NZ Truck & Driver and Equipment Guide Magazines May 2020 by NZ Truck & Driver

NZ TRUCK & DRIVER | May 2020

May 2020 $8.50 incl. GST

FLEET FOCUS The truck driver MacGyver BIG TEST Jimmy’s judgment | FLEET FOCUS The truck driver MacGyver

Issue 234

Jimmy’ s judgmenT

The Official Magazine of the

ISSN 1174-7935

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CONTENTS Issue 234 – May 2020 2 Aeolus News

40 Teletrac Navman Fleet Focus

The latest in the world of transport, including….New Zealand Truck & Driver under COVID-19; finding positives within the COVID-19 crisis; mothballed roading projects should be part of post-pandemic economic recovery

12 Giti Tyres Big Test Longtime truckie Jimmy Clark is a bit of a traditionalist – and would have been happy to keep his Kenworth K104 “old girl.” So it’s interesting to find out what he thinks of all the high-fallutin’, high-tech safety features that have come with his new A.S. Wilcox & Sons K200

25 Transport Forum Latest news from the Road Transport Forum NZ, including…..it’s wrong for road transport to be taxed to subsidise rail; solution to driver shortage is in operators’ hands; early trucking downturn foretold coronavirus impact

MANAGEMENT Publisher

Trevor Woolston 027 492 5600 trevor@trucker.co.nz

Advertising

Trevor Woolston 027 492 5600 trevor@trucker.co.nz Hayden Woolston 027 448 8768 hayden@trucker.co.nz

EDITORIAL Editor

Wayne Munro 021 955 099 waynemunro@xtra.co.nz

Editorial office Phone

PO Box 48 074 AUCKLAND 09 826 0494

Associate Editor

Brian Cowan

CONTRIBUTORS

55 TRT Recently Registered

MacGyver was a hit tv series back in the 1980s – about this super-smart dude who relied on clever technology to get himself and others out of trouble. Back in the day, Auckland transport operator Robin Thomas earned a MacGyver-like reputation for his own innovative thinking and can-do approach to his business

New truck and trailer registrations for March

COLUMNS 51 Road Transport Association NZ Southern road trip highlights ongoing challenges for truck drivers

FEATURE 48 Landmark fishing tourney….. the last of the year

53 National Road Carriers Association

The Southpac Trucks Truckers & Loggers Fishing Tournament just made it before the COVID-19 restrictions came into effect

Call for industry to do its bit to prevent plastic pellet spillages – thus avoiding further pollution of our oceans

REGULARS 43 PPG Transport Imaging Awards Recognising NZ’s best-looking truck fleets….including a double-page poster of this month’s finalist

Gerald Shacklock Dave McLeod Rod Simmonds Olivia Beauchamp

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston 027 233 0090 trudy@trucker.co.nz AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz Dion Rout 027 491 1110 dion@trucker.co.nz

ADMINISTRATION Sue Woolston MANAGER accounts@trucker.co.nz SUBSCRIPTIONS NZ subscription price ADDRESS Phone Freephone Postal Address Street Address Web

Sue Woolston accounts@trucker.co.nz $80 incl. GST for one year (11 issues) Overseas rates on application +64 9 571 3544 0508 TRUCKER (878 2537) PO Box 112 062, Penrose, AUCKLAND 172B Marua Road, Ellerslie, AUCKLAND www.alliedpublications.co.nz

Contributions: Editorial contributions are welcomed for consideration, but no responsibility is accepted for lost or damaged materials (photographs, graphics, printed material etc). To mail, ensure return (if required), material must be accompanied by a stamped, addressed envelope. It’s suggested that the editor is contacted by fax or email before submitting material. Copyright: Articles in New Zealand Truck & Driver are copyright and may not be reproduced in any form – in whole or part – without permission of the publisher. Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher.

NZ Truck & Driver Magazine

PRINTING & DISTRIBUTION Printer Bluestar Retail Distribution Ovato Publication: New Zealand Truck & Driver is published monthly, except January, by Allied Publications Ltd PO Box 112 062, Penrose, Auckland

Net circulation – ended 31/03/2019

11,360

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Truck & Driver | 1

GPS Tracking

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0800 447 735 TeletracNavman.co.nz

NEWS

Finding possible positives

There is a possibility that the trucking industry has won over more Government support with its vital role during the lockdown THE GOVERNMENT’S ANTI-TRUCKING STANCE MAY have been softened by the road transport industry’s vital role in keeping the country fed and functioning during the COVID-19 pandemic lockdown. Even in the midst of a grim time, with many transport operators worried about the impact of the nationwide shutdown on their businesses, Road Transport Forum chief executive Nick Leggett saw one positive. “If we’re looking on the bright side, one of the things that has come out of the COVID-19 lockdown is a greater understanding from Government of the importance of trucks, and the intricacies of freight logistics.” Evidence of it came in the form of a change of mind by the Government on its lockdown ruling that only essential freight could be moved by transport operators. Leggett explained that the lockdown rules – created “with the appropriately singular view at the time of saving people’s lives,” saw the Government trying to separate freight into essential and non-essential…. “The aim was to reduce the number of people in New Zealand leaving their homes for work, to eliminate the opportunities for the virus to take hold of the population” – as had happened in other countries. But, said Leggett, “an unintended consequence was that this in fact clogged the freight chain: It’s a system that needs to keep goods moving to work at its optimum.” For the first three weeks after the lockdown, the Forum tried to get that point across to Government officials and Transport Minister Phil Twyford. As Leggett pointed out publicly at the end of the first week of lockdown, the essential/non-essential classification showed “a lack of understanding of what is an integrated global system. “You take one link out, and the whole chain starts grinding to a halt. As an importing and exporting nation, goods have to be able to come in and go out.

“But at the moment, goods deemed ‘non-essential,’ such as logs and processed wood products, are not allowed to go out. That means other countries that don’t have these restrictions are taking our market share – and we may never get it back. “The longer this goes on, the more people in the NZ provinces where forestry is a key employer will be out of work and the more businesses will fold. “We can’t export without importing. We must be able to move goods. Workers are already working in the ‘new normal’ conditions of social distancing and strict hygiene, so this is do-able under Alert Level 4. “We know that it is vital that items deemed essential move quickly through the supply chain, and priority should be given to them. However, for the supply chain to actually function now, and during our nation’s economic recovery, the classification to control its movement should be scrapped.” Thus, when (on April 16) the Government “made some adjustments to enable all freight to move, it was a happy moment in otherwise not very happy times. “This is good news for the road freight transport industry and we thank the Government for making this adjustment. “A refinement of the rules means that non-essential freight, which previously could not be moved unless it was in the way of essential freight, can now be moved to its end destination. “Customers can receive this freight, but they can’t be open to operate their businesses under Alert Level 4 and all the rules for working under Level 4 are in place still. “This means that freight companies can get on with their business and free-flowing freight will help exporters and importers, as well as those who are part of the domestic supply chain.” T&D Truck & Driver | 3

NEWS

Online our only option... for now By NZ Truck & Driver publisher Trevor Woolston

NZ Truck & Driver publisher Trevor Woolston in his home “office”

EVERYTHING CHANGED ON MARCH 25, 2020, when New Zealand went into Level 4 lockdown for COVID-19. Over the first few days there was significant confusion as to what could and couldn’t be done during the lockdown in regard to magazine printing, distribution and retail sales. At first it appeared that most of our suppliers would be able to deliver – but, one by one, more and more business activities were ruled non-essential by MBIE….until we ended up in a situation where there was no possibility of producing a printed magazine. We talked to our industry partners – namely the Road Transport Forum NZ and its member associations, as well as the NZ Heavy Haulage Association – and it was decided that we should try and keep the lines of communication open within our industry….so the decision was made to produce a digital magazine. Thanks to NZ Truck & Driver magazine’s circulation being heavily via direct mail, and by working with each of the major industry organisations, we will still be able to reach all of their members through their email membership lists. We also have a good number of our subscribers’ email contacts and will distribute directly to them – as well as running a social media campaign to make contact with as many readers as possible and link them to the digital magazine. This commitment has not been undertaken lightly: This digital magazine will be extremely marginal financially – in fact, it will not cover expenses. But our commitment to the road transport industry is to be there through good and bad. 4 | Truck & Driver

We’d like to thank all those advertisers who have stood by us and supported this issue and hope that the industry consumers recognise this support when all this is over and they’re back making buying decisions. It has been a tough time for all businesses through the shutdown and some will not survive the financial shock that it has caused, so we understand that many companies have completely shut down their spending over this period. Looking forward, we are optimistic that we will be printing a June issue and will hopefully be back to something close to normal – but who knows what normal will be after all this is over. Many sectors of the road transport industry have been recognised as essential services and have continued to deliver their usual high standard of service. And the men and women who have been out there, still working through the shutdown, must be recognised for their commitment. Also going forward after the shutdown, road transport will play a major role in getting the NZ economy back on track – with log exports, agriculture and horticulture and increased infrastructure spending, as well as getting our industry’s own manufacturing sector back up and running. Road transport will be the pivotal service provider for all aspects of our economic recovery and once again it will highlight the important part it plays in the NZ economy. NZ Truck & Driver magazine is already working on a programme to highlight the important part transport will play – and to recognise the men and women of our industry. Let’s all work together to bring our industry out of this trying time as quickly as possible. T&D

thank

you on behalf

of nz you out there on the “ Toroadsall ofkeeping vital supplies moving across the country, we say thank you, and keep safe.

“

- Ashok Parbhu Owner & Managing Director

CALISUZU.CO.NZ

NEWS The morning rush-hour on Auckland’s Southern Motorway during the COVID-19 Level 4 lockdown

Story – The Editor, Wayne Munro

The storm, the calm…. the essentials, the love With a Bigfoot onboard With a you’ll Bigfoot monster any onboard you’ll surface

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John Craig

NEWS Donald Trump presents UPS truck driver Charlton Paul with a commemorative key at the White House

Official White House photo by Joyce N. Boghosian

An industry that normally employs over 32,000 people (a good one in 50 of the workforce) and generates more than $6billion as it transports 93% of the stuff freighted annually in NZ, was dramatically cut back – down to keeping supermarkets, service stations, dairies, hospitals, medical centres, chemist shops and so on going. From the outset, industry leaders warned that this essential/non-essential categorisation just didn’t work – that it was going to quickly cause “massive problems.” Explained Road Transport Forum chief executive Nick Leggett: “All manner of freight can be on one ship – and even within one container. To make way for the cargo to go on that ship so it can leave – and for all the other cargo coming in at the same time – freight needs to be constantly moved off the ports.” But if it was considered to be non-essential, it couldn’t be moved. While transport operators, the RTF and National Road Carriers were grappling with these challenges (see story on Page 3 for the resolution of this issue), truck drivers themselves were dealing with other realities of working life under lockdown. Sure, trip times around our cities were dramatically reduced – and truckies reckoned they could go days without even once being carved-up by a single motorist!

On the other hand they were the ones out there risking their own health to keep the country running. And dealing with new necessities – like sometimes having to work in disposable overalls, masks and gloves….as well as always keeping a safe distance from others. Even, in some cases, having to sign declarations every time they entered food suppliers’ premises – stating that they hadn’t travelled overseas in the past two weeks. And while the truck drivers carting essential freight were “doing jobs they love,” as Leggett pointed out, they were also “more isolated than usual….from their whānau and colleagues.” And he added: “Our economy and wellbeing are tethered to trucking. My view is that these workers and transport operators have not perhaps had the recognition and thanks they deserve.” Not only missing out on recognition – but not even getting the basics! As one linehaul freight driver alerted NZ Truck & Driver, while these essential workers were out there on our behalf……they were being denied essentials of their own. Like meals: With takeaways, cafes, pubs and restaurants all closed under the terms of the lockdown, drivers suddenly found themselves short of a place to stop and have a feed. And, worse still, like toilets: Some gas stations Continued on page 9

SALES & SERVICE ACROSS NEW ZEALAND

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PARADOXICALLY, IN THIS STATE of emergency, first came the storm…before the calm: A mad rush of panic-buying stretched New Zealand’s supply chain to its limits, before the country’s unprecedented COVID-19-induced four-week lockdown. Of course, the effects of this new coronavirus that started-up in Wuhan, China, had already been hurting Kiwi log truck operators for a month or more before then – the log export trade having been one of the virus’ first NZ casualties. But then, at the end of March, the public’s rush to stockpile supplies before the midnight March 25 lockdown triggered something completely different for the NZ road transport industry. It was so extreme that the National Road Carriers Association started a register of drivers retired or not currently working, who could be called on at short notice to do extra shifts….keep the supermarket supply chain working. It helped in specific cases, but as one operator pointed out, in most circumstances it wasn’t so much that there weren’t enough trucks or drivers….more a matter of the manufacturers, the distribution centres…the whole supply chain being unable to keep up with the speed that toilet paper, flour, booze etc was flying off the shelves. The empty-cupboard angst continued into the first week of lockdown – driving that sector of the road transport industry that services supermarkets to crazy-busy levels. After that, the lockdown’s effects within Kiwi trucking largely came down to the significance of just three words: Essential….and non-essential. A large part of NZ’s fleet of at least 23,000 road freight trucks ended up parked – unable to cart loads considered non-essential (including timber, building supplies, construction materials, all sorts of export products and much more).

Contact 0800 THE BULL www.roadmaster.co.nz John Blackburn 027 839 7477 john.b@roadmaster.co.nz Colin Patchell 027 241 1701 colin@roadmaster.co.nz Craig Beissel 027 242 0814 craig@roadmaster.co.nz

NEWS

President Donald Trump, with Transportation Secretary Elaine Chao beside him, pays tribute to American truckers’ work during the COVID-19 crisis Official White House photo by Joyce N. Boghosian farmers, truck drivers and immigrants – are now the ones holding the country’s economy together. “Our industry has yet again stepped up to meet need – these are the people who are keeping supermarket shelves stocked, and medicine and equipment going into hospitals and pharmacies.” NRC chief executive David Aitken pointed out that this is simply what the trucking industry does in emergencies: “The road transport sector stood up and shone during previous crises, like the Kaikoura and Christchurch earthquakes, to ensure communities get essential supplies.” National leader Simon Bridges did a shoutout to truckies, saying: “I just want to recognise everything you are doing at the moment to keep our country moving – to keep food in our supermarkets, to keep medicines in our hospitals. I greatly appreciate it. A big thumbs-up to our truckers, who keep NZ going.” Around the same time, in the United States President Donald Trump honoured America’s truck drivers at The White House. As the US death toll from COVID-19 climbed to 34,000, with 680,000 confirmed cases – and just hours before he controversially announced

(many critics said recklessly), that it was time for America “to open up” for business again – Trump told a handful of invited drivers and trucking industry execs he wanted to celebrate “some of the heroes of our nation’s great struggle against the coronavirus: Our brave, bold, and incredible truckers. “At a time of widespread shutdowns, truck drivers form the lifeblood of our economy…..the absolute lifeblood. “For days (and sometimes weeks) on end, truck drivers leave their homes and deliver supplies that American families need and count on during this national crisis – and at all other times. “They’re always there: Their routes connect every farm, hospital, manufacturer, business and community in the country. “In the war against the virus, American truckers are the foot soldiers who are really carrying us to victory.” And he added: “To every trucker listening over the radio or behind the wheel, I know I speak for the 330 million-plus Americans that we say: ‘Thank God for truckers. That’ll be our theme: Thank God for truckers.’ ” T&D

ENGINEERED, DESIGNED, INNOVATED

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Continued from page 7 were refusing to let truckies use their loos – and most councils, it seemed, had closed their public toilets. And so, as our informant explained, it meant that “we have absolutely NO toilet facilities from when we leave our depots (or where we start from), until we get to our destinations. “This, in some cases, might mean…..from Auckland to Wellington. Over 10 hours and 600 kilometres!” Unhappily, truckies said, the only solution was relieving themselves on the roadside – in bushes or even in buckets. Maybe it was just because toileting – or toilet paper, at least – had been so front-of-mind with the nation during the pre-lockdown panic-buying spree….but this sorry business struck a chord. The media, the public…everyone, it seemed, was (for once) on truckies’ side. Kids responded to NZ Truck & Driver’s Facebook page We Love NZ Truckers callout, with home-made signs – put up alongside main roads. Gull and Mobil service stations said truckies could use their toilets…and National Road Carriers put up a list of public toilets that were open nationwide. Along with the usually taken-for-granted supermarket workers, distribution centre sorters, packers and forklift drivers, rest home carers, doctors and nurses, truckies were suddenly elevated to everyday hero status – here (and, in fact, all around the world). At last, it seemed, the public fully appreciated the truth of that longtime industry message – that trucks deliver….everything! If only you could bottle some of this recognition and respect and save it for other times – when trucks are so often blamed for everything from clogging and wrecking the roads, to killing motorists…and, of course, destroying the environment. As Nick Leggett wryly observed two weeks into Level 4: “How interesting that three of the most vilified groups in NZ pre-COVID-19 –

