area of model building in which Robin truly excels.

MODEL TRUCK

moment you have all been waiting for…

the winners of the 2023 annual Craig Christensen Build a Model Truck competition, brought to you by Italeri.

We again had a fantastic response to the competition, with entries from one end of the country to the other. The level of detail was exceptional, especially considering the materials you had to choose from. So, without further ado, we are proud to announce our 2023 winners.

Asher Eddy is our winner of the 0-6-year category. Asher is three and did a fantastic job of building his three-trailer road-train logging truck called Mini Mouse. The judges were impressed with the opening bonnet, revealing a big engine to power Asher’s creation.

Rylan Foster takes out the 6-12-year category. Rylan is seven and built a model of the Scania P410 XT fertiliser spreader truck his dad drives for Solly’s in Takaka. It was very well constructed and New Zealand Trucking

even had a load of fertiliser in the bin (look closely at the photo). Well done, Rylan.

Wylie Sowman is the overall winner of the 12-18-year category. Wylie is 12 and has done an outstanding job of building a Kenworth T909 tripletrailer roadtrain that looks like it is about to pull out of Three Ways and head north to Darwin. The judges loved the proportions of your model, Wylie, and the level of detail.

Once again, we were super impressed with the quality of the entries we received. Great work out there – it sure looked like you all had a ton of fun. A big thank you to our good mates at Italeri for supporting us with the awesome prizes – we couldn’t do it without you. We look forward to seeing you again for next year’s competition. And remember, keep those little wheels rolling…

Our good mate Craig Christensen is the inspiration for our annual Build-aModel Truck Competition.

TRUCKERS’ CLUB

HI, LITTLE TRUCKERS!

What a fantastic year we have had! I hope you’ve all had as much fun as I have. Summer is here and the school holidays are about to start. Christmas is upon us – such an exciting time of year. Enjoy your break and have fun with your friends and families.

Congratulations to Luka Smith (below) who found the Little Truckers’ Club logo on page 51 of the November 2023 issue. Keep an eye on your mailbox, something awesome is heading your way!

If you would like to see yourself here in Little Truckers’ Club, email your stories, jokes, photos, and/or drawings to me at rochelle@ nztrucking.co.nz with a few words telling us about them, along with your name and age. We love seeing them all!

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

love your colours, Louie. Great work!

Peterbilt

colouring competition

Thank you for all your entries. There are some amazing little artists out there. Congratulations to 10-year-old Kyran Smith (above) who won our Peterbilt colouring-in competition. Awesome work, buddy!

And we must give a special mention to five-year-old Louie, we absolutely love all the colour and effort you put into your entry too!

Santa’s Sleigh search a word!

For one special night of the year on Christmas Eve, Santa’s amazing machine has one of the most important jobs in the transport industry. Yes, you got it, delivering all the presents! All the words can be found in the grid below, reading across, upwards, backwards, downwards and diagonally. One word is missing – can you tell me which one it is? Clue, it’s one of Santa’s reindeer!

Send your answer into me rochelle@nztrucking.co.nz and win!

crowd at Halls Family Fun Day

The NZ Trucking Association team has been out in the community sharing the Road Safety message with a large crowd at the Halls Family Fun Day.

The truck proved to be a big hit with adults and children alike. The Virtual Reality headsets were a highlight and sparked many discussions regarding road safety and the need for wider education. It was great to be a part of this event and have the opportunity to spread the message of road safety in such an engaging and interactive way.

We would love to bring the Road Safety Truck to more parts of the country, if you would like to support this worthwhile community educational resource to make this possible please contact us.

Thank you to Penske, Team Global Express and our family of sponsors for helping to make these Road Safety Truck visits so successful. Thanks to all our Partners & Sponsors

WHAT’S ON

Show organisers

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

Dunedin Truck Show

27 January 2024

A&P Showgrounds, Mosgiel

Contact: Facebook – DunedinTruckShow, 021 146 5229

Wings and Wheels

27 January 2024

Sir Keith Park Memorial Airfield, Thames

Contact: wingsandwheelsthames.com, 027 200 3433

NZ Super Truck Racing – Round 2

27-28 January 2024

Levels Raceway, Timaru

Contact: Facebook – NZ Super Truck Racing

Kamo Touch a Truck

28 January 2024

Hurupaki School, Dip Road, Kamo

Contact: Facebook – KamoTouchATruck, touchatruck.nz, 021 191 3149

WHAT’S BEEN

Events Gallery

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

Kenworth 100 Celebration

3 February 2024

Mystery Creek, Hamilton

Contact: Facebook – Southpac Trucks, spt.co.nz

Bay of Islands Classic Truck Run

Launch of the book 100 years of Bay of Islands Road Transport 17 February 2024

Kaikohe Pioneer Village

Contact: hndixonohaeawai@outlook.co.nz

NZTA and NRC Conference 2024

Technology Maintenance Safety

13-14 March 2024

Te Pae, Christchurch

Contact: bill.james@trucking.nz, 0800 338 338

Tui Truck Stop Show & Shine

24 March 2024

Tui Brewery, Mangatainoka

Contact: Facebook – Tui Brewery, hospo@tuihq.co.nz

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

ROAD USER CHARGES

RUC Manager is an electronic RUC solution that manages, purchases, displays and updates road user licences in real-time. Forming part of TN360’s all-in-one system, you benefit from a fleet management system that takes care of your whole business.

106 Moving Metrics

110 Person of Interest –Victor Carvalho

114 IRTENZ Conference – Infrastructure and Enforcement

118 Trucking Toward a Better Future

120 Vipal Knowing Your Tyres

122 Industry Update –Diversity Toolbox

124 Industry Update –Guardian Report

126 Business Profile –Supertyre

128 Product Profile –NAPA

130 Carriers Corner

132 Truckers’ Health 134 Health & Safety

136 Legal Lines

138 Business Together

140 NZ Trucking Association

142 National Road Carriers

144 Transporting New Zealand

146 The Last Mile BROUGHT TO YOU BY

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 October 2023, by major manufacturer

Summary of heavy trucks and trailers first registered in October 2023

This information is compiled from information provided by the NZ Transport Agency statistical analysis team and through the Open Data Portal.

The data used in this information reflects any amendments to the data previously reported.

Vehicle type

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

A goods vehicle is a motor vehicle that: (a) is 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

NB (mediumgoods vehicle)

NC (heavy-goods vehicle)

TD (heavy trailer)

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

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

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

A table of all vehicle classes is in Table A of the Land Transport Rule Vehicle Dimensions and Mass 2016 Rule 41001/2016 https://www.nzta.govt.nz/ assets/resources/rules/docs/vehicle-dimensionsand-mass-2016-as-at-1-October-2019.pdf

Note: Vehicle classes are not the same as RUC vehicle types or driver licence classes.

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

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

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

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

First registration of TD class heavy

2018 – 2023, by

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

ROAD USER CHARGES

Summary of RUC transactions for October 2023

Number of individual RUC licences issued for month 275,428

Total kilometre RUC distance purchased (All types) 1,160,135,827

Total value of all RUC purchases (All types) $176,981,861

RUC distance purchased for RUC type 1 vehicles

1

1 Jan

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

2Powered vehicles with one single-tyred spaced axle and one twin-tyred spaced axle

6Powered vehicles with three axles, (except type 308, 309, 311, 399 or 413 vehicles)

43Unpowered vehicles with four axles

14Powered vehicles with four axles (except type 408, 414 or type 499 vehicles)

951Unpowered vehicles with five or more axles

H94Towing 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

33Unpowered vehicles with three twin-tyred, or single large-tyred, close axles (except vehicle type 939)

$2,041,939,272

$2,069,615,049

$2,249,341,814

$1,710,831,998

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.

408Towing vehicles with four axles that are part of a combination vehicle with a total of at least eight axles

A description of RUC vehicle types is available at https:// www.nzta.govt.nz/vehicles/ licensing-rego/road-usercharges/ruc-rates-andtransaction-fees/

Please note data October differ slightly from that reported for the same period previously due to adjustments being made to the base data.

RUC purchases all RUC types

Average monthly RUC purchases for year (All RUC types)

RUC purchases October for selected types

RUC distance purchased year to date for selected RUC types

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

PEOPLE AND PURPOSE

Rafael Alvarenga has moved on to take up a role with Traton Group in Latin America, and Victor Carvalho has arrived from Scania in Portugal to pull the big levers here. While his predecessor continued the brand’s wave of new product success, Victor will be the first to face a generation of trucks motoring deeper into their life cycle, as well as the rise of the alternative machines. Once again – has Södertälje picked the right man for the job?

Sitting across from me is new Scania CEO for New Zealand, 44-year-old Victor Carvalho. While his posting was announced in July, the man himself only landed the afternoon before the Scania New Zealand drive event at Hampton Downs in early October. Unlike Rafa, he didn’t arrive to a country in lockdown; he was there amongst the customers, and he was polished. Not that Victor’s Kiwi baptism has been without its own share of heat. Eight-and-ahalf-month-old daughter Carolina needed to be admitted to hospital in the family’s first month here – that’s got to be scary for all concerned.

Thankfully, with that all behind them, Victor, wife Aline, and children, eight-year-old Lucas

and Carolina, can now begin to enjoy their new adventure in the sun … until it rains.

“It’s been one of the most interesting things so far – the weather. In Europe you have more stable seasons. Here you can have four seasons in one day. You need to be prepared for everything.” [Don’t worry, we’re getting used to it too.] The family is settling down better than I expected actually.”