Contact 0800 THE BULL www.roadmaster.co.nz John Blackburn 027 839 7477 john.b@roadmaster.co.nz Colin Patchell 027 241 1701 colin@roadmaster.co.nz Craig Beissel 027 242 0814 craig@roadmaster.co.nz

Queen St, Pahiatua Ph: 06 376 0020 Contact: Trevor: Mob 0274 437 968 Email: trevor@jacksonenterprises.co.nz Paul Hirst Mob 027 4437969 Email: paul@jacksonenterprises.co.nz

www.jacksonenterprises.co.nz

TD30627

STILL BUILDING YOUR GEAR IN THE HEART OF TUI COUNTRY

The roads to recovery

NEWS

Three mothballed roading projects are perfect candidates for the Government’s search for infrastructure projects that can quickly help reboot the post-lockdown economy, the RTF believes always planned to be open three years after Transmission Gully, because the existing SH58 is already struggling with the cross-traffic and there is a need to ease peak-time traffic on Ngauranga Gorge. This was also one of the roads listed as a priority in a Wellington Lifelines Group report into the impact of a natural disaster on Wellington’s economy. “The East-West link in Auckland is necessary to ease congestion, with more than 7000 freight vehicles moving through Onehunga each day, causing gridlock. “Economic analysis found the industrial area serviced by the East-West Link contributed more than $10bn to the national GDP. Auckland’s large and growing population requires a roading network to support the easier movement of freight to support people’s daily lives. At the end of the day, rail will never be a solution for these challenges. “A four-lane highway between Selwyn and Timaru would connect people and freight between the food basket of South Canterbury and more populous markets to the north. “NZ must invest mindfully for the recovery period we have ahead. Infrastructure projects provide an immediate economic stimulus, but the Government needs to carefully select projects that build and sustain increased economic activity and reduce reliance on the Government itself as the longterm salvation. “Roading projects improve safety and allow us to play to our natural advantages as a food producer by making it easier to get our exports to market,” Leggett says. T&D

CUTAINSIDERS, SOLIDSIDERS, SKELETAL, PLATFORM, EJECTOR BODIES

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KEY ROADING PROJECTS, OVERLOOKED IN THE Government’s $12billion infrastructure spendup announced in January, need to be reinstated as part of the COVID-19 economic recovery package. The Road Transport Forum says that the post-lockdown effort to get the country back up and running should include quickly scheduling the mothballed Petone-Grenada Link project in Wellington, Auckland’s EastWest Link (between Onehunga and Mt Wellington) and Selwyn to Timaru highway updates. In response to a Government statement (on April 1) that it has tasked a group of industry leaders to seek out infrastructure projects that could begin as soon as the construction industry returns to normal, the RTF has begun pushing for the inclusion of the three badly-needed roading projects. Forum chief executive Nick Leggett says further investment in roads will be necessary “if we are going to build up our economy as quickly as possible – and these roads were missed out of the NZ Upgrade Programme. “Exports and imports need to keep moving to ensure people are employed, when it looks like we will be unlikely to rely on tourism and foreign students to boost our economy for some time. “There has been some talk of local manufacturing, but that will take years to establish – and, even then, the NZ market is too small to make it viable, so people would have to be manufacturing for export as well as domestic supply. “With Transmission Gully nearing completion in the Wellington region, the Petone-Grenada link is a vital part of its success – linking freight on State Highway 1 with the regional industrial centre in the Hutt Valley. This was

Contact 0800 THE BULL www.roadmaster.co.nz John Blackburn 027 839 7477 john.b@roadmaster.co.nz Colin Patchell 027 241 1701 colin@roadmaster.co.nz Craig Beissel 027 242 0814 craig@roadmaster.co.nz

12 | Truck & Driver

BIG TEST

Jimmy’ s judgment Story Dave McLeod Photos Gerald Shacklock

The Wilcox Kenworth heads out through a Matamata onion field with another load of produce, headed for the company’s Pukekohe base

Truck & Driver | 13

we’ll keep you moving If you need parts or service during the lockdown - we are here for you.

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The K200 is currently running twice a day down to the company’s Waikato growing property, returning with potatoes or onions

HERE IS AN IMMEDIATE CLUE THAT VETERAN TRUCKIE Jimmy Clark is a bit of a traditionalist: When given the chance to help spec a new Kenworth K200 for his boss, he opted for a good old 18-speed Roadranger manual, rather than the easygoing automated manual alternative. We understand that his stunning-looking new Kenworth is something of a pat on the back for Jimmy – a reward for his loyalty to Patumahoe potato, onion and carrot growers and marketers A.S. Wilcox & Sons…. who he’s worked for since 2003. Old-school preferences are hinted-at again when the 50-something Jimmy mentions that really, he would have been quite happy staying at the wheel of “the old girl” – the Wilcox Kenworth K104 he’d driven for the last 14 years. When the boss initially talked new truck, Jimmy suggested maybe just a new trailer to go behind the old Kenworth would be nice. So, in the light of these indicators it’s not surprising that when he’s asked about the high-fallutin’, high-tech safety features that are offered with the North American cabover these days (some standard, some optional), Jimmy is pretty staunch in his opinion. “First and foremost,” he declares, “the most important piece of safety equipment in a truck is the operator.” Okay…..that’s pretty clearcut. But then, what comes next IS a surprise, as he adds: “But knowing that this truck has a safety system to deal with the unexpected gives you peace of mind. We can only control the things we are in control of, so when the unexpected happens, it’s good to have the safety systems that are in this truck.” The Bendix collection of safety features amount to a whole host of tongue-twisting acronyms – from ACB to TRM, ESP to ESC. And then you’ve got your ABS, ATC and DTC….to name but a few. Mouthful they may be, but they’re all in the K200 to help – to make the driving experience easier, more fuel efficient…and safer. Antilock braking (or ABS) is standard on the K200 – along with drag torque control (yep, that’s the DTC) and automatic traction control (ATC). Optional – and included on Jimmy’s new drive – is active cruise braking, trailer response management, electronic stability programme, collision mitigation with autonomous emergency braking and lane departure warning. Another option, only available with the Eaton UltraShift Plus AMT, is hill start assist. The full safety suite is proving attractive to Kiwi buyers, says Richard Smart, general sales manager for Kiwi Kenworth dealer Southpac

Trucks: “Sales of this safety package would be well over 50 trucks since launched – and rising. “The fuel guys took it first, followed by larger fleets with a strong safety ethic.” When it came to A.S. Wilcox adding a seventh truck to its linehaul fleet – comprising two Kenworths, three Volvos and a Freightliner Argosy – the inclusion of the full safety package in the new K200 was “an absolute no-brainer,” says operations manager growing, Simon Wilcox. “The health and wellbeing of our staff is very, very important to us. The people asset is extremely important and valuable to us… “I don’t think it’s about one safety feature or the other – because it’s a toolbox. So it was about having the whole toolbox and not just a couple of the tools.” We join the company’s Bendix Wingman-equipped Kenworth for one of its regular runs – from its home base near Pukekohe, down to Matamata, where it picks up a load of potatoes, carrots or onions from company-owned farms. So we’ll run south with the 8x4 flatdeck truck and its matching Domett five-axle trailer loaded only with empty produce bins, then load up and come back at 48 tonnes all-up, as Jimmy details: “The truck comes in at 11,860kg with me in it and a full tank of gas, and the trailer comes in at 6740kg.” NZ Truck and Driver director Hayden Woolston will get a taste of the K200 from behind the wheel down to Ohinewai and publisher and regular tester Trevor Woolston will bring the loaded rig most of the way back. Read their impressions on Page 22. Clearly it’s not an overly taxing test for the inline six Cummins X15 Euro 5 engine, with its 600 horsepower/447 kilowatts rating and 2050 lb ft/2779 Newton metres of peak torque….but that we’ve already tested: This is primarily about finding out how the new safety suite performs in the Kenworth package. Well that…..and seeing how it handles running on a road (State Highway 27) that, as Jimmy puts it, “is not the smoothest road in the Waikato.” Not that he’s complaining: “This is a good run – I get to do it twice a day. When you’re doing local, you’re doing more loading/unloading, strapping/unstrapping.” Climbing into the K200’s 2.3m Aerodyne sleeper cab is a bit like taking on an assault course – a case of three steps up, a sideways Truck & Driver | 15

shunt….and you’re in. It’s not the most obvious or direct route but….hey, it does the job. The interior is spacious compared to the likes of Jimmy’s former K104, with better lighting and burgundy pintucked vinyl trim – making it feel very upmarket. Adding to the feeling is the burgundy ISRI 6860/870 PRO air suspension driver’s seat – with bright red hi-vis seatbelts, which are hooked up to an alarm. It triggers if you drive off without putting them on. It’s the first of this truck’s many safety features. Jimmy, giving us a rundown on the changes from “the old girl,” reckons: “The overall dimensions haven’t changed from the 104 but the lower floor has more room. The engine cover (intrusion) has gone and the ergonomics of the cabin are better. “The dash is more curved, smoother. This has been refined from the 104. “Visibility is pretty much the same. The mirrors are DAF. Mine before had the plastic surround around them and they were a lot sturdier than these. These seem to shake too much – I prefer my old ones. They were rock solid.” The roof in here feels like it’s a long way above you, but Jimmy reckons the cab is still “not as high as a Volvo – but at least you can stand up straight where the engine cover was.” Even though there’s only a shade over 9000 kilometres on the clock, Jimmy’s already had the opportunity to test out the sleeper’s bunk and driver amenities: “My first night I found it a little uncomfortable – a new, strange bed. The old girl and I knew each other. But you get a good night’s kip in the truck.” There are some customised touches with the Wilcox truck – mostly sorted out by Southpac salesman Mitch

16 | Truck & Driver

Redington, Jimmy says: “He set this whole truck up….did a bloody good job. Coming from a trucking family, he has an eye for detail. “I had all these gold bezels across the dash added. I wanted the dropvisor – it changes the look of the K200. But mostly I left it up to Mitch to dress it up. “I asked for a fridge and that came as standard. If you ask me now ‘what’s the best single feature in this truck?’ I’d have to say the fridge mate: It’s been very hot this summer and it keeps my water cool. Water’s like gold at the moment (moreso for the growers).” As much as he’s clearly rapt with the K200, he reckons that to him “it looks like every other K2 out there…” Except, that is, for the stunning light blue paint job and silver striping: “It’s how you do your paint job that makes it stand out.” He readily concedes that hopping out of the K104 after 14 years and climbing into this did have an immediate impact – ‘specially when it came to the ride delivered by the K200’s 12-tonne-rated taperleaf spring loadshare suspension on the drivers and the 20.9t PACCAR Airglide 460 air suspension on the Meritor RT46-160 rear end. “I noticed the difference right away. The ride…with the (three-leaf) loadshare is totally different from the old girl. In the old girl, you felt every bump. This one is a lot smoother. “The suspension is a lot nicer. It sits on the road a lot nicer too. The old girl was on 11Rs – a bigger tyre, so you tended to lean a bit in the corners. But with this unit here, it’s set up on lower profiles (Bridgestone 275/70 R 22.5 R294s) and it hugs the corners. I find it easy to place on the road – no different than my old girl.” Is this another intended safety

Top left: Jimmy Clark would have been happy to keep driving his old K104....but is clearly rapt with the new Kenworth

Top right: The spacious, luxurious classic American interior of the 2.3m Aerodyne cab Below: The 8x4 truck and trailer unit, with its distinctive Wilcox livery, drop visor and chromework, makes a big impression in any setting

feature? The clicking when the indicator lights are engaged is seriously loud – so loud that there’s no way you’ll accidentally leave them on! It is a safety feature I’m sure….but it could get rather annoying. Which brings up a good point: Does Jimmy feel that all the safety aids that came with this truck are a help or a hindrance? Jimmy: “To really appreciate all these safety features, one really needs to understand them. I’ve seen the specs of this truck’s safety features but I’ve never actually been given a rundown on how they actually work – so I’m sort of learning as I go. As most truck drivers will do. “We tend to experiment and introduce things along the way. We go ‘oh is that what that does.’ And you come across something else and go ‘okay, so that must be the active cruise braking.’ “The first thing that came into play for me was the electronic stability programme. It lets you know that you can’t chuck it into a corner. It’ll grab the brakes and slow you up…..especially when you try to power out of the corner, it won’t allow you.” Kenworth’s promo literature explains that ESP works to maintain vehicle stability – preventing rollovers or jackknifing – by using ABS, ATC and steering control. Steering angle, yaw, suspension pressure and brake application pressure sensors monitor the intended vehicle directional control versus actual vehicle movement. And it intervenes by applying braking on individual wheels or reducing engine torque to help the truck’s stability. So, as Jimmy has learnt: “You have to change the way you corner. In the past, in the old girl, I could chuck that thing into the corner and power out of it. With this thing, you can’t. You have to approach the corners more subtly. You can’t be brutal. You have to be smoother in your approach.” So…is it a good thing, in his opinion? He does a “yes and no” answer: “I find that sometimes that control can be a bit too sensitive, especially when you’re empty and it’s pulling you back. But I guess it’s a good thing. Like I say, you have to readjust your driving to that system – it’s not the other way around, you know.” The active cruise control on/off buttons are handily-placed on the steering wheel – while the speed and following distance is set on a screen on the Bendix unit, up near the sunvisor. Jimmy’s next “discovery” of the safety features was the active cruise braking. It works – when cruise control is engaged and the radar and

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Gold bezel gauges and the woodgrain finish dash add to pintucked burgundy cab lining in creating a classic interior onboard camera sense that a collision is imminent – to autonomously use the X15’s engine braking and the foundation brakes to avoid a crash. He rates it, quite simply, “awesome! You can set your cruise to say 90km/h and if a car overtakes you and cuts too close, then the truck will back off. The system will slow it down until the gap’s opened again – and then it will resume to your set speed.” Even though he “used to use cruise control all the time eh, my old way of thinking was: ‘Do I trust it!’ You know. “But this is a new system for me. Now I’m getting used to it, I give it the thumbs-up. “Yesterday I had a car overtake me, cut in front….and straight away the brakes came on. If you’re not on your game it’ll do it for you.” In saying that, he also believes that “to drive a big truck like this, you’ve got to be on your game – all the time.” Yes, he thinks that the collision avoidance system does give him more confidence in emergency situations – “when it’s out of your control. Say, for instance, a car coming out of a side road and not giving way.” As if on cue, the next of the Wingman’s features makes itself known: We venture over the centre line slightly and a loud buzz comes from one of the stereo speakers. The lane departure warning system detects when the truck unintentionally edges over a lane marking. If the indicator lights are not engaged, the unit automatically emits an audible warning, alerting the driver to make a correction. The aim is to avoid lane drift related to fatigue, distraction, unfavourable weather conditions or whatever – working day and night and in rain or fog, when visibility is limited. Says Jimmy: “It only applies to the centre line…if you cross over the side line, there’s a light that will flash up. When you come to a turning bay and you cross into the turning bay, it’ll do the same. It’ll let you 18 | Truck & Driver

know with a buzz. It doesn’t adjust your steering at all.” Although it has been a long, dry summer, Jimmy has already done some wet-road running in the K200 – but hasn’t yet experienced the Bendix Wingman’s drag torque control system, which works to prevent the driven wheels from compression locking on a slippery surface....by raising engine revs. “I had a trip a while back when the roads were greasy, but I buttoned off to 85km/h and cruised through.” Jimmy doesn’t wear his heart on his sleeve, declaring his love for Kenworths….but he does wear it on his head, with a KW baseball cap: He grew up with truckies in the family and explains that when he started in 1983, as a 17-year-old, “the top of the tree was a Kenworth. Either Kenworth or Mack. “I’ve driven a lot of Japanese gear too and I’ve got respect for the Jappers: You get them in the backcountry mate and it’s magical – they turn on a dime, keep their arse on the ground. “My last job….I drove for Ruakaka Carriers and we did a lot of airstrips – all in the backcountry. It’s a different world out there: Stock trucks have right of way no matter what. A lot of highway drivers don’t know that. “My first job with a Kenworth was in the ‘80s – doing Auckland to Wellington. After that I went back into the Jappers. It wasn’t until I got here, at Wilcox, that I got back into the Kennies. “Listen, a truck’s a truck – but I have a preference for Kenworths. Guys like the Volvos or the Scanias, which is understandable – driving a Kenworth is like driving a brick shithouse compared to all that gear! “Let’s face it, Americans are slow to change. I mean the Euros are leading the way….tenfold. You’ve only got to look at the emissions.” When our current exhaust emissions standard – Euro 5 or its equivalent – came in, Jimmy reckons, “the Yanks tried everything…the Euros had it already worked out with AdBlue. And it took a few years