Some Kiwis might find the third CEO here since the parent company took back the reins in 2018 mildly eyebrow-raising, if not a little discomforting – it’s not how we do things traditionally. But Scania New Zealand is a massive field trial in a way – both former CEOs have said as much – one that’s being watched closely and the top brass are liking what they

see by all accounts. It’s obviously a place where those earmarked for high office in the future are given a chance to show what they have. Carvalho is another who started on the factory floor in Brazil, taking advantage of the cadetships the big multinational offered.

“Seeking jobs in the multinationals is seen as a big thing in Brazil, for reasons of job security and opportunity.”

He’s now been with Scania for 27 years. Working his way up the Brazilian business, he reached sales director, a role he held for seven years, after which he spent a year in Sweden, and most recently four years heading up the Portuguese operation.

Different for us it might be, but it has to be good for the market and the customers, having an ambitious and results-focused head at the top, and we all know his lieutenants are dyed-in-the-wool long-termers.

As it was for Rafa, the variation in truck spec here is an initial standout. “People here have a very specific way of speccing the trucks. I believe it’s connected with the culture of the county. You are in contact with the truck – the engine, the auto. They like to get involved – even repair them. For Scania, it gives us a strong positive customer engagement. I was surprised at just how connected with the product the customers are.”

Looking at placement and purpose, we know Mattias Lundholm was ‘Mr Fix it’, and Rafael Alvarenga ‘Mr Aftersales’. Carvalho appears to be ‘Mr P’ … Process and People, with a bent to ensuring what’s promised is delivered consistently across the nation by motivated people.

“We have grown a lot in the last few years

and that will continue. My focus will be in four areas. First, customer obsession – continuing to connect with customers and markets. Not only when they buy, but when they service also. Every action on our side needs to be connected with a customer demand. Second, our people. Continuing to develop leadership and technical expertise across the business. We need to retain the people we are attracting into the business and give them a view of the future within the company – it’s important to keep them motivated. Our people and culture team is working hard to deliver the right way of working with our young people and also our people who have joined us from different countries. We need to invest a lot in them. In a company like Scania, it’s not about the opportunities available, it’s about how far people want to take them. Third, process and operational excellence. Strong and well established ways of working to ensure we deliver the right solutions and experience around the country. Not different levels of support in different areas. Lastly, technology. We must use technology to help us deliver solutions to the customer, faster and more efficiently.”

Under his tenure the first wave of post2018 trucks will begin to reach significant kilometres run. Those trucks will need to be supported. The real test for Scania here is just beginning.

“Yes, that is connected with process and the way of working – well-established, organised ways of working. We have delivered more than 1000 trucks and this year we hope to reach a record again. We have ambitious plans for New Zealand. We are bringing experience

in from Europe; that’s partly the reason for my presence, and we need to ensure customers that with growth, the level of support they receive in our workshops will not change. We need to keep our competitiveness in all areas, and consolidate our position as market leader.”

The other challenge he potentially faces in his tenure is the rise and first minor tipping point moment for alternative propulsion vehicles. They will likely provide Scania with opportunities in new markets. As good as that might sound, ensuring our voice is heard in the order queue will be essential.

“We have changed the business in recent times. We have a sales division concentrating on the day-to-day activities, as well as presales and business transformation teams investigating potential opportunities around BEV, alternative propulsion, digitalisation, and technology. The Hampton Downs day was part of that, and the post-event interest has been high, with stronger more detailed conversations taking place. The reach of pre-sales and business transformation goes beyond trucks to supply chain solutions and transport ecosystem.

“In terms of markets the urban market is not an area we have been traditionally strong in, but there are certainly opportunities presenting themselves with BEV.

“Supply? That will not be a problem. What we have done in the last years is proof of our argument we need trucks. Scania pays attention to New Zealand, it’s an important market. All markets are structured with targets, and to achieve those targets you must get the trucks. If we need trucks beyond

FAST-FIRE

What happens outside of work?

I like outdoor sport, running is my favourite. Any kind of sport.

Rugby?

I need some help here from the people in New Zealand to teach me about rugby. I saw some of the World Cup games and really enjoyed them.

I missed the final of because I was running the Auckland Marathon, the 11km traverse across the bridge. That was a wonderful experience for me. No, but I am a proud All Black fan now.

Are there going to be lunchtime jogging sessions?

Yes maybe, let’s challenge everyone.

How’s driving on the left side of the road and right side of the vehicle? It is easier than I thought before. I thought it could be very difficult but it’s not a problem. All the roads and streets here in New Zealand are very well signed. It was fun for us at first.

Griffin Tattoo anywhere?

I have Scania tattooed on my heart!

target I can ‘bang on the desk’,” he says with a laugh.

Speaking to what tomorrow’s trucks look like for us, he wasn’t too concerned at the need to shy away from market-specific trucks.

“Scania has always built trucks for specific markets and I don’t think New Zealand’s history of highly specced trucks will go away. There won’t be a standard New Zealand truck. However, perhaps there is some way of working that might allow a level of standardisation, and above that more specific customisation. But again, we will not lose our way of working, and philosophy of building the right solution for the customer.”

The need to get a lot deeper into the customer’s business in order to get specification right is going to become a regular process going forward, not just for Scania but all OEMs. It will require a delicate touch amidst the potential discomfort for the customers for sure. On this, Carvalho was interesting when speaking to the New Zealand

context.

“We were born here as a retail operation, close to the market and customers. It’s not ‘difficult’. Talking to the customers every day is something we cannot lose as we grow. It is our main message when having our EMT meetings, to keep close to the market and retail operations. New Zealand has highly specified customised trucks and you have to be connected to the customer and market to deliver that type of truck. BEVs are just another specialised transport solution. Again, keeping close to the market, and talking to the customers is key.”

Coming from Europe, Carvalho is ideally placed to give us a comparative view on our preparedness for tomorrow’s propulsion systems and what will support them, viewed against Europe, the generally accepted epicentre of advancement.

Considering the size of this country and population, he was surprised at how far along New Zealand is, especially in terms of

charging infrastructure for cars and light vehicles. He says the interdependence we all have on each other means accelerated progress – a really interesting observation.

“Compared with Portugal, we are a few steps ahead. I’m driving a 100% electric car and comfortable with the location of the charging stations. Trucks are something else, but I believe that will come.”

He says resource within the company was engaged in advocacy for industry requirements going forward.

Victor Carvalho is in place. His may well be the most challenging forward-facing position for any of the recent heads of state at Scania New Zealand. Now the post-2018 wave of trucks are ageing and there’s a whole new world on the horizon to boot. There needs to be support for the existing customer base amidst a whole new world of presales investigation, all the time maintaining the level of

relationship customers here demand – selling you a truck on a Friday and then having a beer with you at the Bush Inn on Saturday.

Scania has been savvy at picking the people for the moment; there’s no reason to believe it has not done that again this time.

“I’m hoping to be here for a long time.”

Maybe there’s a message in there.

Conference 2023

Technology, productivity, labour and education were among the many topics discussed at the IRTENZ 18th international conference, themed Future Highways – Future Vehicles, in mid-November. As always, the conference gathered some of the brightest local and international minds, driving vehicle and infrastructural engineering for the transport industry. We’ll cover some of the presentations and discussions in coming issues. This month, infrastructure and enforcement.

Opening the conference, IRTENZ president Chris Carr remarked, “there’s an awful lot coming towards us…” That certainly set the tone for the 2.5-day conference, as 23 individual sessions were needed to cover the presentations, which addressed infrastructure and enforcement, labour and skills, performance-based standards (PBS) and future vehicles.

“Productivity remains important, but it’s going to come under pressure. The population is increasing, and our demand for goods and services is not going to decrease. All while we remain hampered by our geographic position,” Carr said.

“Meanwhile, in February, we discovered the word ‘resilience’ – at some point, someone forgot about the black stuff we drive on… Waka Kotahi is going to have to take a more cooperative approach as these problems come to a head, including how we deal with heavier vehicles [as the likes of electric trucks become more commonplace] and higher lengths and dimensions.”

In his keynote address, IRTENZ’s past president, Dom Kalasih, commented that many of the really hard challenges were still coming. “Decarbonisation is a request that we re-industrialise – it’s a change of that level of significance,” he said.

“It is incumbent on our sector to continue advocating a sensible way forward and shift the increasing risk and demands on operators. At the moment, most of the focus on decarbonisation is put on operators, regulators and OEMs – that’s risky, decisions need to be made at a much higher level. As long as road control authorities are mucking around in the weeds, the meaningful conversations are never going to happen.

“Transport operators can do anything so

long as it makes commercial sense, and a lot of the enabling technology is there now, but we can’t do it alone.”

Carr continued: “We have to be more open with our data, have to be part of giving the regulators and road authorities our info, and that’ll be pretty painful.

“There has to be an improved level of trust because the less damage the roads suffer, the more we can use them and unlock productivity.”

Vehicles and infrastructure

First up, Riccardo Areosa, safer commercial transport programme manager, began with a nod to some of the successes borne from the refreshed PBS standards in 2019 (which included a width increase to 2.55m from 2.5m and a height increase to 4.3m from 4.25m). These included the 29m B-train for the Port of Napier (New Zealand Trucking, October 2019), and recovery units for disabled combinations. “PBS testing was undertaken with Ace Heavy Towing to determine a framework of operation and a permitting regime to allow that vehicle to tow combinations. There are six heavy-tow vehicles of this nature around the country now.”

Areosa commented that ‘green trucks’ were the next challenge. “The barriers are that they are heavier, carrying extra weight for the battery, with reduced payloads, and have heavier axle loading.

“We’re waiting to see which way we go in terms of infrastructure, but

we know there are limitations, and we are actively working with industry to test them and see what the future may look like.”

Peter Brown, maintenance and operations regional manager, West Coast, Canterbury, Otago and Southland, discussed the impact of road freight on road assets and what the agency needs to do to accommodate heavier vehicles in the future.

He said climate change was happening and decarbonisation was needed, which meant heavier [zero emission] vehicles. In addition, the road freight task was increasing and productivity demanded heavier loads. This was problematic for the road network.

“New Zealand’s road network is fragile. It has unique geological and drainage issues, especially in the North Island. To counter that, most of the network is built with flexible and granular pavement. The pavement, under surface level, is the key – it takes the load.”

He said HPMVs were introduced in 2014 when the government decided to ‘sweat the asset’. “Maintenance and renewals were underdelivered in 2022/2023 and in previous years.” The cost of maintenance and renewals was escalating exponentially, he said, adding that limited contractor capacity stemmed from the government turning off the tap in 2014, causing skills and capability to leave the industry.

“The DTIMS infrastructure management system tells us 10% of our network is ‘broken’, meaning it needs to be rebuilt,” he said.

Brown said there were 10 years’ worth of work to return the full state highway network to acceptable levels.

“Road rehabilitation has become a core part of our renewal programme. We should be doing 450km to 500km of rehab every year … currently, we’re only doing 150km. By the end of 2033, we’ll be at 2% of the whole state highway network. However, from now on, we are ramping up to 600km a year by 2026/2027. This means the funding need increases significantly, needing around an

extra $500 million per annum.”

Alarmingly, Brown said all this only returned the network to 2014 levels, and the road network needed to be brought to a level that would align with today’s freight task. In the meantime, future needs must be accounted for.

“If we [Waka Kotahi] accept that vehicles and freight loads will get heavier, these increased loads will ‘consume’ the life of our pavements faster. That means our state highways will have to be strengthened.”

To achieve this, Brown said future road treatments would need to utilise modified pavements – using less chip-seal and engineering deeper pavements with more foam bitumen and more structural asphalt. He added that more drainage was needed in the interim to keep existing pavements as strong as possible.

Brown commented that the network’s thousands of bridges were its greatest limitation. “Our bridge stock is quite old [especially on local roads], and the majority of structures will need to be strengthened.

“In addition, future roads will require better draining maintenance and improved alignments for potentially longer trucks. All this adds to the cost of upgrading the network for future loads,” Brown said.

In looking to a future network, Brown said thinking needed to change. “There’s a significant up-front cost to building a stronger network. Funders are always sensitive to current costs because of competing requests. The real shift needs to be in how we think about that asset. We’re engaging with funders on whole-oflife costs. Stronger roads would be more expensive but have a longer service life and require less maintenance over time. Less maintenance and better conditions mean less disruption to road users, and also equals a carbon reduction.”

Tariq Ashraf, principal planning advisor at Waka Kotahi, touched on opportunities and challenges for managing New Zealand’s evolving urban freight task.

“Land transport is fundamental for our liveability; it’s an important economic sector. The total freight task is 278,800,000 tonnes and 30.1 billion tonne/km, and road accounts for 93% and 71% of those figures.”

Ashraf said 67% of road freight travelled less than 100km, 16% 100km to 200km, 6% 200km to 300km and 16% more than 300km.

“Forecasts show a 39% increase in total freight volume by 2052, driven by demanddriven commodities (growing by 56% over the next 30 years), increasing population and consumer expectation,” he said, indicating this would add tremendously to the 67% urban road freight movements.

He said there were five considerations for optimising urban freight movements of heavy vehicles:

1) A strategic freight network – This included identifying and prioritising the most critical parts of the land transport network for responses. Some strategic networks in major cities were overburdened, underdeveloped and inefficient.

“It needs to be high performing, working as a system to move large volumes of freight. Identifying a strategic network is a necessary first step but insufficient on its own. Past efforts to improve network performance by increasing capacity on the strategic network have been less effective than hoped,” he commented.

2) Network optimisation – This included maximising the use of the existing network to create extra road capacity; small physical interventions, active network management, road space reallocation, behaviour change and technology (signal optimisation) and freight lanes (including investment in new capacity where required).

“We can enable quicker journeys along key freight routes during inter-peak periods, and more reliable journeys during peaks by managing congestion.”

3) Urban form. “Mixed-use development will put pressure on our freight and supply chain system and urban networks,” Ashraf said. The right balance for the movement of people and goods through integrated land use and transport planning was needed. The distance goods needed to be moved between homes, workplaces, distribution centres and ports needed to be optimised.

“And this has to recognise the value of freight to society.”

4) Intermodal freight terminals – These can provide efficient and effective freight transfers between different modes, improve productivity and reduce negative effects from freight movement. “A mode shift from road to rail and coastal shipping could increase the need,” he added.

5) Road/congestion pricing – To optimise network use and protect the transport network for the highest priority uses. It’s being considered for Auckland and is

available as a tool, subject to legislation.

“We will continue to work with councils on urban/spatial plans and transport plans and work with the Ministry of Transport and industry to support the removal of barriers to innovations. Collaboration with industry will allow us to gain better data to trial potential solutions,” he concluded.

Commercial vehicle safety and enforcement

Sean Bridge, commercial vehicle safety programme (CVSP) manager at Waka Kotahi, discussed the potential impacts of new technology vehicles on the commercial vehicle safety programme. He said there were currently more than 150 weigh pits across the country, and vehicles were randomly selected for inspection when these were operational. This only provided a single point of data intelligence at a point in time. In addition, there was limited capability or capacity to regulate the number of active TSLs and heavy vehicles on our roads.

“We are moving considerably from weight screening at weigh pits towards risk targeting and allowing compliant operators to continue their journeys,” Bridge said. In doing so, the agency has funded 12 new commercial vehicle safety centres (CVSCs) that will cover 46% of heavy vehicle kilometres, with planning to fund an additional 22, improving that figure to 76%.

“We want to build a picture of our operators from millions of data points. The CVSP vision is to have an integrated network of cameras, weigh-in motion sensors and strategically located safety centres covering New Zealand. This enables intelligence-led regulation at scale, targeted intervention with non-compliant operators, and safe interception and risk screening of heavy vehicles by New Zealand Police.

“We’re aiming for every heavy vehicle paying its fair share, improved heavy vehicle safety, efficient and effective regulation, and a reduction in pavement damage.”

Currently, the Glasnevin and Paengaroa sites have recieved this updated technology and are operational. Sites at Rakaia (south and north) and Stanley Street will come online next year, Ohakea in early 2025, and Mackays, Taupo and Bombay in 2026.

He said that in addition to weight, RUC

and permit checks, enhanced screening for non-compliance extended to CoFs, regos, green/pink stickers and unconfirmed owner/ stolen vehicles.

“This adds a lot more capability to screening, and for non-compliance, we can pull off trucks from the road. Data is captured 24/7 and stored in a centralised database, and if a vehicle fails a screening and the site is open, it will be pulled in.

“In the future, we’ll look at the potential to include worktime breach detection, too,” he warned.

Bridge said that a heavy vehicle was screened every nine seconds at Glasnevin and Paengaroa. Between them, the CVSP had thus far saved tens of thousands of hours for compliant operators and realised financial benefits of about $5 million to date.

“We’re building a profile on the industry’s trucks and operators. Infrastructure and weight are important, but the programme is much more. We’re trying to build a system based on data and insight. Intelligence will change how we work,” Bridge concluded.

Finally, inspector Scott Richardson, national deployment manager, CVST, discussed the impact of new technology on heavy vehicle

road policing. He said part of the CVST’s strategic reset was to refine its focus.

“Crashes and death and serious injury (DSI) crashes among heavy motor vehicles are heading in the right direction. There were less than 2500 HMV crashes in 2022, which is less than the previous low in 1989. There were just over 250 HMV DSI crashes in 2022, an overall downward trend from over 420 in 1990, but not at the low of just over 200 in 2010. In more than half of fatal crashes, the HMV driver is not at fault.

We know there is a relationship, and we’re doing the right work.

“We’ve set a target of 50,000 commercial vehicle inspections a year, from low-level standard inspections to brake machine and pit inspections. There were 59,280 inspections last year, but most were lowlevel. The new systems will enable flagging of trucks, so officers don’t waste anyone’s time – in 2022, 84.7% of vehicles inspected required no action. The percentage of trucks not allowed to leave the centres after inspection is actually quite low.”

“We’re doing well as a nation, but still behind Australia and Europe. A lot of it is due to the infrastructure, drinking and driving, and distraction.”

Richardson said the new commercial vehicle safety centres would dramatically change how the police operated and would come with a dramatic increase in staffing.

“We know a 20% increase in inspection results in a 4% to 6% reduction in accidents.

Richardson said there was a push to focus speed enforcement on 100km/h areas, the CVST’s mobile brake roller testers would soon come online, and there would be greater use of thermal imaging cameras. He also said the police followed up on any dashcam footage shared with the CVST, and he encouraged this.

In conclusion, Richardson said: “We are working with Waka Kotahi to identify how to best approach companies that have issues. There will be no surprises [for these operators]. We want an industry that puts safety at its centre. We know we can’t be everywhere at once and that we can’t arrest and ticket our way out of problems.”