before the Americans went that way. “The Americans like to be leaders – but they’re not when it comes to heavy trucks. Kenworths are getting there – they have evolved a lot from the K100 and are on the right track. “The best thing about this truck is that it’s built tough. This’ll do 20 years and still look good. It’ll do the loads and do the hard yards. It’s just more driver-friendly and more in line to where the Euros are now.” Is there anything he misses when comparing the K200 to “the old girl”? “The Jake (the Cummins X15’s engine brake) is worse….inferior to the Signature. They assure me that it does get better though. “This engine too is totally different from the Signature. The Signature roars into life and is grunty. I came out of a (Cat) C15 into a Signature – I loved that motor, but this one’s not as responsive. It could be that it’s new: They reckon anything between 40,000-50,000ks before it starts getting into gear. “It pulls nicely on the hills (as it should, with its 2050 lb ft torque at 1200 revs and 600hp on tap between 1500 and 1700 rpm). “I was quite surprised how well she pulls at 1500. I’ve lugged it back to 1200 and I’ve noticed that you’ve got to take a whole gear. “To half-change it, I’ve been pulling it back to 1300. It’ll come back to 1500 – and I’ve been working in that zone. If you let it drop too low, you lose too much momentum. I’ll even drop it at 1400, depending how I feel.” Jimmy looks comfortable navigating around the K200’s Roadranger manual box: “I had the option of going auto (with the Eaton UltraShift Plus AMT),” he says – but adds: “I don’t know about the Roadranger’s auto system. “To me, the American auto (AMT) systems are still behind the eightball compared to the Europeans. The Euros set the standards when it comes to automatic gearboxes. “That I-Shift has got to be one of the best. I don’t know about the Scania or Mercedes but I know about the Volvo – you just can’t touch it. Wouldn’t it be magic if you had an I-Shift in this? They’re so precise, before you even think about changing gears, it’s done it for you.” Jimmy reckons it’s not so much a matter of him hating AMTs: “I have nothing against autos. A couple of my mates say I’m too old-school, but I think I just like changing gears. I’ve got to give the left leg a bit of exercise – and the left arm. “There’s nothing wrong with manual mate – I don’t know why truck drivers get frightened of them. I think it’s either/either.” Jimmy’s approach to driving is pretty laidback – sticking to the posted speed limits: “It’s not my name on the side of the truck. It’s not a good look to go speeding – for the company and the trucking industry in general. “Unfortunately, there are still some drivers out there that like to lean forward, particularly through the roadworks: ‘Come on buddy! It’s 30km/h – can’t you see the loose metal?’ And cellphones! Haven’t they heard of hands-free.” Jimmy’s in a good place in his truckie career: “You’ve got to be happy with what you do and I’m happy with the job – it’s so easy. I liked carting machinery before – but, then again, I’ve done that for too long. I’m over the tarping and strapping and carting oversize. You get to the point where you’ve had enough of it.” When he looks around he can see that “it’s bloody hard to get good operators.” But that, he believes, is down to many trucking companies not paying good drivers what they’re worth: “I put the driver shortage down to the transport operators not looking after the experienced operators. We need to come in line with the Aussies – pay over $30 per hour and give them good gear….look after them. But I guess it’s a dog-eat-dog industry.” At the Wilcox operation in Matamata, there’s only a partial load of potatoes ready to go – then a wait for some more to be harvested. Jimmy doesn’t seem fazed – spending the wait doing a thorough check 20 | Truck & Driver

of the truck and trailer unit. When there is eventually a full load on board, he’s methodical and meticulous in the way he secures it all – even down to the point of removing any small, loose potatoes that could fall out of the bins. “If any of my load moves, I shouldn’t be driving,” he says flatly: “Strapping down is vital – it’s law-required. “When I first started driving we used to have one strap around the arse of the trailer, put the tarp on and drive to Foxton.” He must have done it well, since he adds: “Touch wood, I haven’t lost a load yet! “In the transport industry, you MUST do the little things right, ‘cos it’s the little things that catch you out. No matter how long you’ve been driving – experienced or young – do the little things right. “You can get complacent if you do the same thing day in and day out, but the way the law is now, you cannot afford to have that attitude.” When the load is all on and secure, Trevor Woolston takes the wheel for the first part of the drive north – finding it “a bit of a mission to get into the cab….probably not the most ergonomic entry into a cab, but something we’re used to in a K-model Kenworth. “It is an improvement on some of the previous models though. Improved legroom and seating position too,” he adds. He’s positive too about the Roadranger: “Nice feel in the box itself. But the brake and the clutch feel a little vague.” The latter is a 2250 lb ft Ezy Pedal Advantage 3, with vibration control technology….which makes it a lot lighter. When it comes to attempting to try out some of the K200’s safety features, Woolston is surprised that the steering wheel buttons for the adaptive cruise don’t include any for speed adjustment. Once he’s got it set up, we wait for an opportunity for the system to strut its stuff: Up ahead, a ute pulls out onto the main road and it looks likely we’ll quickly close up on it….but, alas, it quickly picks up speed and disappears into the distance. Further on, a car ahead pulls to the centre of the highway to turn right, semi-blocking our lane. It looks like the perfect opportunity to test out the AEB (autonomous emergency braking) system….but Trevor doesn’t have confidence enough to rely on the system and calls on the engine braking instead. I’m thankful, just quietly. As he puts it: “It feels funny leaving the fate of this 50t truck in the hands of the safety system. Call me sceptical….but I like my legs!” We pull off SH27 and head toward Ohinewai via Tahuna. It’s a more interesting route, Woolston reckons – with more corners and fewer roadworks. On a nice, easy, flowing bend, he decides to take the opportunity to test out the K200’s ESP. In cruise control and with his feet off the pedals, we go into the corner warm (but not ‘hot’) and, sure enough, the ESP kicks in nicely – controlling the power and braking to ensure that the truck and trailer get around without drama. It is quite impressive. Pretty soon we’re at the Ohinewai onramp onto SH1, meaning it’s time for Trevor to hand the Kenworth back to Jimmy. So to Jimmy goes the last word on the K200 and its safety package. For a veteran driver like this man, do these new safety features make the Kenworth better or worse? “Any safety package in a truck has got to be good. I don’t know that it would be good in all applications in heavy transport – I don’t know about the guys in the bush, for example. “But, particularly in linehaul, I think it’d be perfect. It’s changed the way I drive – like the way I corner – for the better.” Although, as he’s quick to add: “I never had the need for stability control in the old girl….I never even came close to tipping that trailer.” And finally, he reiterates again that – while he likes and appreciates the safety package in the K200……he still firmly believes that “the operator holds the key to safety.” T&D

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Trevor Test

T’S AN IMPRESSIVE-LOOKING BEAST, the A.S.Wilcox & Sons K200 Kenworth as it sits at the company’s Patumahoe HQ, ready for another run down to Matamata to bring back a load of onions or potatoes. Driver Jimmy is proud of his new ride but reckons he would have been happy with a new trailer to go behind his old K104….but the bosses thought differently. So we’re off down to the Waikato with a load of empty produce boxes to swap for a load of full ones for the trip back. My son Hayden jumps into the driver’s seat for the run across to Tuakau, out onto State Highway One at Pokeno and on down to Ohinewai. As he says: “It’s an easy run with only empty spud boxes on the back, but a good chance for a novice like myself to play with an 18-speed. Because most trucks we test drive have AMTs, it’s been a year since I last ground some teeth. “Initially I find the H-pattern spread quite far apart, but after that I find the box itself is very forgiving and smooth and I have no issues through the many intersections, give-ways and stop signs through to Pokeno. “I do find though that the brake pedal is a lot closer to the floor than the throttle pedal and I have issues with my foot finding the throttle when looking for the brake. “On the narrow country roads through to the motorway at Pokeno, the truck is easy to place on the road and the Domett trailer tracks nicely, with no cutting-in at the rear. “Once on the motorway, I set the cruise control to 90 and relax: It’s time to let the truck do its own thing. I don’t have any traffic issues so don’t get to test any of the adaptive cruise technology. The only minor bugbear is that the cruise control doesn’t have a plus or minus on the steering wheel so you can’t drop or raise a few km/h when you want – you have to reset your speed.” At Matamata, the harvesters are on lunch break, so there’s a bit of a wait for

22 | Truck & Driver

Hayden Woolston

things to resume so we can take away a full load. When it’s done, I climb the usual K200 ladder – up the side of the cab, behind the driver’s door – then slip forward into the cab. It’s not the greatest cab entry but Kenworth has put a lot of effort into improving this aspect of the K200 and has made it easier. The steps are wellpositioned, with the first one low to the ground. They’re good and wide and there are very good grabhandles both sides of the ladder. Once up to door height there’s a good wide ledge to stand on when moving forward into the cab. Once inside I start up the engine to move the truck off the loading pad and down the track a short way….and immediately set off a very loud alarm. I’m looking around to see what’s going on and as I come to a stop, I call out to Jimmy: “What’s going on mate?” He explains: “You don’t have your seatbelt on.” That’s the first of the new Kenworth safety features checked off. This truck is all about the safety features that Kenworth are now offering on its new trucks. Inside the cab it’s a very familiar layout, with the traditional wraparound dash and full-height sleeper cab, so there’s no feeling of claustrophobia. The full diamond-pleated burgundy vinyl trim and ISRI 6860/870 PRO air suspended

Trevor Woolston

driver seat and similarly-finished fixed passenger seat make it a very nice office space. As a contrast the seatbelts are hi-vis red…..so you don’t forget to put them on. The dash is the glamour pack, with golden bezel gauges – and it has the full complement, surrounding the usual tachometer and speedo front and centre. On the left side of the steering column is the stalk for wipers and indicators and on the steering wheel itself you have switches for the engine brake and cruise control. It has a manual 18-speed Eaton Fuller RTLO22918B transmission, with a 2250 lb/ft Ezy Pedal Advantage 3 clutch….with vibration control technology. In short, it’s nice and light to use. As I take off, the gearshifts are smooth and easy to make – once I feel my way around the gate locations (which, due to the traditional long gearstick of the K200, are quite a distance across the H pattern). We head straight into after-school traffic in Matamata, so it’s a matter of gently working around school buses and parents picking up their kids from school: No point in being in a rush – just let the Cummins X15 600/615hp engine, with its 2050 lb ft torque, idle its way through the chaos. Once out on the flat, open road on

• SPECIFICATIONS • KENWORTH K200 2.3m AERODYNE 8x4

Engine: Cummins X15 e5 SCR Capacity: 15.0 litres Maximum power: 447kW (600hp) @ 2000rpm Maximum torque: 779Nm (2050 lb ft) @ 1200rpm Fuel capacity: 450 litres Transmission: 18-speed Eaton Fuller Roadranger RTLO-22918B Ratios: Another load of produce goes onto the Kenworth

SH27 I settle into top gear in cruise and run along at 90kmh, at just over 1500rpm. I don’t get to experience first-hand the active cruise with braking on this run but Jimmy says he has had it kick in. As outlined already, the truck has Kenworth’s extensive safety package I take the Tahuna-Ohinewai road, as it’s got a few corners and hills – and it avoids some major road works further up SH27. The truck positions nicely on the road, with good feedback from the steering, which is nice and tight – so no need to be constantly correcting it. The five-axle Domett trailer tracks nicely. I don’t get much chance on this gently rolling country to use the nice clutch, with only the occasional split gear and maybe two full gearshifts – thanks to the good, steady power of the Cummins that we know so well. The pedals are well positioned, with plenty of room to stretch out your left leg beside the clutch. The brake pedal sits just a bit lower than the throttle but the foot moves easily between the two. Pre-warned by Hayden that he caught the throttle with the side of his foot when going for the brake on one occasion, I don’t experience this myself. On this narrow road visibility is important and the K200 certainly delivers that with its height. While the windscreen is not the

deepest and the dash does rise up quite a bit, my driving position still gives me good frontal vision with just a few feet of blind spot immediately in front. Mirrors are very large and are the usual offering. It’s disappointing that there is a bit of vibration on them – but maybe they need tightening as I can’t recall experiencing this before on K200s. The ride is very smooth on what is a secondary road – even when we cross the swamp close to Ohinewai, where there are a couple of good bumps: The suspension, cab mounts and ISRI seat keep the driver well insulated. I do try pushing the truck on one corner to experience the electronic stability control and it does kick-in quickly: I keep my feet right away from the pedals and leave the truck to completely control the slow-down and stabilisation….and it does it nicely. I don’t have to push too hard to get it to kick-in. My time at the wheel of the K200 is over at Ohinewai and I climb out thinking that Jimmy may have only wanted a new trailer…. but he certainly got a lot more from his bosses. And he’s not complaining! And, while I am a fan of many of the AMTs on offer these days, I’m very happy Jimmy opted for the Roadranger: It’s still great to get to grips with an 18-speed again and drive a real truck. T&D

Low L – 14.40

Low H – 12.29

1st low – 8.56

1st high – 7.30

2nd low – 6.05

2nd high – 5.16

3rd low – 4.38

3rd high – 3.74

4th low – 3.20

4th high – 2.73

5th low – 2.29

5th high – 1.95

6th low – 1.62

6th high – 1.38

7th low – 1.17

7th high – 1.00

8th low – 0 .86

8th high – 0.73

Front axle: Meritor MFS66-122, 13.2 tonnes rated Rear axles: Meritor RT-46-160GP, rated at 20,900kg/46,000 lb Auxiliary brakes: Cummins Intebrake compression brake Front suspension: Loadshare, multi taperleaf springs Rear suspension: Kenworth Airglide 460 air suspension GVW: 32,000kg GCM: 97,000kg

Truck & Driver | 23

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Coal is a bulk, non-time-sensitive commodity that is suited to rail

Road freight should not subsidise rail F

by Nick Leggett Chief Executive

TD30632

Road Transport Forum NZ

OR THOSE VERSED IN GREEK mythology, the Government’s infatuation with moving freight from road to rail will sound very familiar. Like the sailors who find themselves lured to their deaths by the captivating music and enchanting voices of the sirens from Homer’s Odyssey, Government ministers have been lured towards the economic rocks by rail nostalgists who have little understanding of the importance of efficient freight movements to New Zealand’s success. The Road Transport Forum is extremely concerned that the Government is progressing a law change that will allocate money to rail…money that’s been paid by those of us who use roads. We recently appeared before Parliament’s Transport and Infrastructure Select Committee to directly express the industry’s problem with this legislation and the perverse impact it will have on the economy. As we explained to the committee, there is no doubt that NZ requires a well-maintained, first-world rail network and must replace old and tired assets. We are also supportive of recent announcements regarding passenger rail and the

infrastructure to improve that. However, if funding to rail is justified by a promise that you will be shifting freight from road to rail, then that, at best, is extremely misleading and, at worst, is an outright lie. The National Land Transport Fund (NLTF) is funded by road users for the purpose of funding the maintenance and upgrading of our roads. Yes, it has been used to help pay for public transport projects, including commuter rail, but that has a direct benefit to road users through the alleviation of traffic congestion. Unfortunately, this legislation further politicises future road funding by letting it be accessed by rail. Rail, as we know, is a bottomless pit when it comes to its need for extra money. Rail advocates use the argument that rail has never been able to stand on its own two feet because it has always suffered from under-investment. The reality is that rail outside of the major centres will never be able to pay its own way. When it comes to freight specifically, rail isn’t even an option for the vast majority of the task. This is because the nature of the goods being moved around NZ won’t ever be suitable for Truck & Driver | 25

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

rail – they are generally time sensitive, have many different points of origin and customers demand flexibility in delivery schedules. The average distance across all modes – road, rail and coastal shipping – that a load travels in NZ is only just over 100 kilometres…and around 80% of NZ freight is delivered within the region of its origin. Rail at any level is almost always dependent on a truck at each end – the only exception to this being coal. Every time you force a shift in mode you add time and cost in trans-shipping and doublehandling and reduce efficiency. That adds costs to the lives of NZers, not to mention exporters who must contend with stiff international competition. Rail is only competitive with road over a long distance and with bulk, non time-dependent commodities such as coal. Rail has also proven to be pretty unreliable in NZ. It is extremely common for parts of the network to face ‘outages.’ Of course, rail enthusiasts again blame under-investment, but the funny thing is, unless the outage affects a commuter service in one of our major cities, people don’t really realise it. The reason for that is because the rail network is simply not that significant to the movement of freight. It is very revealing that internationally the modal proportions amongst similar economies to ours are much the same. Even where countries like Germany, the United Kingdom and France boast much more impressive rail networks, the proportion of road freight versus rail freight is similar, if not slightly greater than what we have. Trucks, which carry our economy on their backs, pay for a good chunk of our roads. In fact, we know from a recent study that many of the vehicle types used in road freight actually pay more than their fair share in RUCs. The roads are engineered to a standard that handles heavy trucks, and therefore all road users benefit from that standard. It is absurd then that we should also be expected to pay to maintain and upgrade rail. The legislation proposes a sort of track-user fee for KiwiRail, which is something RTF has long advocated for. However, the bill provides no details on it and I can see the situation quickly developing where KiwiRail pays a nominal fee into the NLTF…. and yet takes billions from road users for network upgrades, in order to try to compete with the very industry that is subsidising them. That is not equitable and it is definitely not fair to the dozens of hardworking road transport companies operating at extremely low margins in an ultra-competitive industry. Road freight is effectively being asked to subsidise our less-efficient opposition. We constantly hear rhetoric from the Government about removing trucks off the road – without any clear articulation or case as to how they are going to achieve that….other than by taking money paid in RUC by the road freight industry and transferring it to rail. I know they believe this bill will help achieve this modal shift, but I just cannot see it changing much, except impacting the bottom lines of freight companies and imposing a further drag on the economy. Finally, I just want to publicly acknowledge the passing of Evan Dix of Marton Carrying Company late last year. Evan, who was in his 101st year, was a life member of RTF and a great contributor to the road transport industry. He was also known for his community service and served in the Second NZ Expeditionary Force in World War 2. T&D 26 | Truck & Driver

DRIVER SHORTAGE SOLUTION IS IN OUR HANDS N

OTWITHSTANDING THE DISRUPTION currently experienced because of the coronavirus outbreak, the most pressing issue for the industry over the long term remains our workforce shortage. While work continues with progressing the issue in government circles, the fact is that we cannot rely on the assistance that may come out of that to solve the problem, says transport operator Graham Sheldrake. As Sheldrake explains, it remains incumbent on the industry to develop and support its own solutions. “Anyone who looks around at the employment market in our industry over the last few years knows that if we keep going like we have been, we are going to have serious shortages of employees in the not-too-distant future. The fact of the matter is we just haven’t done a good enough job of nurturing the next generation in trucking. “Economic variations aside, if we want to change things, we as operators have to act. Yes, it might take time – but we have to lift the image of our industry and give young people a chance to succeed in it. “If we want to bring a younger workforce through, we need to commit to being good employers and be open, modern, flexible and invested in their success. That is the only way we can get the staff we need and keep them. “If you want a payoff at the end of it you will need to invest: That means committing time to mentor, upskill, support and qualify an employee into your business. We also sometimes need to take a punt on a young person like I did with Summer Ratima Thompson, who has become an outstanding employee for me and won the 2019 EROAD Young Driver of Year Award.

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Company owner Graham Sheldrake (below) wants road transport operators to consider taking on a cadet as part of a new Industry Cadetship Programme “It is important that we use the highly-relevant qualifications developed over the last few years to attract new recruits and help existing workers gain the experience and skills to increase their pay and progress in the industry. Committing to ongoing training and qualifications should be a key aspect of any employer’s responsibility to their staff. “Road freight needs to be more about a career, and less about a job. If we want to maintain the privilege of doing business with a steady flow of workers, it is absolutely critical that we pay people appropriately for the job they do. “It’s not the young people we need to change. The world is their oyster. They have plenty of job and career options they can pursue. The changes that will improve our situation can only be made by us. “I want to help other operators understand just how serious the issue is and I’d love to outline for you the bones of the Industry Cadetship Programme that I’m currently involved in developing. It’s really important that we get operator feedback, so I’d be really keen to have these conversations with you. “The current average age of drivers in our industry is 54. If we want this number to increase further and then suffer the consequences as our workforce heads into retirement then we should carry on as normal. If we want to promote a younger, diverse workforce that includes more women, please join me and other industry leaders in supporting the Industry Cadetship concept. “Every operator that is keen to take on a young person and train them up for a career in trucking is contributing – not only to the development of their staff, but the longterm sustainability of our industry. The Government might help us around the edges, but the key to improving

the flow of people into road transport lies in our hands. As operators, we are the solution.” More information on the Industry Cadetship Programme and how it will work for operators will be available in the coming months. T&D

Truck & Driver | 27

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

The forestry industry and log transporters were some of the first sectors to be hit by the coronavirus as it stalled international markets

DOWNTURN IN TRUCKING FORETELLS IMPACT OF CORONAVIRUS

HE ROAD TRANSPORT FORUM FIRST WROTE to the Government way back at the beginning of February to warn that the economic impacts of the coronavirus were likely to be serious. At that stage the international focus was on China and the spread of the virus there, but RTF could see that it was starting to impact trucking businesses quite seriously here too. Even then, businesses were feeling the squeeze – with the log transport sector, among others, really coming under pressure as the global forestry supply chain was one of the first to break down. Now that the virus has found its way to our shores and the health response is in full swing, the economic downturn has reached far and wide. “Trucking has always been an early economic barometer and as such, RTF requested that Government ministers help alleviate the situation by removing benefit stand-down periods for those workers being stood down, as well as provide tax breaks for those operators and contractors struggling to meet upcoming tax payments,” says RTF chief executive Nick Leggett. “From a very early stage the health response by government has been exemplary. Ministry of Health, DHBs and Customs leapt into action pretty quickly. The strict travel restrictions were unquestionably the right thing to do, the Prime Minister’s public messaging has been spot-on and there is plenty of sensible practical advice for a lot of worried people out there. “The testing and screening regimes are doing a good job at slowing the virus’ spread in New Zealand, which is so important if our health system is to properly cope. 28 | Truck & Driver

“Unfortunately, the economic response has not been quite so flash,” says Leggett: “Government was incredibly slow in developing its business support package and, even once it was announced in early March, there were absolutely no details for another week. “A week can be the difference between a business withstanding the downturn.....and having to lay off all its staff. For many operators the package was too late and, considering how early the Government was warned of the impending economic downturn and the resulting job losses, the delay was extremely disappointing. “RTF is doing all it can to help. We continue to push ministers and government officials to consider greater relief for the industry, as the reality is that this will not be a short-lived experience. “I urge all operators to keep a daily watch on the dedicated page on the RTF website (rtfnz.co.nz/covid-19/) that includes up-to-date information on how to manage the significant health and business risks of the virus. The page has advice on what to do to manage the risk in the workplace, what to do in the event of a suspected infection and where to go to access the various aspects of the government’s business support package. “We have included links to World Health Organisation information and the United States Centre for Disease Control and Prevention, which has guidance specifically for truckers around pandemics and general precautions to limit disease spread. “A good place to also visit is the business.govt.nz website. This is regularly updated with advice for businesses, including what you need to know with regards to the government support package and the tax relief available, as well as employers’ obligations when it comes to health and safety,” says Leggett. T&D

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A HIAB Transport Hino 500 Series arrives at a new commercial development in East Tamaki with a load of small concrete panels

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One of HIAB’s seven or eight Freightliner Columbia tractor units gets loaded with concrete panels at Nauhria Precast – one of its big precast customers

EMEMBER MACGYVER – THAT HIT TV SERIES FROM BACK in the 1980s? And MacGyver himself – the super-cool, supersmart dude who came up with outrageous high-tech tricks to get himself and others out of trouble? Well, about 30 years ago, the New Zealand trucking industry had its own MacGyver-like figure – Auckland transport operator Robin Thomas earning a bit of a whizz-kid reputation for his innovative thinking and can-do attitude. With an old K-900 Series Dodge, a D Series Ford, a 4x4 Commer and an FR Mack – each with Hiab truck cranes – he was building a business on the back of finding ways to deliver bulky objects into hard-to-reach locations. “I did a lot of difficult jobs – jobs that nobody else wanted to do. When I was on my own, driving the FR Mack, customers nicknamed the truck MacGyver. It used to have it written on the front of it. “And, just like MacGyver, you had to really go beyond the call of duty to satisfy the customer. And that driving force just snowballed. “For a long time,” he says, “I had some of the biggest Hiabs available in Auckland.” By 1993 he had “three or four trucks running around in my own name.” The only trouble with that was, as he sums up: “Joe Bloggs down the road wouldn’t know who the hell Robin Thomas was.” So, “since I always kept up with the best and the biggest Hiabs, we decided to call the company HIAB Transport.” Auckland’s continuing (and growing) trend towards infill housing helped build his can-do reputation: “Years ago they started building down the back of properties. There’d be a big house on the front and you’d have to back down a narrow drive, past it. “Many of my competitors would drop the pre-nails on the front lawn and tell the builder to carry it down. I can remember spending

up to an hour down a drive shifting the wide load past the chimney and then shifting it back to pass a power pole. I’ve got a lot of letters from years ago from people saying that they wanted me to do their deliveries because of that attitude.” The knuckle-boom cranes on Thomas’ trucks have long since ceased being exclusively Hiabs – there’s now around a 50/50 split between Hiab and Palfingers….even though the HIAB Transport name remains. Yeah, that may seem a little confusing – but there have always been misunderstandings around the Hiab name: “Hiabs are a brand of knuckle-boom cranes for loading and unloading trucks. There are other brands out there, but everyone refers to them all as Hiabs – it’s a household name. “But when I became HIAB Transport, many other companies started to put Hiab in their name – and they didn’t have any Hiabs! I considered going to the powers-that-be and saying ‘they can’t do that – it’s false advertising.’ “But then I thought, ‘why do I want to spend all my time doing that?’ If I’m as good as I like to think I am, I’m not gonna have any trouble getting all the work I can handle.” In recent years Robin has stopped buying the Hiab brand, in favour of Palfinger cranes: “They’re both as good as one another, but we feel that the Palfinger is supported way better than the Hiab. We used to have trouble getting parts.” These days the West Auckland specialist operation runs to a fleet of 27 trucks and 27 trailers, split about half and half into truck crane units – and rigid flatdecks and tractor units with purposebuilt trailers....mostly devoted to carrying large precast concrete building panels. The friendly but driven Robin is rapidly approaching 70 years of Truck & Driver | 33

age, but his thirst for the trucking industry and, in particular, the knuckle-boom truck crane business, seems to be undiminished. It is, he reckons, his family’s fault: “I grew up in trucks: My Dad, Martin Thomas, had a couple of trucks and I blame him for where I am now! “He was just a sole trader…. he used to cart the clay in the winter for the brickworks in an old petrol Commer. I used to go down the wharf on the truck as a pre-schooler, sitting on the passenger seat. School holidays – I’d spend them in the truck going to the quarries. That’s how it was back then. “I also grew up next to my Uncle Trevor (Harvey). He lived next door to us…. was like a second father to me. He had a tip truck and bulldozers. Having a life like that, I was destined to go trucking I suppose.” Early on in HIAB Transport’s history, Robin bought a one-hectare site in Glen Eden that’s still home base for the company – which has now grown into it: “This building used to be a furniture place that had woodworking machinery, ducting and a sawdust hopper. We shifted in here, cut the wall out, put a concrete floor in for the workshop, put in a reception area and got some secondhand doors from the demolition guys – and we started to make it our home. “We didn’t have a lot of money and I can remember standing out there and saying ‘what did I buy all this for!’ You could hardly see the

34 | Truck & Driver

trucks parked down the back. “Now, if you come in here at night you can’t move for trucks and trailers. You might have 26-27 powerplants, but there’s 20-odd trailers that go with those. “Dispatch is always trying to park them in other people’s places, so we don’t have to bring them back here. And I’m not buying the neighbour’s place! I already did that once, ‘cos we needed it for parking.” What’s happened over the three decades since he started out, is simply, says Robin: “My customers started to grow – I had to grow with them, otherwise they’d be looking down the road for someone else. “One of the concrete plants I’ve been with for 30 years….they just got bigger and bigger – so I kept putting on more and more trucks.” Now, he reckons, “we can’t handle any more work” – but he still has “people ringing all the time wanting to get into my bank account, saying ‘if you pay us X amount of money we’ll show you how to run your business. ‘Well, where ya been for the last 30 years mate! Who do you think’s been running it? I don’t need you.’ ” Of course, key customers have come and gone – and some have come back too, he reckons: “They’re not away very long before they realise that the company that they’ve been using for their transport is not up to what they’re used to – so we end up keeping the old

Below: Thirteen-year-old Columbia, with a long precast concrete panel weighing somewhere around 14 tonnes, heads off on a delivery to a construction site. The load supports on the TRT stepdeck quad trailer are just under maximum height Opposite page, left: Hinos have long been a favoured make. This 2004 8x4 FY, no longer on the fleet, is shifting a boat – a common job for the company’s crane trucks Opposite page, right: Robin Thomas with an Argosy fitted with one (of three) of the biggest cranes on the fleet, capable of lifting 14t beside the truck and 1t at a 28 metre reach Left: Thomas is a self-avowed “petrolhead” and successfully raced speedway Chev Corvettes for years

companies’ work and getting new ones too.” As well as the truck crane work and the stuff the flatdeck and concrete slab units do, “there’s a crossover in the middle,” says Robin: “Often we have our Hiabs placing the concrete….AND we have our Hiabs carting it, because the big semis can’t get into the small sites, particularly in residential areas. St Heliers, Remuera – places like that – we’re carting multiple loads on small trucks into there.” As Robin says, “we never imagined 30 years ago being where we are now.” Exactly where that is, is a crane truck fleet that mostly comprises Hinos and Freightliners. Hino 700 Series crane-equipped 8x4s generally tow a variety of trombone trailers for over-length loads… 30-metre roofing iron, for example. The bigger units include some Freightliner Argosy 8x4 tractor units equipped with 60-78-tonne Palfinger cranes. The other crane units are 4x2 and 6x4 500 Series Hinos – a mix of trucks and tractor units. On the concrete side of things, HIAB has Freightliner Columbias and Mercedes-Benz Actros tractor units towing trailers dedicated to carting stand-up precast panels. Oh…and one old Kenworth: “We tried to get rid of it and we couldn’t give it away,” jokes Robin. “We have a longstanding relationship with Hino…and that was established in the early days, when we were predominantly Mack

trucks. When Mack went electronic and came out of Europe I took a disliking to them: If I wanted a Renault I’d have got a Renault, so I didn’t buy a Mack. Also, we didn’t want to be held to ransom with the parts. “Now with our Jappers – like the Hinos – there’s a multitude of companies out there that sell genuine Hino parts at favourable rates. That’s something I spend a lot of time doing – shopping for the best possible prices for truck bits. There’s a huge difference if you don’t know where you’re buying.” The capabilities of the front-mounted Hiab and Palfinger truck cranes range from a reach of nine to 28 metres and a lifting capability of 1500-14,000kg – that is, maximum lift at minimum reach. The lift capabilities at maximum reach range from 750kg to 1300kg. The rear-mounted Hiab/Palfinger cranes have reaches varying from 12m to 19m, with lifting capabilities ranging between 1500kg and 6000kg (maximum lift at minimum reach)….and from 330-1000kg at maximum reach. The company’s trailers range from 7.5-22 metres in length and include some hydraulically height-adjusted

Truck & Driver | 35

One of the mid-range crane units unloads precast panels at a commercial development. HIAB Transport has delivered all of the panels for the project

concrete panel trailers, low loaders and three and four-axle semitrailers. Robin says: “Most of the trombone trailers are purposebuilt… for particular jobs. We’re into having gear that’s low to the ground, because often we’re dealing with product that’s well over-height and we’ve got to get it around and into places.” “I think I’m in a good position now in that most of my fleet is new – we’ve got rid of most of our older stuff. Our old tractor units pulling our concrete are probably the oldest, at 10 years – but they aren’t doing many Ks. They can sit under a crane around town all day, waiting to get unloaded. “If I had a truck running down to Wellington then I’d have the biggest, best and brightest out there, to give the driver comfort. But around town we don’t need too-flashy gear. Takes ages to clock up the kilometres. “And that’s why I got into Hiabs – because, when my competitors were looking at running back and forth to Christchurch and Wellington, I was sitting on a site for two hours with the crane working. Running the engine but the wheels weren’t turning.” Hard work and Robin’s MacGyver-style thinking prompted many referrals and great loyalty from its customers – generating more work. The growth still continues: “I’ve got an eight-wheeler Hino coming in the next two months with a big 42-tonne crane on the front of it….. “As soon as it arrives, the work for it will fill up. I could probably buy another three or four Hiab trucks and within less than a week they’d all be busy out there. But I don’t want that, I’m trying to make the business stay like it is. We’ve got just enough semis to cover the customers we do work for.” As for why his customers are so loyal, Robin offers this: “I asked a construction company the other day ‘why do you use us?’ and they said: ‘Well, your drivers are good to deal with Robin.’ “I asked in what way and they said ‘your guy came in and we wanted something lifted onto the roof – but a rubbish bin was in the way. I said I’ll have to give you a call once the bin is shifted but your driver just moved it and got on with the job.’ I like that – that’s a bit of me coming out in my drivers. 36 | Truck & Driver