No sweat (or not)

Extreme weather, the climate crisis and El Niño … it’s climate change 101.

WWood continues the conversation as we move towards the next Trucking Toward a Better Future competition.

hen our skin is wet, it feels cooler

– the cooling effect is evident if we’ve had a swim or worked hard and built up a sweat. How that happens is also why global overheating and extreme weather go hand in hand.

It occurs because air can hold water vapour (an invisible gas, unlike the minute droplets that form steam or clouds). So, when we’re looking through air, we’re looking through water vapour as well as the likes of oxygen and nitrogen. Additionally, the warmer the air, the more vapour it can hold.

The reason our skin feels cool is the process of evaporation, as the liquid becomes vapour in the air (e-vapour-ation!) and sucks energy (heat) from our skin to turn itself into a gas.

No prizes for guessing the reverse happens when air is ‘full’ of water vapour (at saturation, or 100% relative humidity). At that point, cool it a little or add more vapour and clouds form and then rain.

So, hold these thoughts:

• hotter air can hold more water

vapour

• it takes heaps of energy to evaporate water, and

• more heat (energy) makes air more vigorous.

Scientists and aircon engineers know how all this works and use jam-packed, clear-as-mud charts (seriously, you should see them) to do their calculations. For example, the charts show that air at 21°C can hold some 7% more water vapour than at 20°C.

Factor in that more heat equals more energy equals more wind in the weather, and we see why warmer weather systems deliver even more rain even more quickly.

But it doesn’t end there. Imagine a warm, moist, westerly coming off the Tasman Sea and cooling against the mountains. No longer able to hold so much moisture, it dumps a heap of rain on the West Coast. Sound familiar?

Now, consider this: while it requires significant energy to evaporate water, the process reverses when water vapour condenses into clouds. This releases the stored energy back

into the air and, bingo, hotter air flows down off the mountains, resulting in phenomena like Canterbury’s well-known nor’westers. These winds are particularly drying because they’ve not only dumped a heap of their moisture as rain but heated up in the process, creating even more capacity to hold water vapour and so more drying ability.

Thus, when climate scientists say climate change will bring more floods in some places and more droughts in others, that’s the sort of process they’re describing.

Now, enter El Niño

El Niño (warming) and La Niña (cooling) occur in the tropical Pacific Ocean, cycling over several years in what The Guardian’s political editor, Damian Carrington, calls “the biggest natural climate phenomenon on the planet”.

In La Niña, prevailing easterlies push warm surface water against Australia and Indonesia, leaving much of the Pacific surface cooler, which helps soak up atmospheric

heat. But every few years, El Niño kicks in, easterlies weaken, and warm water spreads right back to South America, creating a vast warm surface which, in 2016, contributed to air temperatures reaching record highs worldwide.

We’re entering another El Niño phase, and NIWA tells us that “During El Niño, New Zealand tends to experience stronger or more frequent winds from the west in summer, which can encourage dryness in eastern areas and more rain in the west.” Heard that before?

Leading Australian climate scientist Joelle Gergis puts it more forcefully: “The last thing we need right now is a bloody El Niño!”

With global warming plus El Niño, we shouldn’t be surprised if we’re facing a period of extreme weather on steroids. Hold tight.

Interested in more info? Try Under the Weather: A Future Forecast for New Zealand by Climate Commissioner James Renwick.

KNOWING YOUR TYRES

SUSTAINABLE INNOVATION IN TYRE RETREADING

The tyre and retreading industries are taking a stronger position in their commitment to produce more sustainable products. These actions contribute to lower fuel consumption of the vehicles to which the tyres are fitted, the generation of fewer pollutants, better use of recycled materials in the production of tyres and retreads, and even the use of materials from renewable sources.

Vipal Rubber continually follows market movements and promotes research into materials and the development of new products to meet the

demands of the future of tyres and retreading.

The compounds and tread designs in Vipal retreads reduce rolling resistance, which helps to promote lower vehicle fuel consumption. Specifically, the ECO procured line in Vipal’s portfolio serves as an illustration of this approach.

Additionally, Vipal offers treads formulated with specific compounds to comply with California’s SmartWay programme, which enforces fuel-saving legal standards. When it comes to electric vehicles, these require tyres with high torque performance and greater wear resistance,

along with tread designs that minimise noise. In this regard, Vipal has resources and research that allow it to monitor and adapt its products to meet highperformance demands from modern vehicles, such as EVs.

Another line of work that is aligned with market trends is research to increase the use of raw materials from renewable sources, for example, modifications to rice husk ash and the use of different types of vegetable oils.

In addition, Vipal emphasises reusing rubber waste materials. For example, tyre grinding produces rubber powder, which is chemically and

mechanically treated to improve its properties, allowing it to be reused to produce new tyre products. Another example is the use of pyrolysis carbon black, resulting from the controlled burning of scrap tyres and other waste.

“After 50 years Vipal continues its history of innovation. As it moves into its next 50 years, the company is taking into account the demands of tomorrow’s operating environment and vehicles, such as the high torque of electric vehicles, to produce tyre technology that continues to lead the market,” says Dave Leicester of New Zealand Vipal distributor Power Retreads.

Transporting New Zealand unveils Diversity Toolbox

Transporting New Zealand’s Diversity Toolbox officially launched in October, representing a big drive forward for New Zealand’s transport industry.

Developed in partnership with Teletrac Navman, the Diversity Toolbox is a set of practical resources designed to make the road freight sector a more welcoming place for people wanting to work in it. The launch was the latest element of the Driving Change Diversity Programme, which is part of the road freight industry’s Te ara ki tua Road to success programme.

The official launch event for the Diversity Toolbox was held at Alexander Group’s Waikato Hub in Hautapu, just outside Hamilton.

The keynote speaker was former Black Sticks hockey star and Olympian Brooke Neal, who spoke about success and being focused on the goal, and what impacts hyperfocus can have on people’s mental health and wellbeing.

resources and tips, starting with how to write a job ad that appeals to a wide pool of candidates. We’ve created lots of useful tools and resources that are free for everyone to use. Trucking businesses of all sizes will

supportive environment for all your staff, or just starting out on the journey.”

The Diversity Toolbox is all about encouraging a diverse and well-supported workforce in order to ensure businesses’ long-term success.

Its resources are one way of helping welcome and manage both new and existing people in the industry. The toolbox is made to support and assist operators and businesses manage the change with what matters to modern workers.

The big question we should all consider is this: What does success look like? Brooke called for all of us to spend some more time reflecting on this question and ask: What are your goals? What does matter? What are the things that define you?

Transporting New Zealand policy and projects advisor Billy Clemens said Neal’s speech focused on the importance of maintaining your personal wellbeing when operating in high-pressure, highperformance environment.

“It wasn’t until Brooke started prioritising her mental health and practicing mindfulness that she was able to achieve her goal of becoming the Black Sticks’ best defender, leading on to Commonwealth and Olympic medals,” he said.

“Brooke’s speech was a good reminder of the importance of good diversity and inclusion practices to employee wellbeing and positive mindset.”

Clemens said that when job applicants and staff feel uncomfortable or marginalised in a workplace due to their gender identity, culture, sexual orientation or age, their performance and mindset is going to suffer.

“The Diversity Toolbox is full of helpful

find the Diversity Toolbox useful and we encourage operators to have a look at what’s on offer,” he said.

“You might be one of the many operators already doing great work to create a

What’s in the Diversity Toolbox

Driver Recruitment Guide

A guide to making your job advertisements, position descriptions and interviewing practices appeal to a wider pool of applicants. With conservative estimates putting the current truck driver shortage at 2400, road freight businesses need to be casting a wide net.

Encouraging Employees to Speak Up

A best-practice pamphlet for employers, providing guidance about how to encourage your staff to raise issues with management. Having good systems in place for your people is a key part of having an inclusive workplace. It’s often hard to be the one to speak up about discriminatory or unsafe behaviour at work, and even tougher for some workplace minorities.

Speak Up Poster Template

A set of customisable workplace posters setting out a simple process for how to

The Speaking Up workplace posters and accompanying pamphlet can be used by businesses of all sizes. Just add the details of a relevant manager or HR rep and they’re ready to go up in the smoko room.

The Supporting Your Employees booklet is a helpful go-to for all managers and supervisors in transport businesses. It’s a pocketguide to helping employees with living with neurodiversity (everything from ADHD to dyslexia), handling bullying and harassment allegations promptly and sensitively, and managing mental health and wellbeing challenges.

speak up in the workplace. This identifies unacceptable conduct (ranging from racist and sexist behaviour, to health and safety concerns), sets out what complainants can expect from their employer, as well as the correct supervisor or manager to contact. It’s a great option to display in break areas or staff kitchen.

Supporting Your Employees

The Supporting Your Employees booklet is an easy-to-read eight-page booklet focusing on three issues: how to deal with bullying, mental health problems, and supporting neurodiverse employees. There is also a series of step-by-step processes that employers can compare against what they are doing currently.

The Diversity Toolbox resources can be ordered or downloaded at roadtosuccess.nz/diversity-toolbox/

BETTER FOR BUSINESS

Driving business profitability

Reduced cost per kilometre by up to 30% compared to new tyres.

A sustainable choice

Reduced CO2 emissions and use of recycled materials during the retread production process

Providing quality and reliability

Strict quality standards deliver reliable, premium retreads.