“I tell my drivers ‘you might not be up to doing the job but that doesn’t mean the job can’t be done.’ So that’s when one of us goes out and oversees the job getting done – and that way the driver learns. In these difficult jobs you always take away something to learn.” Currently, he says, the driver shortage is not seriously impacting HIAB – although it was back in September/October last year. Then, he adds, “we got about four or five drivers from India through here daily – knocking on my door, wanting a job. “We’ve employed a lot of them – we’ve got some lovely guys working for us. That solved our driver shortage. “We’ve got 27 trucks on the road at the moment, with a lot of immigrant drivers. We took a lot on just before Immigration changed their rules on how we should pay them in the future. I can’t pay 90k a year for a 40-hour week.” The company is, he says, “a recognised employer” with Immigration NZ – “and that allows us to employ staff with a work-toresidence. “Most of my drivers live handy and walk here. They have less travel time, they hop in the truck and they’re on the payroll.” Most of the company’s drivers, he adds, “have been with us a while.” George McDowell, for instance, retired last year at the age of 68 – having been with HIAB for 20 years. “I gave him the golden handshake and gold watch….and within three months he was back here wanting his job back!” So he’s back driving fulltime. “A lot of our other guys have been here 14-15 years. The next tier down is around the eight, nine years….and then you’ve got these new guys from the Punjab in India, who have only started within the past 12 months.” Robin makes the point that “HIAB transport isn’t just me – HIAB’s all these guys here. Some of them treat the place like it’s their own. They MAKE this business.” Robin keeps in contact with many of his previous drivers, even some who’ve moved overseas and says he takes pretty good care of his loyal drivers – having paid for family holidays and the like. A little surprisingly, given the size of the business, HIAB seems to

Top, left: Highly-experienced dispatcher Tony Thorpe has been with the company about three years

Above, left: Old Volvo F12 (since replaced), lifts a 7-8t fully-equipped portable office with its Palfinger – one of the company’s biggest cranes Above, right: The Volvo putting the Palfinger’s 28m reach to good use on a central-city job be run very simply. The wall in Robin’s office displays all the drivers, with all their licence details – making it easy to know who can handle which job. Same goes in the workshop: Details of the trucks’ and trailers’ service and repair needs are noted down on whiteboards. And the dispatch office has a wall full of jobs that are booked via a paperbased system. Some people would find it all a bit primitive….but Robin reckons it’s effective. “We’re old-school – and run things by paper. There’s a lot of paper in dispatch. If other companies’ power goes down or their computer loses the internet (which goes down on a regular basis) they’d have no way of dispatching their trucks until it comes back on. “We’ve got a hard form – so when the customer rings up to book a job, we have a contact sheet that it all gets written on and then that sheet goes up on the board for deliveries. “We’ve got our own in-house (power) generator here too, I just walk out there and push a button and we’re back up and running. “I can’t control my trucks without the RT and the phones going. Yeah we get emails though and stuff like that, but those phones need to be ringing. “We have a lot of guys coming through to show me electronic dispatch packages: I’d be stuffed – I wouldn’t know what my next job was for those trucks! We have a system in there that works.” “We still find the RT a reasonably cheap piece of equipment and it’s instant: Pick it up and talk.” In saying all of that, the company does have the Teletrac Navman electronic RUC and fleet management system across its fleet – but Robin uses its messaging capabilities purely for the migrant drivers. They have trouble, he explains, “getting told over the phone street names and things – particularly Maori names. We put them on the

screen for ease.” The company has had the Teletrac Navman system for more than 10 years: “We were with them in the early days. It was very up and down back then, with issues… “But it got better and better with time and we’ve stuck with them. We had EROAD as well – up until the last signing of the contract – but we were hanging on, waiting for Navman to launch eRUC. “My wife Sally cut her teeth on Navman – she does all the invoicing off that. We do area rates and hourly rates off the truck. “Builders are great exaggerators, so when Sally would send them a bill they’d say that our truck left way before it had! Since we’ve had Navman, it’s got rid all of the bullshit of guys trying to get a discount. It’s all GPS tracked. “There’s also the drivers too: There were some that used to take four hours to go to Whangarei. I’d ask them why and ‘busy traffic’ would be the response. “The GPS showed that they were sitting in Wellsford, having extended lunches. Sally doesn’t doublecheck all the timesheets, but it does take the bullshit out of it. It’s been a great tool – we love the Navman.” Although the company is always “very busy” – also taking on transporting oversize loads….often with its own inhouse pilots – and has had some big customers in that line of work for over three decades, Robin happily reckons: “I don’t have anything in writing – but I have that ongoing relationship. I don’t ‘own’ the work, but I have been there 30 years. “We have some specialist trailers, like a hydraulic house trailer. We don’t move houses – but we move the small transportable buildings that they use on construction sites.” He reckons that about 90% of HIAB’s work is “around Auckland – Truck & Driver | 37

Another of the Columbias heads off a to a job with smaller precast concrete building panels on its flatdeck trailer

but we’ve got a truck going to Gisborne tomorrow and we do out-oftown long and oversize pipework for a big company.” The crane truck side of the business is booming (pun intended) and the precast concrete side is important too – but comes with its own set of challenges: “The precast is not easy because a lot of it is over-height and you’re restricted to where you can travel around town. “If you put the wrong driver on you’ll have a motorway bridge down in five minutes! And the way it’s stacked, if one of those panels falls over, you’re a goner – she’s all over! A 12-14t panel don’t take any prisoners, so you’ve really got to know what you’re doing. “And although I employ drivers that are capable of driving a truck, I’m then up for training them to know how to handle that product. Only when both them and I are happy will they be out on their own.” Route planning for these jobs is key to avoiding any nightmares: “Yeah, a lot of these guys have been doing it for years, so know how to get around. “But we’re a member of the NZ Heavy Haulage Association and they have some heavy-haulage routes which are drawn up by the NZTA. “But the NZTA says ‘don’t treat these routes as gospel.’ So even though they’ve sent us that list out, they’re not standing by it. We’re that far behind the eight-ball. “We have a restriction on the motorway now of 4.3m. Before, it was 4.25m – but Auckland’s Titirangi Road (railway) bridge is less than 4.25m, so even though you’re legal you’ve got to have local knowledge. Time and time again you’ve got a truck lying on its side with a digger off it ‘cos some guy doesn’t know that. Some of our loads are over 5m (tall) and that’s why our trailers are hydraulic: You can lift them up and down.” Ask about the notorious traffic congestion around Auckland and Robin doesn’t hold back: “Absolutely shocking! Sally is constantly discounting travel time to stay in favour with our customers – not to cripple them with bills. “Some of the travel time is out of control…. We’ll start a driver early enough to get where he’s going – and, depending on the traffic, he’ll get there way too early….or be late. “Any day of the week, there’s no rhyme or rhythm to know. That’s probably one of the biggest grizzles you’ll get in the transport industry now. Of course there’s the extra fuel for where you’re going too. “Every month I get the printout of how many (imported) cars are 38 | Truck & Driver

coming into Auckland: They’ve had an increase again this month coming over the wharf. Roading construction can never, ever keep up.” So, does our trucking MacGyver have any solution? “No I don’t. You can’t shut the gate after the cow’s got out. Maybe electric vehicles may help in the future, but it’s a long way off for people like us – okay maybe for small rubbish trucks and small body types. But we can be sitting on the side of the road for weeks.” There is another kind of recent problem that he does have a fix for: “There are some new competitors out there that are running around with ridiculous figures. One in particular is billing over $150 an hour less than what I was charging on a job. I can’t compete.” But on the other hand, Robin adds: “He won’t be around for long if he carries on like that. I’m sure he’s got no idea what it takes to run this type of business. “He’s got over $600,000 worth of machine. The cranes need to be certified annually – it takes two days. Chains and rigging gear need to be certified…there’s the goods licence. And that’s before the regular RUCs, fuel, repairs, maintenance.” So, as he says: “I’ll just park up one of my trucks and wait.” There’s another unexpected arm to the HIAB business that taps into Robin’s decades of experience in the road transport industry. He explains: “Through our relationship with legal people we now get involved with those who are winding up companies. “They often want a transport company that can organise and cart the receivership stock. Quite often there’s also a lot of storage involved, so we organise that until it gets sold. “It’s like the old men’s club: You get to know these people and become what I’d call ‘one of the family’ and that’s where that work comes from.” HIAB Transport runs its own workshop that does all of the repairs and maintenance on the fleet – and it’s an area that Robin embraces: “Back when I had a few trucks I used to do all the mechanical work myself. I can remember – half past one in the morning putting a gearbox back in the truck and then getting back here at 5am to open up. “I like the workshop side of it. Having the mechanical knowledge – I’m a petrolhead in my spare time – I was a hands-on mechanic. I don’t get my hands too dirty nowadays.” Like it or not, in the past, Robin concedes, the workshop wasn’t a priority for his business – “because it doesn’t earn any money….it costs me money. So I’ve been very anti towards it.

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“But I’ve learnt those lessons. So now I need to look after my three mechanics, because if they don’t feel comfortable looking after my trucks then I don’t have the trucks to go out and earn the money. “Over the last few years, the workshop’s been brought into the future with different mechanical devices for taking the labour content out and we’re in the market to buy a new diagnostic scanner for the fleet of trucks that we have: It takes the guesswork out of it.” His petrolhead tendencies saw Robin race speedway saloons back in the 1970s and says “I’ve done pretty well, racing over the years since. “It’s a disease…very hard to get out of your system. I haven’t managed to – even though I haven’t raced for three or four years, I still go and watch.” He’s also sponsored a couple of young relatives in speedway quarter-midgets. His motivation isn’t necessarily to create new racing superstars....more to give kids somewhere safe to get their adrenalin fix. With 30-plus years under its belt and plenty of business coming in, does HIAB Transport have a Robin Thomas succession plan? There isn’t one so far, he concedes….and there will need to be some sort of retirement plan pretty soon: “I’m getting ready to hang my keys up and I don’t have any kids that are ready to take it over. “My wife Sally is at the front desk, my son David runs the dispatch and another son, Mark, is out on the trucks. “The other three sons have been and gone – they’re doing their own thing. They’re clever enough not to get involved in trucks. “I don’t have a succession plan. Not only do the sons not want to take over, but there’s way too much money involved – and young adult boys don’t have the sort of money needed to move into it. “I’m heading up to 70 now – I’ve told my kids that I don’t want to

be here at 70. I’ve got a nice boat sitting at the marina that I don’t get enough time to use!” He reckons he has had “a couple of looks from other people in the industry,” and says downsizing might be an option: “What would be nice would be to go back to a small amount of trucks (six or eight). Still keep HIAB Transport…..operating out of here, and just sell off part of the business.” Mention that his obvious enthusiasm for running the business suggests he’d miss it badly if and when he does bail and Robin agrees wholeheartedly: “Shit yeah! It’s part of my life. I can’t not work.” It helps that he’s been called on to cart “some unusual stuff over the years.” Partly that’s been down to the ongoing work HIAB Transport has done for the local movie-making industry: “We’ve carted dismantled planes from Ardmore to Bethells Beach and moved them around there.” There was also the time that the company shifted four rhinoceros from Auckland Zoo to Hamilton, for breeding. And then there’s been regular work for the Defence Forces – “and the unusual stuff that comes with it.” It’s that kind of work that makes the job: “I like the challenge. Last week I had a look at another receivership and there’s a whole bunch of containers and molds, and all sorts of stuff that needs to be moved pretty quickly – it’s going to be a big job. “I like going there and coming back here with all the facts and figures and try to put them all together to offer the customer a fair deal – for them and for me… “Because often those non-straightforward jobs can get carried away and eat up what you haven’t built into the cost. I guess the MacGyver attitude is still in me.” T&D

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A 2005 model Kenworth K104 shows off the traditional look of the distinctive Burling Transport livery

All photos (including poster) Rod Simmonds

The Burling brand

ONGTIME WAIRARAPA TRANSPORT OPERATOR FRED BURLING reckons it was quite simple – the process of coming up with Burling Transport’s distinctive red, white and yellow livery. It started out as just red and white – back when he started the company more than 50 years ago: “Oh, they were just the colours I wanted to use – so that was it.” He’d bought the carrying side of the “Baileys topdressing outfit” in Masterton – taking over “about three” petrol-engined Commers. “They were grey, some of them.” He had them repainted, with white cab roofs, white guards and front bumpers – and red in between. When he bought out another Wairarapa operator, Tony Pye, he repainted those trucks too. After all, they were pink! Fred isn’t big on talking about his Masterton business, but does allow that much, much later – in the mid-1990s – he decided to brighten-up the original red and white livery a bit…. By adding a lemon stripe through the middle of the body: “It’s just a better colour scheme. It looks good.” Over the years that Burling branding has graced a range of makes – from the original Commers, to Internationals, many Kenworths, a Foden or two, a bunch of Mitsubishis about 20 years ago, then more Kenworths, a Western Star, a handful of Freightliner Argosys bought new about five years back….and more Kenworths since then. The livery has been seen on flatdecks, curtainsiders, livestock units, tippers and – for 15 years or more, until 18 months to two years ago – loggers. The curtainsiders on the fleet, including four Freightliner Argosys, have made a big visual statement in the form of their lemon curtains and bold

Fred Burling favoured Internationals for a long spell. This is a 1981 TF2670

“Burling, Masterton” signwriting, with elaborate scrollwork as a finishing touch. The truck that earns Burling Transport the finalist honours in the PPG Transport Imaging Awards this month is a 2014 Kenworth K108 curtainsider truck and trailer unit that Fred’s son Jonny drives – and which he treated to a number of embellishments as the flagship of the fleet. The Sting Red (a Holden colour) on the cabover 8x4 extends to the roof of the high-rise sleeper cab – and back onto the curtains, which are usually all Chrome Lemon. In addition to the paint job, carried out by Supreme Automotive Refinishers in Masterton, is new striping – with lighter-coloured (a pale apricot shade), wider stripes bordered by fine lemon striping. It also has intricate scrollwork on the larger stripes – designed and applied by Truck Signs in Mount Maunganui. A new K200 Kenworth dropsider that’s just gone on the road and a secondhand T904 added two years ago were both given a more traditional treatment of the red, white and yellow livery (without the revised striping and returning to the white roofs). The paint on the K200 was done by Fleet Image in Te Awamutu, while Supreme painted the 2007 T904. The Sign Factory in Masterton did the signwriting and striping. Fred says the fleet currently runs to “about 11” trucks. As he told New Zealand Truck & Driver a few years ago, he puts big store in having goodlooking trucks: “I’d give that 99 out of 100. That’s how important. If you look shit, you are shit.” Son Jonny puts it this way: “Oh yeah, for sure, appearance is very important. It’s like being best-dressed, you know. You DO the part – but you’ve got to LOOK the part as well eh.” T&D

The curtainsiders in the fleet make a strong visual statement with their heavily-branded curtains. The four Freightliner Argosy 8x4s joined the fleet five years ago

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Entry Form

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Enter your fleet colour scheme in the PPG Transport Imaging Awards: Just fill out this entry form (or a photocopy of it) and send it into New Zealand Truck & Driver. Be in with a chance to win in the annual PPG Transport Imaging Awards. Contact name name & position in company: ________________________________________________________________ Location:

___________________________________________________________________________________________

Phone numbers: __________________________________________________________________________________________

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Fleet or company name:___________________________________________________________________________________

Please send a selection of photos of one particular truck in your fleet colours. It’s desirable (but not compulsory) to also send shots of other trucks that show off the colours. Make sure your images are supplied as large format files taken on a fine setting on a digital camera. The files must be at least 3MB. All entries become the property of Allied Publications Ltd. All entries property of AlliedImaGInG Publications Ltd. Send yourbecome entry tothe PPG TranSPorT awardS Send entry to: Ltd PPGPo TraNsPorT awarDs 1642 or email to waynemunro@xtra.co.nz allied your Publications Box 112062ImaGING Penrose auckland Allied Publications Box to 112062, Auckland 1642, or email to waynemunro@xtra.co.nz (Remember do not reduceLtd, size PO of images transmit Penrose, by email, send two at a time on separate emails if large files.) (Do not reduce the size of images to send them by email – send large files one or two at a time in separate emails if necessary).

FEATURE

Truckers & Loggers

Fishing Tournament 2020

LANDMARK FISHING TOURNEY....THE LAST OF THE YEAR T

HIS YEAR’S BAY OF ISLANDS-BASED SOUTHPAC Truckers & Loggers Fishing Tournament will go down in history as a landmark event. In its 18th year, as New Zealand Truck & Driver publisher and tournament organiser Trevor Woolston says, “we were hit fair and square by the COVID-19 virus. “In the preceding week, the Government announced the banning of all events with an attendance of 500 or more people. In consultation with the Bay of Islands Swordfish Club, the decision was made to proceed with the event – as we were far short of the

500 cutoff. “However we did instigate strict protocols in informing attendees of their personal responsibilities if attending.” By the beginning of the briefing on Thursday (March 19) 40 teams, with 152 anglers, were registered and in attendance. Despite the issues soon to confront the industry, there was a complete turnout of all who’d registered – except for one team that had withdrawn earlier on, due to other commitments. On display – on a three-tier stage, thanks to Bay of Islands Scaffolding and Hire – were prizes worth more than $70,000.

Far left: Winning team, Car Haulaways (on the boat Animal), receive their prizes from Adam McIntosh (second from left) and Mark Tucker (third from right), from Southpac Trucks Left: Heaviest billfish winner Greg Burgess (on Totally Stoked II) receives his prize from Allied Publications’ Sue Woolston

Truck & Driver | 47

The weather forecasts were great, so all the teams were out fishing for all three days of the tournament. However, game fishing was slow – with low numbers of marlin showing up. That wasn’t the case however with snapper and kingfish, with teams catching very good numbers and quality fish. There were plenty of stories of overnight (appropriately distanced) socialising amongst crews, with many complaining of serious hangovers following nights of getting together at their moorings. On day two of the tournament, the Government instigated its next stage of restrictions brought about by the virus emergency – with the banning of all indoor events of over 100 people. As Trevor Woolston says: “Time for a serious rethink of our plans for prizegiving. “Our land-based team (Olivia and Sue) kicked into gear and put

together an alternative plan, working alongside Swordfish Club manager James to accommodate a prizegiving that would meet the required levels set by the Government. “With assistance from Zane Greys Bar, which operates an outdoor venue across the road from the BOISC in Paihia, they were able to accommodate all of the teams for prizegiving.” After socialising at Zane Greys, the attendees went over to the club for the buffet dinner in two shifts – ensuring that attendance levels in the clubhouse remained below 100. Several teams chose not to attend, due to aged members isolating or just wanting to get away home early – so this reduced the numbers significantly, to the point where the prizegiving could be held in the clubhouse as planned after the dinner…while still meeting the Government’s COVID-19 requirements. Strict controls were imposed by the club on numbers in the

Below, left: Southpac’s Adam McIntosh working on a winner....that turned out to be a shark! Below, right: Teams raft-up for some (distanced) night-time socialising

48 | Truck & Driver

Left: Team DAF, on El Torito, trolling lures

Above: Team TRP on Harlequin, partying up

Right: Forty teams competed in what turned out to be the last tournament of the season

clubhouse with door counts checked constantly. Says Woolston: “We were able to meet our full commitment to the club for diners – and the tournament put $3000 on the club bar for anglers to enjoy. So all in all the event achieved all its original goals and the club was well looked after. “Southpac Truckers & Loggers Fishing Tournament will be the last major fishing tournament this season in NZ – with all currently organised tournaments and major events now being put on hold until the COVID-19 virus emergency is downgraded from a pandemic. “Who knows where we’ll be next year – but at this stage it’s forward planning as usual for next year’s event.” Getting back to the fishing: One of the snapper and kingfish teams took out the tournament. Team Car Haulaways, on the boat Animal, claimed the major honours (and prizes) with a mix of measure and release and weighed fish.

The team’s Shayne Halloway took the heaviest snapper prize with a 9.95kg fish, while team-mate Mark Douglas claimed longest measured and released snapper honours with a 78.5cm fish…and Mark Thorburn and Dave Lee (also from Team Car Haulaways) were second and third. Their team-mate Alan Syne landed the heaviest kingfish (at 17.9kg) – and Halloway was first and second places for the largest measured and released kingfish (the winner a 110cm fish). All of this earned the team the prize for the most points….along with the best skipper and deckie honours. The heaviest billfish of the tournament was a 212.8kg blue marlin landed by Greg Burgess, on Totally Stoked II. Brent Butler, on Harlequin, won the tag and release billfish division (he was also the angler with the most points) – and Greg Cornes (on Family Jewels) landed the heaviest tuna, a 24.2kg fish. T&D

Below, left: Heaviest tuna winner Greg Cornes (left), fishing on Family Jewels, receives his prize from Adam McIntosh

Below, centre: Second placegetter in the heaviest billfish category, Nick Whisker (on Profile 1) receives prizes from Allied Publications’ Sue Woolston Below, right: Lucky draw winner Brad Douglas (left) wins a Shimano 80W reel and rod, presented by Mark Tucker, Southpac Trucks

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Road Transport Association NZ

Wide open spaces and long, more sparsely-trafficked roads are a feature of SH8 through the Mackenzie Country. Photo David Killick

Southern road trip highlights ongoing challenges for drivers By Road Transport Association NZ communications manager David Killick

OR A RELAXING GETAWAY, THE GOOD OLD KIWI ROAD TRIP takes a lot of beating. A recent road trip in the South Island gave me the opportunity to see the roads and conditions that truck drivers face every day. My overall impression was that professional drivers do an amazing job. It’s also clear that they face mounting challenges: The state of the roads themselves, increasing volumes of traffic and the unpredictable behaviour of other drivers being the main ones. Then there’s the equally unpredictable weather. At least no-one can call New Zealand roads “boring.” In mid-March, just before the announcement that all visitors to NZ would have to self-isolate, there were still plenty of tourists on the roads, many driving camper-vans. We can expect to see numbers trailing away as the tough measures necessitated by the Covid-19 pandemic continue to bite. Even without tourists, some of our main highways are badly congested – incredible in a country of only five million people.... less than many big cities overseas. Our trip started in Christchurch and took us south on SH1 to Dunedin, where we overnighted. We then joined SH8 at Milton and headed west through Lawrence, Alexandra, and the rugged landscape and rich fruit-growing area of Central Otago; then on SH6 down to Queenstown and around Lake Wakatipu to Glenorchy. We returned through the centre of the island on SH8 though the Mackenzie Country to Lake Tekapo, and looped back to Christchurch via Fairlie and Geraldine on SH79 – rejoining SH1 south of the Rangitata River. Weather stayed fine the whole time. Traffic woes started as soon as we left Christchurch. Progress is being made on extending the southern motorway as far as Rolleston, but at present, it’s a mess. We watched one poor truck driver attempting to turn right onto the state highway. Heavy traffic continued as far as Timaru, easing gradually further south. Passing lanes crop up every few kilometres but they are not

enough to meet the heavy volume of traffic. There are few passing opportunities and traffic stays stuck at a slow pace. Originally, the whole of SH1 as far as Ashburton was going to be four lanes but this has now been abandoned. My view is that successive governments have failed dismally to address the need for better roading. National promised to build better state highways, but the present government canned those plans. It says it’s fixing the problem by throwing $5.3billion at roading – but it won’t: The lion’s share of funding goes to Auckland. Even if traffic, like housing, grows at a slow but steady rate, it places a huge burden on roads. Our 1970s-era state highways simply are not up to the task. The latest news that the Government will pump billions more into transport is welcome – but needs more study. Heading into Central Otago we travelled on challenging roads that demand full attention. We spotted a couple of trucks heading through a narrow winding section – then we got bogged down by a lengthy stretch of roadworks. The gorge route into Queenstown can be hairy. A few years ago we were nearly taken out by a Range Rover driver passing a petrol tanker on a blind bend. Thank goodness for good ABS brakes and the anti-skid course I’d done. This time our hearts missed a beat when we saw a BMW passing a camper-van on double yellow lines, on a blind bend on the road to Glenorchy. We saw another driver crossing a double yellow line on SH1: It’s not tourists – it’s impatient and aggressive Kiwi motorists who are at fault. Another hazard was drivers going slowly.....then suddenly speeding up – up to 110km/h or more – on the few passing lanes. Driving in NZ is not for the faint-hearted! Luckily, the route back through the centre was calm and I got the chance to use the cruise control and relax. However, concentration and fast reflexes are essential at all times. It’s something truck drivers practise all the time. We should all make life easier for them – not harder. T&D Truck & Driver | 51

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A plastic pellet spill on a New Zealand street. Photo Sea Shepherd

We’re aiming for zero plastic pellet loss By David Aitken, CEO of National Road Carriers Association

LASTIC WASTE THAT ENDS UP IN THE ocean kills marine animals when they ingest it – and we want to ensure the trucking industry is not part of the problem. We want to do our bit to make sure there is no plastic pollution from trucks – and we’re taking steps to educate National Road Carriers Association members on how to do that. When seabirds, turtles and fish ingest plastics in the ocean they get sick, malnourished and often die. These plastics may be used consumer products (eg bottles, caps, containers, etc). A less-visible, but just as damaging, problem is resin pellets (sometimes called nurdles) that wash into inland waterways and stormwater systems and end up in the sea. While consumers are responsible for the proper disposal of the products they use, we in the transport industry must focus on containment of the products we move, handle and store – especially plastic pellets, the basic raw material of the plastics industry. Every plastics manufacturer and distributor must prevent the pellets from getting into waterways that eventually lead to the sea. As part of our environmental and sustainability project, NRC is planning to team up with Plastics New Zealand and the Healthy Waters team at Auckland Council to bring more awareness of plastics in our environment – and the part the trucking industry can play to get this under control.

Plastics NZ runs a programme called Operation Clean Sweep that helps manufacturing sites meet best practice for plastic pellet handling, to prevent accidental release into the environment. The freight industry is involved in unloading, storing and distributing plastic pellets. Handling this material carries a risk of spillage and our members need to know how to prevent spills or handle them when they occur. Our proposed collaboration with Plastics NZ and Healthy Waters will include events, seminars and workshops to help NRC members understand the importance of safe storage, handling and transportation of all types of plastics – from raw material to processed plastics. We are looking at a pilot programme to test the best way to engage with the freight industry. NRC will promote the pilot to up to 10 members in one area. The members will be audited against minimum performance requirements for: • Stormwater drain protection in all risk areas • Standard operating procedure for cleanup of plastic spills • Appropriate equipment available for plastic spill cleanups • Staff awareness of spill risks A report, with recommendations for changes, will be written – based on the audit. If not already in place, a site spill plan will be

developed in collaboration with the business and spill training will be provided. Once best practice has been achieved an Operation Clean Sweep certificate will be issued. The first step in our zero plastic pellet loss project has been to produce the NRC Guide to Plastic Handling https://www.natroad.co.nz/ about_nrc/Category?Action=View&Category_ id=500 which gives step by step instructions for different types of transport companies and their staff on how to properly handle and dispose of plastic pellets. The NRC Guide to Plastic Handling starts with five basic steps for managers: 1. Commit to making zero pellet loss a priority 2. Assess your company’s situation and needs 3. Make needed upgrades in facilities and equipment as appropriate 4. Raise employee awareness and accountability 5. Follow up and enforce procedures. When management cares, employees will too The guide provides specific advice for curtainsider trucks and bulk container transportation, what to do if a spill occurs while loading or unloading and a list of dos and don’ts. Plastic pellet containment is good for the environment and good for business. We hope you will support this important initiative. With your help and cooperation, we can achieve our goal of zero pellet loss. T&D Truck & Driver | 53

Thanking the essential workers of the road transport industry keeping New Zealand going through the Covid-19 shutdowns You are the heroâ&#x20AC;&#x2122;s out there delivering essential supplies to society to ensure it can continue to function. Risking their own health & safety to do so.

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The first of two sleeper cab Mack Tridents to be added to the fleet of Dibble Bulk Transport, this 8x4 tractor unit has gone to work in front of a Feldbinder quad semi cement tanker. The 36-inch mid-height sleeper tractor has a 535hp MP8 engine, an 18-speed Roadranger manual transmission and Meritor 46-160 diffs

Sales drop...again N

EW ZEALAND’S NEW HEAVY TRUCK MARKET continued its slowdown in March – with sales lagging behind last year’s levels for the third consecutive month. The 347 new truck registrations for the month in the overall market (trucks with a GVM of 4.5 tonnes or higher), was 149 down (that’s a drop of almost 30%) on March 2019’s sales. And that, in turn, saw the 1045 year-to-date registrations tally at the end of March 19% down on the 1300 for the first three months of 2019. It’s the lowest first quarter performance since 2016, when 901 trucks were registered. The heavy trailer market had an even worse month, with just 91 registrations (40% down on March 2019’s 153) for a YTD total of 310 – 61 (and 16%) down on Q1 last year. Like the overall truck market, the trailer industry hasn’t experienced such a bad start to the year since 2016, when registrations equalled this year’s tally. In the overall truck market (4.5t-maximum GVM), Isuzu not only continued to clearly rule as No. 1, it actually slightly improved its market share (up from 22.4% for Q1 last year, to 23.8%), with 249 registrations – moving further ahead of second-placed FUSO (172/57), Hino (124/34) and Volvo (82/28), in order behind.

Scania (76/28) and Iveco (67/27) were the only others in the top 10 to improve on their Q1 performances last year – Scania up from 11th and a 2.8% market share, to fifth and a 7.3% share, while Iveco went from 10th to sixth….and from a 4.4% share to 6.4%. Kenworth (49/12) held seventh place in March, ahead of Mercedes-Benz (47/16), which gained a position at the cost of UD (41/9). DAF (29/11) rounded out the top 10. In the 3.5-4.5t GVM crossover segment, Fiat (63/19) consolidated its lead, ahead of Mercedes-Benz (27/13) and Ford (11/5), which moved up to third. In the 4.5-7.5t division, FUSO (69/27) edged slightly further ahead of Isuzu (65/25), with Iveco (36/16) retaining third. Hino (19/3) stayed fourth, ahead of Mercedes-Benz (13/5). In the 7.5-15t class, Isuzu (118/47) continued to open up a huge lead. FUSO (39/8) was the best of the rest, ahead of Hino (32/7), Iveco (9/3), Foton (2/0), UD (2/0), Mercedes-Benz (1/0) and MAN (1/1). In the 15-20.5t GVM category, Hino (24/8) extended its lead in March, with FUSO (13/4) overtaking UD (12/2) for second. In the tiny 20.5-23t division, Hino (8/4) retained the No. 1 spot, followed by FUSO (4/2) and Freightliner (1/0). Truck & Driver | 55

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Ohakune produce growers Kim Young & Sons have put this new nine-axle Kenworth K200 curtainsider unit to work, carting potatoes to the South Island. The 2.3m Aerodyne cab truck has a 600-615hp Cummins X15 engine, an 18-speed Roadranger manual gearbox and Meritor 46-160 diffs on Hendrickson Primaax suspension. Fruehauf built the truck body and the trailer.

23,001kg-max GVM

4501kg-max GVM Brand ISUZU FUSO HINO VOLVO SCANIA IVECO KENWORTH MERCEDES-BENZ UD DAF MAN SINOTRUK MACK FOTON FREIGHTLINER INTERNATIONAL VOLKSWAGEN PEUGEOT HYUNDAI FIAT WESTERN STAR RAM JAC OTHER Total

2020 Vol % 249 23.8 172 16.5 124 11.9 82 7.8 76 7.3 67 6.4 49 4.7 47 4.5 41 3.9 29 2.8 22 2.1 17 1.6 15 1.4 15 1.4 14 1.3 6 0.6 5 0.5 3 0.3 3 0.3 3 0.3 2 0.2 2 0.2 1 0.1 1 0.1 1045 100.00

March Vol % 87 25.1 57 16.4 34 9.8 30 8.6 28 8.1 27 7.8 12 3.5 16 4.6 9 2.6 11 3.2 9 2.6 5 1.4 4 1.2 5 1.4 4 1.2 2 0.6 5 1.4 0 0.0 0 0.0 0 0.0 0 0.0 1 0.3 1 0.3 0 0.0 347 100.00

3501-4500kg GVM Brand FIAT MERCEDES-BENZ FORD RENAULT PEUGEOT CHEVROLET IVECO LDV Total

Vol 63 27 11 9 8 7 3 1 129

2020 % 48.8 20.9 8.5 7.0 6.2 5.4 2.3 0.8 100.00

March Vol % 19 44.2 13 30.2 5 11.6 2 4.7 4 9.3 0 0.0 0 0.0 0 0.0 43 100.00

4501-7500kg GVM Brand FUSO ISUZU IVECO HINO MERCEDES-BENZ FOTON VOLKSWAGEN PEUGEOT HYUNDAI FIAT RAM Total 56 | Truck & Driver

Vol 69 65 36 19 13 13 5 3 3 3 2 231

2020 % 29.9 28.1 15.6 8.2 5.6 5.6 2.2 1.3 1.3 1.3 0.9 100.00

March Vol % 27 31.0 25 28.7 16 18.4 3 3.4 5 5.7 5 5.7 5 5.7 0 0.0 0 0.0 0 0.0 1 1.1 87 100.00

Volvoâ&#x20AC;&#x2122;s great start to the year in the 23t-max GVM premium division continued in March.... 7501-15,000kg GVM Brand ISUZU FUSO HINO IVECO FOTON UD MAN MERCEDES-BENZ JAC OTHER Total

Vol 118 39 32 9 2 2 2 1 1 1 207

2020 % 57.0 18.8 15.5 4.3 1.0 1.0 1.0 0.5 0.5 0.5 100.00

March Vol % 47 70.1 8 11.9 7 10.4 3 4.5 0 0.0 0 0.0 1 1.5 0 0.0 1 1.5 0 0.0 67 100.00

15,001-20,500kg GVM Brand HINO FUSO UD SCANIA ISUZU MERCEDES-BENZ DAF IVECO MAN SINOTRUK Total

Vol 24 13 12 7 5 4 4 3 1 1 74

2020 % 32.4 17.6 16.2 9.5 6.8 5.4 5.4 4.1 1.4 1.4 100.00

March Vol % 8 34.8 4 17.4 2 8.7 2 8.7 0 0.0 2 8.7 3 13.0 1 4.3 1 4.3 0 0.0 23 100.00