YOUR LOCAL EXPERT

Nationwide

Geoff Brain 021 842 835 geoff.brain@bridgestone.co.nz

Auckland Central, Auckland North and Northland

Rodney Wallace 021 220 2466 rodney.wallace@bridgestone.co.nz

Auckland South & Waikato

Rodney Morkel 027 216 3734 rodney.morkel@bridgestone.co.nz

“Retreading is a very important part of our tyre operation, both in terms of cost per kilometer and reduced CO2 emissions.”

Warwick Wilshier, Director Williams and Wilshier Transport Ltd

Bay of Plenty and Gisborne

Trevor Bunyan 021 718 861

trevor.bunyan@bridgestone.co.nz

Wellington, Wairarapa, Manawatu, Hawke’s Bay and Taranaki

Evan Armstrong 021 190 4929 evan.armstrong@bridgestone.co.nz

Canterbury, Otago and Southland

Tom Porteous 027 582 0682 tom.porteous@bridgestone.co.nz

Christchurch, Nelson, Marlborough and West Coast

Peter Taylor 027 405 3504 peter.taylor@bridgestone.co.nz

WAKE UP TO THE FACTS

AI-powered tech company Seeing Machines has released its inaugural 2022-23 Guardian Insights Report (for the 12 months to 30 September 2023), highlighting November as having the highest number of driver fatigue-related events in New Zealand and Australia.

Using Guardian technology to monitor driver fatigue and distraction, the Seeing Machines report captured a staggering 653,048 risky-driving events from fleets on both sides of the Tasman. This included 131,806 confirmed fatigue events and more than 520,000 distracted driving events, with almost 10% attributed to mobile phone use. The report confirms this is equivalent to almost 60 driver distraction events per hour.

Charles Dawson, CEO of Autosense (the New Zealand

distributor of Guardian by Seeing Machines), says the report is designed for road users to understand driver and fleet behaviour better.

“This is the first time Guardian has leveraged its driving data to pinpoint and address the trends surrounding risky driving habits. The de-identified data [not personally identifiable] is drawn from 25,202 vehicles across 2585 fleets in Australia and New Zealand. This data has been processed through Seeing Machines’ Guardian Live platform and verified by human analysts in

WAKE UP TO THE FACTS

Did you know the highest number of fatigue-related events are recorded in November?

Discover more in Seeing Machines’ Guardian Insights Report 2022-23

guardian.seeingmachines.com /insights-report-2022-23

the Guardian Centre, enabling the technology to unpack the realities of driving heavy vehicles on our roads.

“Our New Zealand-specific data directly correlates to this report. Our local data points to more than 159,000 instances of high-risk driving recorded in New Zealand fleet vehicles, including nearly 31,000 events involving drivers using their mobile phones.”

Dawson says Tuesdays are the riskiest days on New Zealand roads, and November is the highest-risk month for Australian and Kiwi drivers to share the road with fleet vehicles.

“Microsleeps, where a driver appears to be in a state of sleep, is a genuine concern for us all, with more than 68 events a day recorded in New Zealand, and November shows the worst month for fatigue events.

“Early mornings between 5am and 7am is also the worst time for fatigue.”

Dawson says he is not surprised by these numbers.

“While this is the first time that we have released this data, we’ve seen these trends increase over the past five years and align with what we see across the Tasman.

“What is positive is that utilising the Guardian technology means we can identify issues with drivers and provide education and training to mitigate these risks. As a company, we are committed to making roads safer for all road users by shedding light on the insights and performance data

that influence driver behaviour.”

Dawson says that while November is typically one of the busiest months for transport operators, other factors contribute to the 11th month being singled out.

“Fatigue in vehicles and the workplace is mostly about not getting enough sleep before starting work. Stress, heat and light also make it more difficult to get a good night’s sleep, and November typically has high daylight hours,” he says.

“In the transport industry, Tuesday is the busiest day of the week, so it’s no surprise that it is also the riskiest. We encourage all drivers to learn about fatigue, sleep and wellness. Businesses have a vital role in educating their drivers about the causes of fatigue and how they can prepare better for a busy day on the road.”

He says the Guardian by Seeing Machines system is installed in almost 5000 fleet vehicles in New Zealand and is designed to vibrate and ‘shake awake’ drivers when a microsleep event is detected. The technology is proven to reduce fatigue-related events by up to 90%.

Companies without access to the data should try to educate their drivers to be alert for the signs of fatigue, Dawson suggests. All drivers who are feeling fatigued should find somewhere safe to stop for a quick nap.

“NASA discovered that a 26-minute nap provides up to three hours of improved consciousness. It can save lives.”

VARTA ProMotive AGM is designed to optimally support drivers and their trucks during their time on the road. Since the demand for nonstop transportation services requires trucks to be on the road every day, drivers spend more time in the cabin than ever before. The Varta A1 AGM truck battery leads with high vibration resistance, excellent charge acceptance, extended cycle life and increased depth of charge, allowing fleets to equip drivers’ cabins with hoteling functions without draining the battery, avoid downtime and maximise productivity.

It all starts with

Visit our portal to find your local supplier. www.varta-automotive.com/en-nz

SUPERTYRE unveils new Auckland supercentre

SuperTyre launched its new purpose-built Auckland supercentre in Manukau at its official opening in November.

The launch supports SuperTyre’s growth strategy in the Golden Triangle and is a strategic step in the company’s journey to become New Zealand’s most sought-after tyre solutions business. Renowned for challenging industry norms and being a tech leader in the industry, SuperTyre’s Auckland supercentre is geared to meet the growth in demand from its commercial customers.

Speaking at the opening, managing director Dayne Drummond said, “It’s been a hell of a journey, and I put our rise down to the fact that we consider ourselves truck people. We see ourselves as more part of the truck industry than the tyre industry. While we know tyres, it’s trucks that we are passionate about.”

SuperTyre launched in 2011 as an alternative to global industry players, delivering direct-tomarket tyre solutions, evolving over the years into a technology-led operation.

“The insights and savings we can now provide our customers is truly blowing them away, and it’s a great yardstick for where the whole transport industry is heading,” Drummond said.

“SuperTyre is focused on shaking up the tyre industry. Our tech solutions provide customers the ability to identify and reduce unwanted costs for their fleets. With more and more customers looking to reduce operating costs, our ServiceMax and S5i options simply make sense. The real cost of running your fleet is becoming so transparent, and we’re leading the charge in this area,” he said.

The Kiwi-owned business already has a network of branches throughout New Zealand.

“Providing a state-of-the art service centre for all tyre and tech requirements in Manukau is just an extension of this service.”

NAPA set to celebrate 100 years

In 2025, NAPA will celebrate a century of serving the automotive industry, with the NAPA Expo kicking off the celebrations.

In Las Vegas from 14 to 17 April 2025, the expo will feature a huge range of products, solutions, ADAS, tools and equipment, as well as networking opportunities, seminars and expert speakers. The event provides an opportunity for attendees to acquire knowledge in attracting and retaining the best technicians in the current skill shortage. Attendees can learn from the NAPA AutoCare network, which includes more than 17,000 workshops across America.

The expo is excellent timing, with insights into the significant technology changes going on across the automotive industry.

It will be the biggest NAPA Expo to date, with more than 15,000 delegates expected to attend and over 300 suppliers showcasing the very best on offer at the trade show. Along with the 100th-anniversary

celebrations, attendees will get to see some of the best of NAPA racing up close.

NAPA was established in 1925 in North America, and is now a truly global business operating in Canada, Mexico, the Caribbean, Latin America, Europe and Australasia.

While NAPA NZ is only three and a half years old, the foundation businesses have more than 250 years of combined experience in the New Zealand market.

“NAPA stands for National Automotive

Parts Association – we formed the NZ Auto Parts Association of specialist trade businesses to bring the best offer to the New Zealand trade customer,” says Tony Walker, NAPA general manager, sales and operations.

“It’s not every year you turn 100. Based on previous expos, NAPA knows how to celebrate, so it will be an event not to be missed.”

Ahead of the 2025 expo, NAPA is presenting a once-in-a-generation opportunity to join NAPA NZ in attending the event. Places are limited. NAPA will be working with attendees to create opportunities to win/earn some or all of the costs of the trip back. There is also potential to extend the trip and add additional experiences.

“Why not plan the trip you’ve always wanted around this event and tick some items off your bucket list while setting your business up for the future.”

Contact your local NAPA rep or branch to find out more, or scan this QR code to register your interest.

GO THE DIS TANCE

COMMERCIAL OIL PRODUCTS

Gulf Western has commercial at the heart of it’s business, and their state of the art blending plant and leading technical experts produce many different OE approved oils for commercial vehicles, including:

EURO SYN LV 5W-30 UHPD

API CK4 ACEA E6/E4/E9/E7, MB 228.51 (formulation approved by Daimler Benz), Scania LDF-4, MAN M 3677/3575/3477,

MTU Type 3.1, VDS4.5, Cummins 20086. Allowable drain in excess of 100,000km whilst maintaining complete protection 300055

EURO SYN 10W-40

Scania LDF-3, E4/E7 VDS3 M3277 and ACEA E4.

Suitable for use with Scania Euro VI engines Ultra High Performance Diesel (UHPD) Engine Oil

• MB 228.5

• MAN M3277

• DEUTZ DQC IV-10

• RENAULT RX 300059

EURO SYN 10W-40 LONG DRAIN

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Make sure your fleet goes the distance with Gulf Western

The best of intentions won’t pay the bills

Business relies on trust. You can sign contracts and create agreements, but it ultimately comes down to the will of both parties to stick to a mutual understanding and behave in a fair and reasonable manner in good times and bad.