20,501-23,000kg GVM Brand HINO FUSO FREIGHTLINER Total

Vol 8 4 1 13

2020 % 61.5 30.8 7.7 100.00

March Vol % 4 66.7 2 33.3 0 0.0 6 100.00

Brand VOLVO SCANIA ISUZU KENWORTH FUSO HINO MERCEDES-BENZ UD DAF IVECO MAN SINOTRUK MACK FREIGHTLINER INTERNATIONAL WESTERN STAR Total

Vol 82 69 61 49 47 41 29 27 25 19 19 16 15 13 6 2 520

2020 % 15.8 13.3 11.7 9.4 9.0 7.9 5.6 5.2 4.8 3.7 3.7 3.1 2.9 2.5 1.2 0.4 100.00

March Vol % 30 18.3 26 15.9 15 9.1 12 7.3 16 9.8 12 7.3 9 5.5 7 4.3 8 4.9 7 4.3 7 4.3 5 3.0 4 2.4 4 2.4 2 1.2 0 0.0 164 100.00

Trailers 2020 Vol % Brand PATCHELL 38 12.3 FRUEHAUF 31 10.0 MTE 28 9.0 ROADMASTER 27 8.7 DOMETT 20 6.5 TMC 19 6.1 12 3.9 TES TRANSPORT TRAILERS 11 3.5 11 3.5 TRANSFLEET FREIGHTER 9 2.9 JACKSON 8 2.6 MAXICUBE 7 2.3 TIDD 5 1.6 HAMMAR 5 1.6 5 1.6 MILLS-TUI MTC EQUIPMENT 5 1.6 EVANS 4 1.3 MD ENGINEERING 4 1.3 MAKARANUI 4 1.3 MTC 4 1.3 COWAN 3 1.0 CWS 3 1.0 HTS 2 0.6 KRAFT 2 0.6 PTE 2 0.6 LOWES 2 0.6 FELDBINDER 2 0.6 WHITE 2 0.6 SEC 2 0.6 KOROMIKO 1 0.3 OTHER 32 10.3 Total 310 100.00

March Vol % 7 7.7 9 9.9 7 7.7 9 9.9 9 9.9 6 6.6 2 2.2 3 3.3 4 4.4 4 4.4 5 5.5 4 4.4 0 0.0 2 2.2 2 2.2 0 0.0 0 0.0 0 0.0 1 1.1 2 2.2 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 1 1.1 0 0.0 14 15.4 91 100.00

Recently

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This new Volvo FM-540 has gone to work for Hastings’ Tumu Transport, carting timber, fertiliser and metal. The 6x4 rigid has a 540hp engine, I-Shift AMT and 7.5t front axle

Volvo’s great start to the year in the 23t-max GVM premium division continued in March, its 30 registrations for the month pushing its YTD total out to 82 and further increasing its lead. Scania (69/26) overtook Isuzu (61/15) for second place, while the rest of the top 10 held their February places – Kenworth (49/12) in fourth, ahead of FUSO (47/16), Hino (41/12), Mercedes-Benz (29/9), UD (27/7), DAF (25/8) and Iveco (19/7).

In the heavy trailer market, No. 1 Patchell (38/7) retained its YTD leadership, despite being topped in the March registrations by second-placed Fruehauf (31/9), fourth-placed Roadmaster (27/9) and Domett (20/9), which overtook TMC (19/6) for fifth. MTE (28/7) remained third, while TES (12/2) held seventh, Transport Trailers (11/3) and Transfleet (11/4) were tied in eighth and Freighter (9/4) completed the top 10. T&D

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www.trucksmashrepairs.co.nz Truck & Driver | 59

T T

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MAY 2020 ISSUE

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Euro 6 efficiency

Packin’ 14 pallets

ACTROS 2646 LS

HUGE SAVING 4x2 ATEGO 1530L

See more!

300HP I 8-SPD AMT I HILL START ASSIST I CRUISE CONTROL I ALLOY WHEELS

REF: 580281

Ready for work

HOT DEAL 4x2 ATEGO 1223L

See more!

230HP I 6-SPD AMT I AIR SUSPENSION I HILL START ASSIST

REF: 580280

Steel tip truck

6x4 TRACTOR UNIT • • •

460HP 12-SPD AMT ALLOY WHEELS

5.99% P.A FINANCE

Click for more! REF: 580307

$2,980 PER MONTH*

• • •

AIR SUSPENSION 5TH WHEEL ATTENTION ASSIST

SAVE $10K

WAS $207,900 - NOW JUST

$199,900

+ GST + ORC

6x4 AROCS 2635 350HP I 12-SPD AMT I FULL CROSS LOCKS I TOOL BOX

All prices correct at time of print and exclude GST and ORC. All prices may be subject to change without notice. 5.99% p.a finance available. *For terms and conditions see individual stock listings on mercedesbenz.keithandrews.co.nz

mercedesbenz.keithandrews.co.nz | 0800 487 825

See more! REF: 580304

Ready when you are ACTROS 2636 L EURO 6 ENGINE + AMT

Click for more! REF: 590142

6x2 18-PALLET CURTAINSIDER • • •

350HP • 8-SPEED AMT • ACTIVE BRAKE ASSIST 4 •

DIFF LOCK AIR SUSPENSION TOUCH SCREEN RADIO + GPS

5.99% P.A FINANCE

$3,288 PER MONTH*

WAS $239,850 - NOW JUST

$220,000

Pulling power

Load it up

SPECIAL PRICE 6x4 AROCS 2635 350HP I 12-SPD AMT I CRUISE CONTROL I ALLOY WHEELS I STEEL BATHTUB BODY I DUAL SWING TAIL DOOR I TIE DOWNS WITH AUTO BODY LOCK

+ GST + ORC

See more! REF: 580296

5.99% P.A FINANCE AVAILABLE*

8x4 AROCS 3258 LOGGER + TRAILER 580HP I 16-SPD AUTO I HILL START ASSIST I FULL CROSS LOCKS I ALLOY WHEELS I WINCH SLIDE BOLSTERS I TRT TRACTION AIR SYSTEM + GPS SPEED UP FULLY INSTALLED

mercedesbenz.keithandrews.co.nz | 0800 487 825

See more! REF: 590367

NZ Wide: 0800 827 746

POWER TARPS ARE NEW ZEALANDâ&#x20AC;&#x2122;S LEADING RETRACTABLE TARP SUPPLIER. We specialise in high quality, mesh and PVC covers. All of our covers can be easily operated from inside the cab or from the ground using a silky smooth twin cable system, eliminating health and safety risks for your driver. If you want a tarping system that is safe and stands the test of time, call now on 0800 TARPING.

Power Parps Ad A4 2020-02.indd 1

nztarpingsystems.co.nz

TRUCK COVER FROM

$4,220

+ GST

TRAILER COVER FROM

$4,650

+ GST

12/02/20 4:45 PM

AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND ADVERTISING Trudy Woolston Mob: 027 233 0090 Email: trudy@trucker.co.nz AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND ADVERTISING Dion Rout Mob: 027 491 1110 dion@trucker.co.nz

the industry guide to used trucks, trailers, machinery and parts

Contents

ADMINISTRATION Sue Woolston Ph: 09 571 3544 Fax: 09 571 3549 Freephone: 0508 TRUCKER Email: accounts@trucker.co.nz PUBLISHER Allied Publications Ltd PO Box 112062 Penrose, Auckland Ph: 09 571 3544 Fax: 09 571 3549 Freephone: 0508 TRUCKER www.alliedpublications.co.nz

Trucks Parts & Service Index

DELIVERY ADDRESS 172B Marua Road Ellerslie, Auckland DESIGN Allied Studios Ph: 09 571 3544 Fax: 09 571 3549 Email: luca@trucker.co.nz zarko@trucker.co.nz

5 SUBSCRIBE EASY WAYS TO

Page 1 Page 24 Page 31

NEXT ISSUE: JUNE 2020 DEADLINE: 13TH MAY 2020

www.equipmentguide.co.nz

SUBSCRIPTION FORM Post PO Box 112062 Penrose, Auckland 1642

Ph 09 571 3544 Fax 09 571 3549

Email accounts@trucker.co.nz www.alliedpublications.co.nz

YES, I would like to receive my FREE COPY of the Equipment Guide NZ addresses only (Please tick applicable box) MY DETAILS CONTACT: COMPANY ADDRESS:

PHONE: FAX: EMAIL:

CHANGE MY ADDRESS (Please tick applicable box) MY NEW DETAILS CONTACT: COMPANY ADDRESS:

PHONE: FAX: EMAIL:

4:45 PM

T T

9 A T S

MAY 2020 ISSUE

LATEST OFFERS TRAILER AIR BAGS

SAVE UP TO 25%

C-20124 $227 Hendrickson HT250U Air Bag

21222442 $190 ROR FlexAir Suspension Air Bag

S-21208 Hendrickson HT230 Air Bag

9746TRP SAF Air Bag Alternative to SAF S2619V

1 R S

$190

S2918VTRP $250 SAF Air Bag Alternative to S2918V Air Bag

$249

5 5 S I S2618VTRP $202 SAF Air Bag Alternative to SAF Air Bag S2618V

21229214 $207 ROR Air Bag CS9 suspension

967TRP $180 BPW Air Bag Alternative to BPW D30

2 F S

CHEMTECH SUPER TRUCK WASH PROMO XXCT18-25LBONUSPACK $95 Chemtech CT18 Truck Wash 25 litre bonus pack for 20 litre price

DAF TENSIONER KIT

DAF COOLANT HOSE KIT

161 $1,185 DAF CF Fan Drive Tensioner Kit Includes belt, tensioner, idler pulley, fan drive pulley

942 $1,390 DAF CF Hose Kit Suits DAF CF 460/510 hp with Astronic EST52 (all hoses and clips)

2 T K K B O

BONUS

EG30628A

5 LITRES FREE

2 T S T B O

LATEST OFFERS VALID TO 31ST OF MAY 2020, OR WHILE STOCKS LAST. PRICES EXCLUDE G.S.T. WHANGAREI Commercial Diesel Ph: 09-438 6915

WARKWORTH Commercial Diesel Ph: 09-425 8456

AUCKLAND Southpac Parts Ph: 09-263 7710

HAMILTON Southpac Parts Ph: 07-222 2041

MT. MAUNGANUI Truckline Services Ph: 07-575 3883

ROTORUA Southpac Parts Ph: 07-345 9761

TAUPO Taupo Diesel Solutions Ph: 07-377 4324

NEW PLYMOUTH McCurdy Trucks Ph: 06-769 8032

HAWERA McCurdy Trucks Ph: 06 2787166

GISBORNE Total Parts & Service Ph: 06-867 0707

NAPIER Eastern Truck & Marine Ph: 06-843 0400

WAN Emm Cent Ph: 0

TRP AIRGLIDE 200/400 TORQUE ROD BUSH

TRP SPRING BRAKES

940TRP $85 Airglide Suspension Torque/Sway Bar Bush Suits Kenworth and early DAF

50MM RINGFEDER PIN

SAVE 25%

3030SBTRP $65 3030 Spring Brake Assy. Make to length shaft Includes clevis

SAVE 30%

50MM RINGFEDER REBUILD KIT

14991375 $280 Rotating Ringfeder Pin Suits 5050B 50mm

14991632 Ringfeder Rebuild Kit Suits 5050B 50mm

DAF CLUTCH 351R $1,090 DAF Clutch Assy. 320-530 hp Suits DAF with manual ZF gearbox Includes release bearing

$350

SAVE OVER 20%

50MM TOW EYE

50MM TOW BUSHES

TRP STEERING JOINTS

50MM/SS $165 50mm Weld-in Tow Eye Short shank Includes standard bush

TB605 $24 50mm Standard Tow Eye Bush 60.6mm OD

925TRP $27 RH Tie Rod End Suits DAF 75/85/95/105, Foden Alpha ii

TB61 $24 50mm 1st Oversize Tow Eye Bush 60.9mm OD

TRP ROTORS AND PADS 8135 $149 Front and Rear Brake Pad Set Does one axle Suits Iveco, Stralis, Merc, Scania 4-Series, DAF, Foden Alpha ii

SAVE UP TO 20%

789TRP $30 RH Tie Rod/Draglink End Suits DAF 75/85/95/105, Foden Alpha ii

TRP REMAN STEERING BOX • Only genuine TRW replacement components used • All TRP Reman gears have the sector shaft and bearings replaced • 12 month hassle-free warranty

24AR $1,908 TAS 85 Steering Box Suits T408/T600/T659/T900/ T950 Series By chassis ON EXCHANGE

• Each steering gear is remanufactured to strict guidelines and adheres to the ZF/TRW Standard for OEM specifications

088TRP $30 LH Tie Rod/Draglink End Suits DAF 75/85/95/105, Foden Alpha ii

LATEST OFFERS VALID TO 31ST OF MAY 2020, OR WHILE STOCKS LAST. PRICES EXCLUDE G.S.T. WANGANUI Emmetts Service Centre Ph: 06-344 5055

PALMERSTON NORTH Emmets Service Centre Ph: 06-354 2691

PALMERSTON NORTH Southpac Parts Ph: 06-222 3400

WELLINGTON North City Diesel Ph: 04-237 8926

MASTERTON Commercial Fleet Service Wairarapa Ph: 021-256 7559

NELSON CVC Nelson Ph: 03-546 4605

CHRISTCHURCH Southpac Parts Ph: 03-344 0252

TIMARU HDPS Ph: 03-686 6663

DUNEDIN Dunedin Truck Servicing Ph: 03-479 0150

GORE Transport Repairs Ph: 03-208 3008

INVERCARGILL Transport Repairs Ph: 03-208 1618

CROMWELLL Transport Repairs Ph: 03-445 4526

EG30628C

EG30628A

23AR $1,908 TAS 85 Steering Box K100E/K100G/K104/ K200 Series By chassis ON EXCHANGE

714TRP $27 LH Tie Rod End Suits DAF 75/85/95/105, Foden Alpha ii

EG30628B

2600 $175 Front and Rear Disc Rotor Suits DAF, Foden Alpha ii

2430TRP $65 2430 Spring Brake Assy. Make to length shaft Includes clevis

TRP SAE50 GEARBOX OIL

TRP 75W90 DIFF OIL

TTSAE50P $290 SAE50 Fully Synthetic Oil 18.93 litres Suits all Eaton Roadranger gearboxes

TA75W90P $290 75W90 Fully Synthetic Diff Oil 18.93 litres Suits Meritor, Dana/Eaton diffs

PETERSON 7” LED HEADLIGHT INSERTS

08-1318 $18 Camshaft Bush Kit 28 spline Suits KW, Freightliner, Mack, Western Star and Navistar with Meritor Q-Plus Brakes

701C-ECE Peterson 7” LED Headlight Insert Hi/Lo beam Park light

2210W7537TRP $49 Q-Plus LH Camshaft 28 spline 11.5" long Suits KW, Freightliner, Mack, Western Star and Navistar with Meritor Q-Plus Brakes

2210V7536TRP $49 Q-Plus RH Camshaft 28 spline 11.5" long Suits KW, Freightliner, Mack, Western Star and Navistar with Meritor Q-Plus Brakes

$350

TRP DISC ROTOR

TRP DISC PADS

1964420 $199 Disc Rotor Suits SAF 10 stud rotor Replaces 4/079/0016/00

1962432 $135 Disc Pad Kit Suits SAF with Pan-22 Replaces 3/057/0084/00

T B

0 B

EATON ROADRANGER PARTS S1659 $99 2” Input Shaft Common USA truck 2” 10 spline Pull type 16-20918

SAVE 20%

A5000 Slave Valve Alloy version

$105

SAVE 30%

4 L 1 S

K3367 $295 Integral Oil Pump Suits 14-18718, 14-22918 Series gearboxes

4 Q 1

SAVE 20%

4300907 $69 AUX Spitter Sliding Clutch Suits 14-18718, 14-22918 Series gearboxes

K3497 $490 Synchro Assy. Kit with sliding clutch Suits 718/918 Series gearboxes

EG30628D

EG30628C

EG30628B

A7012 $99 Splitter Fork Suits 713/913/918 Series gearboxes

LATEST OFFERS VALID TO 31ST OF MAY 2020, OR WHILE STOCKS LAST. PRICES EXCLUDE G.S.T. WHANGAREI Commercial Diesel Ph: 09-438 6915

WARKWORTH Commercial Diesel Ph: 09-425 8456

AUCKLAND Southpac Parts Ph: 09-263 7710

HAMILTON Southpac Parts Ph: 07-222 2041

MT. MAUNGANUI Truckline Services Ph: 07-575 3883

ROTORUA Southpac Parts Ph: 07-345 9761

TAUPO Taupo Diesel Solutions Ph: 07-377 4324

NEW PLYMOUTH McCurdy Trucks Ph: 06-769 8032

HAWERA McCurdy Trucks Ph: 06 2787166

GISBORNE Total Parts & Service Ph: 06-867 0707

NAPIER Eastern Truck & Marine Ph: 06-843 0400

WAN Emm Cent Ph: 0

KENWORTH RUBBER MUDFLAPS

DAF RUBBER MUDFLAPS 1422MDAF 22” x 14”