Ihave recently been exposed to the liquidation of a customer – albeit a relatively small one. While good intentions are important, they only go so far; payment is crucial. No one enters business to face collapse. Liquidation is a last resort, taken when all other options have been exhausted. But, ultimately, the money owed should be showing in my account.

The experience has underscored the importance of cash flow; it is the lifeblood of our businesses, regardless of their size. The funds I am likely to lose due to this liquidation could have been used for other expenditures, contributing to the cash flow of the businesses I engage with.

Often, one hears of a company cutting it too close with its payments to suppliers, treating this as a fallback funding method, without considering how crucial the cash flow is for the supplier.

Relying on the ‘generosity’ of suppliers beyond standard trading terms reflects poorly on any operation, raising concerns about a business’s integrity and the trust I mentioned earlier. Suppliers may be hesitant to apply too much pressure to collect debts, fearing it might jeopardise the customer relationship, although arguably, there’s not much to lose if you’re not being paid for your services in the first place.

It begs me to ask the tough question: Are we all being fair and reasonable corporate citizens and making our greatest endeavours to prioritise and ensure we’re playing our

part in the relationship?

In my recent experience, the liquidation process was further complicated by a complete lack of communication from the customer. This resulted in significant legal costs, all just to reach a resolution after we had exhausted other options. Could a straightforward conversation have made things easier and saved a considerable amount of expense? Absolutely.

As economic conditions continue to tighten their grip and anticipated seasonal boosts in volume fail to materialise, I ask all of you to reflect on whether you’re being the best customer possible – displaying the trust needed to foster thriving commerce.

Unfortunately, I fear there will be a few businesses out there reaching the end of their resources, still holding on with the best intentions – whether at their desk, kitchen counter or in the cab of their truck –determined to give it ‘just one more week’.

The problem is that good intentions won’t pay the bills.

Often, one hears of a company that is cutting it too close with its payments to suppliers, treating this as a fallback funding method, without considering how crucial the

the supplier.

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SIMPLE SOLUTIONS to sweat this summer

Stuck for ideas on how to be active this summer? Don’t want to commit to a gym or a rigorous exercise regime? Here are some ideas to keep you fit this without losing the freedom to enjoy the sunshine and precious time with friends and family.

1. G et into outdoor games and activities

You can build active time into your social sessions whenever you catch up with friends and family. This could mean having a casual game of touch, playing backyard cricket with the kids or throwing a vortex on the beach. There’s no reason why exercise can’t be fun and light-hearted. Even if you’re not sweating profusely, you are still active and moving.

2. Get out in the sun

Getting away from the truck/office and soaking in some vitamin D is essential for physical and mental health. If you are interested in yoga, Pilates or low-impact movement, taking your usual stretching session outdoors to get some fresh air and a break from the four walls of your house or workplace is a great idea.

3. Head into the bush

Kiwis are extremely spoiled by the scenery – there are many established walking tracks and bush walks with varying degrees of difficulty of terrain. It pays to research ahead of time if the walk is unfamiliar to you. The DOC website can guide you on how long a walk might take, it’s scale of difficulty and what you need to take to be prepared.

4. Jump on your bike

Every year, more biking tracks and trails are set up throughout Aotearoa. If you

aren’t too confident on a bike, plenty of gentle trails don’t require a lot of skill or confidence to navigate the track. If you are more experienced on a bike, some tracks test your balance and expertise. Again, researching ahead is important to ensure you have a fun and safe ride appropriate for your confidence and experience level.

5. Join a summer sp orts team

Many fun sports run through summer. If your time and schedule allow, join a summer sports team. That way, you are being social while you’re getting fit. You also know that you are likely to show up to games and trainings because you don’t want to let down your team or miss out on the after-match functions.

6. Get out in the garden

If you’re green-fingered or enjoy outdoor chores around the house, the summer season is a great time to tidy up the grounds or crack into some outdoor projects. It is a good way to get some vitamin D, move your body and enjoy seeing your garden transform. Weeding, digging, building decks, moving around pot plants, mowing the lawns – they may seem like simple tasks, but they’re easy ways to be active while ticking off chores.

7. Hit the water

If you are confident in the water and enjoy being around lakes and beaches, it is a

great time to grab the boogie board, kayak or paddle board and head out for a play on the water. Kayaking is an amazing workout for the upper body and core and a great way to explore. Paddleboarding challenges balance, stability and your core – it is much harder than it looks. There is the option to stay on your knees if you don’t feel confident standing while paddle boarding.

8. Save gas money

If you are holidaying in a town that is easily accessible by biking or walking, make it a challenge to yourself to leave the car at home more often and walk to the shops or beach instead. Opting for a walk/cycle instead of using the car gets your steps and active minutes up without requiring strenuous exercise and saves you a bit of gas money each day.

9. Join a lo cal boot camp or exercise class

If you’re a gym goer, but you’re away from your usual fitness club – challenge yourself to try something new and try out a local exercise class or gym. It can be fun to meet people and experience different gym environments and styles of classes. Quite often, there are outdoor boot camps in beach towns you can jump into at a moment’s notice – and working out near the beach is a lot of fun.

What is FATIGUE?

Fatigue is more than just being tired – it is a state of physical and mental exhaustion, resulting in a loss of alertness and awareness. This can be due to long working hours and lack of sleep.

Fatigue is thought to be a contributing cause in about 12% of all transport accidents. Woka Kotahi refers to it as the ‘hidden killer’, since it has numerous symptoms and causes and is unseen. Everyone experiences fatigue differently, and those who are feeling it might not even be aware of it.

Because they work in shifts, drive at night against their normal body clock, start early in the morning and are often alone at work, commercial truck drivers are particularly at risk of fatigue-related accidents.

Our body clock controls when we get tired and when we’re most awake over the day. The body clock rhythm falls and rises at various times throughout the day, and our biggest urge to sleep is frequently between 2am and 4am and between 1pm and 3pm. If you have had enough sleep, you will feel less sleepy during a body clock dip, and if you haven’t, you will feel sleepier. Therefore, to fight fatigue, you must be on top of other areas of your health and wellbeing if you are driving through these low-alert periods. These periods are challenging on your body and might turn into fatigue if you do not take care of yourself.

Do you have fatigue?

You must stop driving immediately if you experience even one of these symptoms:

• repeated yawning

• trouble keeping your head up

• drifting out of your lane

• feeling irritable or restless

• loss of focus

• daydreaming

• forgetting the previous few kilometres of driving

• blink ing more than normal

• your eyes are going out of focus

• poor gear changes

Fatigue and driving can be a deadly combination. Think about all the times you’ve crossed the middle of the road, made a sharp right-hand turn, or failed to remember towns or landmarks. These are all common fatigue symptoms. If you have noticed any of these signs more than once a week, you might be experiencing fatigue and need to rest.

The only cure for fatigue is sleep

If you think you’re fatigued while driving, you’ll need to take a break as soon as possible. Temporary ways to relieve fatigue include:

• stopping the truck as soon as it is safe to do so

• rehydrating yourself, ideally with water or an electrolyte drink

• tak ing a short nap – even 20 minutes will help you to be more alert, and

• tak ing breaks and getting out of your cab; breathe in fresh air, stretch, take a short stroll.

Next month, I will address more formal ways to manage fatigue.

Telephone: (09) 985 5609

Kaye Byrne is a health and safety consultant who works for Safewise, a health and safety consultancy organisation. Kaye has been in the health and safety field in one way or another for the past 10 years, most recently as a consultant. Kaye has experience working with many different industries and people. She holds a New Zealand Diploma in Workplace Health and Safety Management (level 6) and is a member of the New Zealand Institute of Safety Management.

021 326 642 danielle.beston@trafficlawyerauckland.co.nz

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The RUC temporary reduction scheme

All about RUCs now and in the future.

In New Zealand, anyone who uses the roads must contribute towards making sure those roads are in good condition. When you buy petrol, road user charges (RUCs) are included in the tax paid on the petrol. When you have a light-diesel vehicle or a heavy truck, you must purchase RUCs instead.

In March 2022, the government offered a transport relief package that reduced RUC rates by 36% to support New Zealanders through the global energy crisis. The RUC reduction scheme ran from 28 April 2022 to 31 January 2023 and from 1 March 2023 to 30 June 2023. This means that from 1 July 2023, the standard RUC rates applied once more.

Warning

If you made excessive purchases of RUCs during the discounted periods, you may be audited and invoiced by Waka Kotahi. It will look for any unusual or excessive purchases of the reduced RUCs.

If you have purchased an excessive amount at the reduced rate and have not applied for a new RUC licence by 31 July 2023, then Waka Kotahi can send a new invoice where you will be charged the standard rate for the excessive RUCs.

Reminder

If you are a light-vehicle owner who purchased too many RUCs and your existing RUC licence lasted past 31 July 2023, you should have bought a new RUC licence in July. All heavy-vehicle owners needed to

purchase a new licence by 31 July 2023. If you haven’t already, ensure you enter your current distance reading when you buy the new licence, and the system will credit you any unused RUCs.

Inputting your current hubodometer or odometer reading will result in the system crediting any unused distance. It is essential to use all credit in the same transaction and ensure your new licence extends beyond the end distance of your current licence.

Overlap licence

When purchasing a new RUC licence, you need to enter the current reading, and that will be your start distance. The system will then calculate what you have already used and what is left unused. The unused distance will be credited towards the new licence, and this is known as an overlap licence.

RUCs are sold in units of 1000km – your licence may need to be rounded up to the next unit. This means if you have a current RUC licence from 4000km to 5000km and your current hubodometer reading is 4250km, when you apply for your new RUC licence and input the start reading as 4250km, the 750km will be credited back at the RUC rate originally paid.

You will need to use all this credit on your new licence.

Surrendering your RUC licence

If you do not want an overlap licence but have brought RUCs in advance, you may

be able to surrender your RUC licence and obtain a refund. You will get a refund under certain circumstances.

First, because you accidentally bought too much during the reduction period and will have more than 10,000km left over; and second, Waka Kotahi has already notified you by sending a letter that you have bought excess RUC, and you now need to surrender your licence.

Be aware that you cannot apply to surrender your RUC licence if it is over two years old or if you are selling your vehicle.

EV RUCs

Beware that if you own an electric vehicle, one of the National Party’s policies is to make sure all vehicles pay road user charges, which includes EVs. They are currently exempt from RUCs until 31 March 2024, but it is proposed that owners of EVs will be charged $76/1000km from April 2024 onwards.

Remember

When applying, remember you will need your plate number, RUC licence label and number, the vehicle’s current hubodometer or odometer reading and proof of your bank account.

If you apply for a refund and get approved, destroy your current RUC licence, as it will no longer be valid. Most importantly, RUCs need to be purchased before travelling.

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

The team at Roadmaster would like to take the opportunity to thank all of our valued clients for their support this year.

We wish you all a very merry Christmas and a happy and prosperous new year.

Boosting your small business with AUTOMATION

In today’s fast-paced business world, small businesses are finding a new ally in automation – a friend that boosts efficiency, trims costs and keeps a business in the competitive game. Once considered a luxury for the big players, automation is now a down-to-earth solution tailored for small businesses, thanks to user-friendly tools and technological advances.

Imagine having more time to focus on what you love about your business –innovating, engaging with customers, and fostering growth. Automation lets you do just that by handling those repetitive and time-consuming tasks such as data entry, inventory management and invoicing. By automating these behind-the-scenes activities, you and your team can channel your energy into strategic initiatives that drive your business forward.

Your financial headaches – automation can help with those. Accounting software and automated financial platforms make bookkeeping, expense tracking, and payroll a breeze. No more worrying about human errors or struggling to keep up. With automation, you can confidently make informed financial decisions based on accurate and up-to-date data.

And let’s not forget about marketing –another area where automation sprinkles its magic for small businesses. Email campaigns, social media scheduling and customer relationship management (CRM)

activities can all be automated, allowing you to maintain a consistent online presence without feeling like you’re drowning in tasks. Plus, targeted marketing efforts and personalised communication contribute to building your brand and keeping your customers engaged.

You might be wondering about job security. Good news! Automation isn’t here to steal jobs; it’s here to be your business’ sidekick. By taking care of the repetitive stuff, it frees up your team to focus on tasks that require creativity, critical thinking and that special human touch.

Think of it as an opportunity to upskill your workforce and foster a culture of learning and adaptation.

Automation isn’t just about efficiency, it’s about creating a more connected and collaborative workplace. Cloud-based collaboration tools and project management platforms make communication a breeze, regardless of where your team members are. This level of connectivity doesn’t just boost productivity, it makes decision-making

faster and more effective – a must for small businesses navigating today’s dynamic markets.

I challenge you to look at all the tasks you do in your business that are repetitive. Process map these tasks and ensure you ask all the way through why are you doing each part and where it adds value (look to eliminate anything that doesn’t add value along the way so that you end up with a lean value-added process). Then look for a way to make this task automated. There are so many solutions available to small businesses that it is a question of, ‘Which one do I chose?’

Get the post-it notes out and give this a go; start small because these are usually the low-hanging fruit. Word of warning: don’t stop when you have mapped a task once. Look to continually improve your automation. Just like lean production, automation should be a part of continuous improvement in business.

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

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

Navigate your way to the Teletrac Navman TMS Conference and Exhibition

Representing a concerted effort by two leading industry organisations to centralise multiple smaller events into a singular, dynamic two-day learning and networking opportunity, the Teletrac Navman Technology, Maintenance, Safety (TMS) Conference and Exhibition will transform your conference experience.

This is your chance to invest in your team’s growth within the impressive Te Pae Christchurch Convention Centre, featuring many heavy vehicle displays and machinery exhibitions, creating the perfect atmosphere for business development and industry engagement.

Technological advancements and sector insights

The Teletrac Navman TMS Conference will present a wide array of sessions, including in-depth panel discussions on the latest diesel-electric and hydrogen technologies. Participants will gain valuable insights from industry leaders who have pioneered the integration of alternative fuels into their operations. The conference will challenge your teams to consider their readiness for technological advancements and the competencies needed to excel in an evolving industry.

Prioritising safety and enhancing workforce skills

The transport industry’s commitment to

safety is more critical than ever, underscored by recent WorkSafe publications. John Sansom will provide an update on the innovative HARMfree Transport & Logistics workplace safety programme. The conference will also share success stories from companies implementing exemplary work design practices. Attendees will learn about the New Zealand TruckSafe Accreditation Safety Management System and can network with Australian operators who are TruckSafe-accredited, gaining insights into their safety management systems. The conference will further discuss strategies for emission reduction, including the implementation of powered axles.

Diverse participation and industry growth

The Teletrac Navman TMS Conference and Exhibition is designed to assemble a broad spectrum of industry professionals, from business leaders and senior managers to hands-on technicians and fleet managers. Health and safety managers, manufacturers, truck distributors and industry suppliers across New Zealand will find significant value in attending. The event also aims to support the professional development of the emerging workforce, encouraging companies to include their younger team members.

Inaugural industry awards

The Teletrac Navman TMS will introduce

Scan the QR code to secure your delegate ticket at the special price of $299+ For more information, contact Bill James on bill.james@trucking.nz or +64 27 288 0811

three prestigious industry awards: the Technology Award, the Maintenance Award and the Safety Award to celebrate significant contributions to the industry’s advancement. The awards ceremony is set to be a highlight of the conference, scheduled for the evening of March 13, at the networking event in the Majestic on Durham Street, Christchurch.

We’ll see you there

The conference has received endorsements from various industry associations, including Ground Spreaders, Heavy Haulage, the Crane Association and CILT, all of which have encouraged their members to participate.

Teletrac Navman, the event’s primary sponsor, is committed to fostering innovation and growth within the transport sector. Megan Duncan, director of global marketing operations, emphasises the company’s dedication to the collective progress of New Zealand’s transport industry.

Presented by the New Zealand Trucking Association and National Road Carriers on 13-14 March, 2024, the Teletrac Navman TMS Conference and Exhibition is more than just an event; it’s a transformative experience. Mark your calendars and plan to join us in Christchurch for an immersive two days of knowledge-sharing, innovation and networking. This is an opportunity not to be missed. Plan your trip now.

National Road Carriers Association can be contacted on 0800 686 777 or enquiries@natroad.co.nz

TOP TIPS ON GROWING YOUR TRUCKING BUSINESS from founders who’ve done it

The Christmas/New Year holiday period is a time for reflection and resolution, and some of you may be wondering how to grow your business. We picked the brains of NRC members who have been there and done that for their top tips on developing a transport business.

SBS Tranz managing director Mandeep Padda says SBS started with one unit for VersaCold in 2010, carrying chilled and frozen store deliveries for Restaurant Brands. Today, the company runs about 90 units with more than 100 drivers and four locations in the North Island.

“We grew with great service and explored any opportunity, including general freight and containers. Our operation is customercentric, and we always believe in growth with our customers.

“Safety of drivers and vehicles is our key KPI, and we always put people before profit. We are a technology-focused company, always Investing in new tech for business, vehicles and people. Our vehicles and drivers are visible reminders of our commitment to providing an excellent and dependable transport service.”

How did SBS Tranz grow?

• Never cutting corners and believing in great service.

• Always providing a solution to the problem, not just a price.

• Keeping drivers at the top of the food chain.

• Building a great team with like-minded people.

• Having full trust in the team – no micromanaging.

• Investing back in the business for growth.

• Building good relationships with customers, not the contracts.

• Providing a safe work environment for everyone.

• Working on better ways for customers and drivers.

• Adapting quickly to new challenges.

• Never being afraid of failures – mistakes are part of the journey.

Mandeep Padda’s top tips

• Pay people on time with respect.

• Teams are important, so learn to delegate.

• Technology is your friend.

• Appreciate the people who do the hard yards.

• Adapt quickly to new changes.

• Focus on tomorrow, not today.

Sims Transport director Phillip Sims started in 1985 as a courier. After 14 years, he moved to larger trucks, starting with one six-wheeler curtainsider. After a couple of years, the freight company he was contracting to allowed him to add extra trucks.

“The business grew as the freight volumes grew, and I managed to get a couple of major clients to look after. Between my company and my wife’s company, we now operate 16 truck and trailer units doing Auckland metro work.”

Phillip Sim’s top tips

• Always answer your phone, as there will always be someone else out there to do the work.

• Make the right decisions … but if you don’t, don’t make the same mistake again.

• Choose the right partners/suppliers and build good relationships with them.

• National Road Carriers is a great team and will point you in the right direction. I’ve been a member for at least 20 years.

• Choose mechanics and other ser vice providers who make time to meet your needs so your trucks are not down for long.

• Hire an accountant who knows your business

Newey Transport was created in 2002 as a one-truck operator, carting logs, says NRC

board member Ian Newey.

“My background was logging as I went into the forest industry when I left school. I then took up driving logging trucks, which led to an opportunity to buy a second-hand truck, which we owned for three years.

“Then it became clear that we needed a new truck. This was the best thing we ever did. I drove that truck until it was freehold and then brought a second new truck and ran the two side by side. One was freehold, and one had debt.

How did Newey Transport grow?

“Our goal has always been that up to 50% of our fleet is owned outright, and as the business has grown, we have had to go through downturns in the logging over the years, so this has served us well.

“You never want to overcapitalise – just buy the truck needed to do your job.

Separate your dream truck from the correct truck. Standardising your truck brands makes everything easier.

“Understand your costs and understand your margins. Make sure you have options in your financing arrangements so you can make changes when things out of your control happen.”

Ian Newey’s top tips

• Make the time to shop around for your best cost prices.

• Build a network of like-minded people.

• Plan for the medium to long-term view of your business.

• Understand your sector and the links in the sector chain.

• Be ready for opportunities that may come your way, as these are often unexpected.

To be successful in business is challenging. My advice to all those aspiring to grow is to engage with the team at National Road Carriers so we can connect you to whatever support you need to make the journey easier.

Earlybird Delegate tickets available now only $299+gst! Includes 2 days entry, Industry Awards and Networking.

Spectacular indoor exhibition space at Te Pae provides the perfect opportunity to showcase products and services in the Technology, Maintenance and Safety space in transport, to a large captive audience over two days.

Get in touch today to be part of this exciting inaugural event!

Event Co-Manager: Event Co-Manager: Sponsors & Exhibitors: Carol McGeady (NTA) Paula Rogers (NRC) Bill James Chief Operating Officer Commercial Transport Specialist Membership Services carol.mcgeady@trucking.nz paula.rogers@natroad.co.nz bill.james@trucking.nz +64 21 252 7252 +64 21 771 951 +64 27 288 0811

Transporting New Zealand can be contacted on (04) 472 3877 or info@transporting.nz

Ready to get cracking to fix transport problems

There may have been no immediate action from the government following the election – New Zealand’s MMP electoral system means it takes a little while for the exact make-up of the new government to be announced – but, in the meantime, Transporting New Zealand has been flat out working on issues that affect our members.

We’re very much looking forward to working with the new government to get cracking on fixing the transport problems our members have been telling us that impact them the most.

In the months before the election, we developed the Election Platform 2023, showing our position on key transport areas. We also had one-on-one meetings with ACT’s Simon Court and National’s Simeon Brown, and we held a panel discussion at our annual conference with representatives from all the major parties. Therefore, we are familiar with the plans and views of the respective parties.

We made it clear earlier that, in principle, we backed the transport-related parts of the National Party’s 100-Day Action Plan, released before the election. Similarly, during our discussions with Simon Court, we were pleased to hear that ACT was thinking of more innovative ways to fund roading.

National says its Transport for the Future programme “will cut congestion, provide more low emission transport options in support of our climate change goals, and create a more productive and resilient transport network that drives economic growth to boost incomes and unlock land for thousands of houses”.

Transport for the Future includes building more Roads of National Significance, better public transport and rebuilding regions and improving resilience.

We all know that highway infrastructure has been suffering from chronic underinvestment, and every day, we hear from road transport operators concerned about

the poor state of New Zealand’s roads.

We support the creation of a National Infrastructure Agency and the need to build a resilient road network. We also support a return to building more Roads of National Significance in the long term.

Transporting New Zealand is also behind taking a pragmatic, evidence-based approach to setting speed limits around the country. Instead, we have seen a one-size-fits-all approach, leading to nonsensical speed limits on safe, open roads. Pre-election, National was adamant it would repeal the Land Transport Rule, Setting of Speed Limits 2022. This rule underpins many of the changes that are getting underway now and is creating a massive amount of work and expense for local authorities, not to mention the heavy demand it imposes on road users like us and the AA during the consultation phases. Stopping this change will be a significant relief and a good win for our sector.

As has happened for years, the road transport industry and the marketplace have adjusted pay, leading to fairer working conditions. So, I don’t believe we were on the radar for direct intervention under the Fair Pay Agreements Act. However, we were also supportive of National’s plans to repeal this legislation.

In addition, National is pledging to remove the clean car discount and fees for higher emitting vehicles and bring in road user charges for EVs after next March. Simeon Brown says National plans to fund all roads through per-kilometre charges eventually.

The discount will inevitably disappear at some stage, and funding for roads and other infrastructure must come from somewhere – and I think it would be wise to explore alternative funding sources.

At the same time, the environment and climate change are major factors that will continue to impact the country, so the new government will need to take those into account. One positive factor is new technology and the benefits it is already

bringing to the transport industry and the wider community.

That all sounds good in theory – let’s hope the new government can follow through with real action. I assure you we will hold them accountable for their promises.

The announcement that the annual inflation rate for the September quarter fell to 5.6% is welcome news for consumers and businesses. However, increasing fuel costs due to international upheavals could put more upward pressure on costs for businesses and families.

Unfortunately, significant cost pressures are still affecting the transport sector, with costs increasing by 7.1% in the September quarter alone. We will see significant pressure on freight costs, which our members have no choice but to pass on to their customers. Fuel is the second-highest cost element for our members after wages.

The incoming government must help keep a lid on sector costs, including freezing road user charges and fuel excise duty.

I close on a sad note, acknowledging the passing of Rachel Lehen from Fit for Duty.

Rachel was an expert in sleep and fatigue and had been involved with many heavy transport safety initiatives. I worked with her on projects in my current role and before joining here.

Rachel was the project lead in a trial we are undertaking with livestock drivers, using leading-edge technology that includes a cognitive performance assessment of the driver. This was leading work, and Rachel and I were to present a paper at an international conference on this trial. I will make the presentation alone, but it won’t be as good without her.

Rachel’s levels of drive, passion, leadership and commitment to making change and improving road safety and the wellbeing of drivers were extraordinary. On top of that, she was a really neat, genuine person. Rachel has left a real legacy, and may she rest in peace.

The electorate has SPOKEN

With the election behind us, it is hoped that the new government will take on board the messages sent to it by the electors of this country. New Zealand needs a government that cannot be swayed by self-centred interest groups but one that governs for the benefit of all of us.

We need genuine transparency in decision-making, not just the lip service we have seen in recent years. We need responsible ministers who will tell the public service that their role is to serve the public and not to use their position and authority to push personal agendas, while reminding them that the public pays their wages and that they have an unbridled duty to ensure any taxpayer money they spend is necessary. We also need ministers who will not hide behind the ‘it’s very complex’ banner but who will get on and do what they told us they would – which they have been elected to do. They must not let ideology and vanity get in the way of good governance.

The public service must be told in no uncertain terms that any consultation they enter into must be done in good faith and in a language that the majority can easily understand, with the results of the consultation guiding the final decision-making. Consultation must be more than just a tick-box in the process they follow and for

WORK?

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which their mind is already made up. In far too many situations in recent years, we have seen policies enacted that are contrary to the majority view obtained through consultation.

In short, we need and deserve genuine government.

Looking at the results as they unfolded on election night, it was clear the electorate wanted change, and what was delivered is the catalyst for this change. We will not know for sure what the final colour scheme of the new government will be, duel or tri-coloured, perhaps until after the Port Waikato byelection in late November, but let’s hope the incoming government does not sit on its hands in the meantime.

The new government must live up to promises made during the campaign, as not to do so will most likely see it returned to the opposition benches in three years. The electorate is watching and is anxious, anxious to see an end to the uncertainty of recent times. What the electorate has given can just as easily be taken away.

There is no doubt that the next Parliament will be fiery on occasion, and it will require a strong Speaker to keep things under control while not flinching from punishing those who transgress the Parliamentary rules, no matter on what side of the house they are sitting.

The incoming government has pledged to reduce the number of public servants. I suspect that several of them are now worried about their future and $100,000-plus salaries. So they should be. One only must look at the growth of communication staff, employed contractors and consultants to see this. This is one area I will be watching with intense interest. Luxon and Co have told us they will reduce hospital waiting queues and people’s time in A&E and bring basics back into education. This will take time as it is such a mess, but let’s hope they don’t just order more reviews and then sit back and wait for the outcomes while telling us they are doing something.

We will all be looking for an unqualified acknowledgment that roads and the trucks that run on them are vital to the economic prosperity of this country. These must not just be words. They need to be supported by actions. So, get on and fix the bloody things!

As the year draws to a close, it is timely to reflect on that which was and look towards 2024, perhaps with some trepidation and fear of the unknown. This year has been challenging for many of us. There is no doubt about this, but with a bit of hope, 2024 will be better. Mind you, it could not get much worse.

To the regular readers of this column and the magazine, thank you. Thank you to all you drivers and industry supporters who have to contend with congestion, Third World road conditions and the everrising cost of doing business daily. Each of you deserves entry into the Transport Hall of Fame. If you can manage to take a break over Christmas and New Year, do so, but stay safe.

With a bit of hope, some time in 2024, the lyrics of the Fred Dagg song We Don’t Know How Lucky We Are will start to ring true.

The Accidental Trucker