$22

1824MDAF 24” x 18”

$37

2424MDAF 24” x 24”

$39

1252302 Black Rubber 24” x 17”

$63

TRP EQUALISER/DRAWBAR BUSH AND BOLT KIT 09-2271TRP Bush and Bolt Kit

$65

3024MDAF 24” x 30”

$46

KPMFRW6133 $42 Kenworth White Rubber Mudflap with Kenworth word 24” x 12”

SAVE UP TO 15%

KPMFRB6133 $44 Kenworth Black Rubber Mudflap with Kenworth word 24” x 12”

TRP LOADBINDER PALLET ANGLE CORNER PROTECTOR TRPPA1040 $18 TRP Loadbinder Angle Corner Protector 1040mm long

TRP LIGHT TRAILER LOADBINDER STRAP 0906327 $12 Light Trailer Loadbinder Fastening Strap Tie down Lashing capacity: 125kg Brake strain: 250kg

LINED BRAKE SHOES

TRP CARGO SAFETY BAR

WITH ANCHOR PIN KIT - DOES ONE WHEEL

CS10085 $39 Steel Safety Bar for separating freight Adjustable 90" - 105"

4715QPLS Lined Brake Shoe 16.5” x 6” Suits MFS73 front axle

$140

4515QLNS Q-Type Lined Shoe 4515 16.5" x 7"

$98

4720QPLS Q-Plus Lined Shoe 4720 16.5" x 5"

$140

4707QPLS Q-Plus Lined Shoe 4707 16.5” x 7”

$98

SAVE 10%

AXN LANDING LEGS

HEATER TAP

157098 Heater Tap 5/8” Hose

$39

EG30628D

SAVE UP TO 25%

LATEST OFFERS VALID TO 31ST OF MAY 2020, OR WHILE STOCKS LAST. PRICES EXCLUDE G.S.T. WANGANUI Emmetts Service Centre Ph: 06-344 5055

PALMERSTON NORTH Emmets Service Centre Ph: 06-354 2691

PALMERSTON NORTH Southpac Parts Ph: 06-222 3400

WELLINGTON North City Diesel Ph: 04-237 8926

MASTERTON Commercial Fleet Service Wairarapa Ph: 021-256 7559

NELSON CVC Nelson Ph: 03-546 4605

CHRISTCHURCH Southpac Parts Ph: 03-344 0252

TIMARU HDPS Ph: 03-686 6663

DUNEDIN Dunedin Truck Servicing Ph: 03-479 0150

GORE Transport Repairs Ph: 03-208 3008

INVERCARGILL Transport Repairs Ph: 03-208 1618

CROMWELLL Transport Repairs Ph: 03-445 4526

BRAND NEW TIPPER

BRAND NEW ISUZU CYZ530 SPEC TIPPER, 530hp, 18 speed Roadranger Transmission, 6x4 tipper, 5.1m Adams & Currie tipping body, double swing tail door with trip release, 50mm ringfeeder, Available for immediate delivery. $POA

2009 ISUZU FVZ1400 6X4 FLATDECK/CRANE, 300hp with Allison Auto trans. Palfinger PK16000 crane with remotes. Travelled only 209,000kms. Very tidy unit, arriving soon. $165,000+GST

AS NEW 4X4

2013 ISUZU FTS800 AUTO, 4X4 CAB/CHASSIS, Demonstrator and like new, 238 hp, Allison Automatic Transmission, tare 5235kg, GVM 13900kg, huge savings over current replacement model. $99,900+GST

2016 ISUZU NPS450 4X4 SERVICE BODY, 128,736km, Manual, 155 hp, Payload 3000 kg, Tare 4500 kg, GVM 7500kg, Towbar, Good condition. $97,600+GST

CAR LICENCE TIPPER

2002 HINO FS 6X4, 380hp and 18 speed Roadranger. 40mm and trailer hydraulics. Travelled only 502,000kmâ&#x20AC;&#x2122;s. 5.5 metre body. Very tidy all round. $69,000+GST

2013 HINO DUTRO FACTORY TIPPER, 5 speed manual, 35,735kms, 4,000cc, tidy little factory tipper ready to go to work. $37,900+GST

NEW 2019 ISUZU FTR750 SPEC TIPPER, 270hp, Allison Automatic Transmission, 15 tonne GVM, Adams & Currie tipper body, Available April 2020. $POA

NEW 2019 ISUZU NQR FACTORY TIPPER, 6 speed AMT Transmission, 189hp, Disc brakes, 8700kg GVM, Available for immediate delivery. $POA

ASHBURTON (Tinwald) & TIMARU (Washdyke) Tim Upston T: 027 566 3656, tim.upston@smallbone.co.nz

www.smallbone.co.nz

EG30652B

Bob Grant T: 027 477 8059, bob.grant@smallbone.co.nz EG30652A

Jerry Kavanagh T: 027 616 6166, jerry.kavanagh@smallbone.co.nz

BRAND NEW ISUZU NLR250S SERVICE PACK, 5 speed manual, 150hp, SBA Canopy X-Body, tow bar, reverse camera. $73,079+GST

2016 BRAND ISUZU NEWNPS450 ISUZU 4X4 NQR500 SERVICE NEWBODY, CRANE 128,736km, SERVICEManual, BODY, Available 155 hp, Payload for 3000 immediate kg, Tare delivery, 4500 kg, superior GVM 7500kg, customTowbar, made service Good condition. body from Australia. $95,750+GST $97,600+GST

CAR LICENCE TIPPER

2018 ISUZU ELF NKR85 FACTORY TIPPER, Only 900kms, 6 Speed Manual, Factory tip deck 3050L x 1600W x 370 Sides, 150hp Isuzu 4JJ1 Engine, Tare 2780kg, Payload 3165kg, GVM 5945kg. $47,500+GST+OR

2006 ISUZU FTS750 SPREADER, 4x4, 405,951km, 6 Speed Manual, 230 hp, Payload 6160 kg, Tare 6840 kg, GVM 13000 kg, Has a Bredal K65 single belt/twin spinner fertiliser bin with a V3 computer, camera and cover, tidy. $52,500+GST

1996 ISUZU FTR33 FACTORY TIPPER, 14 tonne GVM. 210hp, 6 speed.3.8 metre deck. Travelled 242500km’s. Tidy unit. $36,500+GST

2009 ISUZU CYJ400 CHILLER/ FREEZER, Minus 20 degrees. 400hp, 7 speed manual trans. 4 axle air suspension. Side and rear doors. Travelled only 467,000km’s. immaculate condition. $89,500+GST

4X4 TIPPER

2013 ISUZU FSS550P TIPPER, 4x4 Tipper, 198,814km, 6 Speed Manual, Engine 4HK1-TCS, 210hp, payload 4720kg, tare, 5280kg, GVM 10000kg, New wheels & tyres, tidy condition. $69,900+GST

1998 ISUZU CXH380 FLATDECK CURTAINSIDER, 8x4, 13 Speed Manual, 380 hp, Payload 14740 kg, Tare 11060 kg, GVM 29000 kg, Very clean and tidy condition. $34,900+GST

ASHBURTON (Tinwald) & TIMARU (Washdyke)

EG30652B

EG30652A

Jerry Kavanagh T: 027 616 6166, jerry.kavanagh@smallbone.co.nz

Bob Grant T: 027 477 8059, bob.grant@smallbone.co.nz

Tim Upston T: 027 566 3656, tim.upston@smallbone.co.nz

www.smallbone.co.nz

WWW.CLEVEDONTRUCKS.CO.NZ

2012 ISUZU ELF 3000kg TIPPER, 58,000kms, 3000cc 150hp, 6spd Manual, Car Licence, Immaculate. $37,999 + GST

2013 ISUZU ELF 3000kg TIPPER, 67,000kms, 3000cc 150hp, 6spd Manual, Car Licence, Immaculate. $37,999 + GST

1996 NISSAN CONDOR MK211 TIPPER, 289,000kms, 190hp, 6spd, 5000kg P/Load, Tidy Truck. $17,999 + GST

2010 HINO RANGER FC6 TIPPER, 38,000kms, 190hp, Auto, 4000kg P/Load, Arriving. $44,999 + GST

2007 HINO RANGER FJ7 8000kg TIPPER, 182,000kms, 220hp, 6spd Manual 8000kg P/Load, Very Tidy. $69,999 + GST

2012 ISUZU FORWARD FVZ34 6x4 TIPPER, 422,000kms, 300hp, 10spd Manual, 11,000kg P/ Load, Immaculate. $89,999 + GST

2006 NISSAN QUON CW4 6x4 TIPPER, 509,000kms, 380hp, 7spd Manual, 21920kg GVM. Very Tidy Truck, Just Arrived. $89,999 + GST

2010 NISSAN QUON CW4 6x4 TIPPER, 394,000kms, 380hp, 7spd Manual, 21920kg GVM. Excellent Condition, Just Arrived. $99,999 + GST

2010 HINO DUTRO ROTARY COMPACTOR, 130,000kms, 4000cc, 5spd Manual, 7m3 Rotary Compactor Body, 2715kg P/Load, Excellent Condition. $29,999 + GST

2006 DAF CF75.360 4x2 TRACTOR UNIT, 920,000kms, 360hp, 12spd Auto, Air Suspension, Very Tidy Truck. $24,999 + GST

2011 NISSAN QUON TRACTOR UNIT, 404,000kms, 440hp, 12spd, GH13 Engine, Immaculate Condition, Just Arrived. $79,999 + GST

2012 VOLVO FH520 6x4 TRACTOR UNIT, ONLY 150,000kms, 520hp, 12spd IShift, 61000kg GCM, Just Arrived. $99,999 + GST

EG30609B

TRUCK SALES LTD

EG30609A

Clevedon

Phone (09) 292 9050 Fax (09) 292 9052 Richard 021 445 656 John 021 948 539 A/hrs (09) 296 5946 Email: richard@clevedontrucks.co.nz

Clevedon

TRUCK SALES LTD

EG30609B

EG30609A

WWW.CLEVEDONTRUCKS.CO.NZ

Phone (09) 292 9050 Fax (09) 292 9052 Richard 021 445 656 John 021 948 539 A/hrs (09) 296 5946 Email: richard@clevedontrucks.co.nz

2006 HINO RANGER FD7 D/CAB, ONLY 32,000kms, Allison Automatic, 7990kg GVM, Ex Japanese Fire Truck, Immaculate. $42,999 + GST

1995 MITSUBISHI FUSO CAB CHASSIS, 372,000kms, 190hp 6D16 Engine, 6spd Manual, 9250kg GVM, 4850mm Wheelbase, Very Tidy. $9,999 + GST

2014 ISUZU FORWARD FTR90 CAB CHASSIS, 134,000kms, 240hp, 6spd AMT, 12905kg GVM, Ideal Tipper Spec, Immaculate. $64,999 + GST

1998 NISSAN CONDOR MK260 FLAT DECK, 233,000kms, 210hp, 6spd Manual, 9250kg GVM, Tidy Truck. $17,999 + GST

2013 HINO DUTRO 4x4 FLAT DECK, 89,000kms, 150hp, 5spd Manual, Long Wheelbase Narrow Cab, Class 1 Car licence, 2000kg P/Load, Immaculate. $39,999 + GST

2014 HINO RANGER FD9 F/DECK, 160,000kms, 210hp, 6spd Auto, 5.7m X 2.2m Deck. 4200kg P/Load, Immaculate. $49,999 + GST

2006 HINO RANGER FE8 F/DECK, 188,000kms, 240hp, 6spd Manual, 7.0m Deck with Load Anchorage, 8500kg P/Load, Immaculate. $64,999 + GST

2009 NISSAN QUON CG4ZA 8X4 TRANSPORTER, 486,000kms, 24990kg GVM, Brand New Transporter Body, Immaculate Truck. $134,999 + GST

2007 ISUZU FORWARD FRR34 CANVAS WING, 210,000kms, 240hp, 6spd Manual, 4000kg Payload, Immaculate. $39,999 + GST

2016 HINO RANGER FC9 FREEZER, 171,000kms, 210hp, -30deg C Freezer Unit, 1000kg T/Lift, Immaculate Truck. $69,999 + GST

2008 HINO RANGER GK8 FREEZER, ONLY 38,000kms, 270hp, 6spd Manual, -30deg C, 9.6m Long Body Immaculate. $99,999 + GST

2011 NISSAN QUON CG5ZA GULLWING, 430,000kms, 380hp, 12spd, 60m3 Gullwing Body, 13500kg P/Load, Immaculate Truck. $99,999 + GST

UDC Finance packages available

$49,990

$79,990 CVT1830

+GST

2018 MITSUBISHI CANTER FEB50 FREEZER, Travelled only 895km, Freezer Body, LH opening door, Container style rear doors - Body 4.35M long x 2.0M wide x 1.85M high, Tare 3340kg, GVM 6505kg, Payload : 3165kg, 147hp, 5 Speed Manual, Class 2 licence required.

CVT1588

2013 CAR LICENCE FREEZER MINUS 30. Mazda Titan â&#x20AC;&#x201C; Rebadged Isuzu elf Widecab, Body 4.28M long x 1.9M wide x 1.89M high. LH sliding door, Rear Container style doors. 104077km. Tare 3410kg, GVM 5575kg, 147hp, 6 Speed manual.

$99,990 CVT1878

+GST

2014 ISUZU CYJ77AZ, Box Body 9.7M long, Tare: 10770kg, GVM 22980kg, 380hp - 7 Speed Manual Gearbox, 190743km, Steel Wheels, Twin fuel tanks, Container style rear doors. 2 of these available.

+GST

2013 HINO DUTRO INSULATED BODY, 4.5M long x 2.06M wide x 1.98M high, Tare 3380kg, GVM 745kg, Payload : 4070kg, 150hp- 6 Speed Manual, 110363km, Internal lighting, LH Sliding door, Rear step for entry into Body, 3x Container style rear doors, Internal Tie rail.

+GST

2017 LEVEL 1 TRAFFIC MANAGEMENT ** CAR LICENCE** MITSUBISHI CANTER FEB50, Tare 3480kg, GVM 5895kg, 46988km, RTL Signboard, Stoneguard & Sunvisor, Bluetooth Stereo, Reverse Camera, LED Worklights and Beacons, External Toolbox.

+GST

2015 HINO GD7 DROPSIDE FLATDECK, T5.75M long x 2.22M wide, Tare 4380kg, GVM 10950kg, Payload : 6570kg, 6.4 Litre Turbo Diesel rated at 240hp, 6 Speed Manual, Certified Odometer : 160853km.

201 x 2. Auto

$99,990 CVT1713

+GST

2014 ISUZU FTR34 FREEZER BODY 8M LONG X 2.3M WIDE. Tare 8120kg, GVM 14340kg, 260hp - 6 Speed Manual, Certified Odometer : 168285km, Licence Type : Class 2, Additional Features : Container style rear doors, Tuck away tail lift, Alloy Wheels. Flat type Stainless floor.

200 to em Dies Tip t

$29,990 CVT1580

+GST

2013 TOYOTA DYNA CAR LICENCE. Well-presented Car Licence Bottle Body only 88,345km. Tare 2720kg, GVM 4820kg, Body 3.3 M long, Internal dividers and top stow. Reverse Camera, Fabric Seats, Vinyl Floormats, 134hp, 5 Speed Manual.

$59,990 CVT1838

+GST

2015 MITSUBISHI CANTER FREEZER. Car Licence, Freezer unit minus 30, body 3.0M long x 1.6M wide x 1.7M high. LH sliding door, Internal divider, Rear Container style doors. Flat sided body ideal for sign writing. Travelled 72000km. Tare weight 2820kg. GVM weight 4985kg, 70 Litre fuel tank.

$75,000 CVT1485

+GST

2016 MITSUBISHI CANTER FED90 WIDECAB, Dropside Flatdeck 6.2M long, Tare 3340kg, GVM 7955kg, Payload 4615kg, 173hp 5 Speed Manual, 18226km, Suitable for Scaffolding, Gas Cylinder Transportation or general freight.

+GST

2009 HINO RANGER BOX BODY TAIL LIFT. Travelled 230486km. Body measures 6.35 M long x 2.15 M wide x 1.86 M high. Aluminium Platform Tail lift max lift 1000kg, corded remote. Tare 5560kg. GVM 13100kg. 220hp, 6 speed manual.

$57,990 CVT1859

$49,990 CVT1565

$57,990 CVT1609

$39,990 CVT1811

+GST

201 406 892

$59,990 CVT1846

+GST

2012 x 2.4 Spee only Aero

2018 MITSUBISHI CANTER DROPSIDE FLATDECK, 6.0 Metres long x 2.1 Metres Wide, 33044km, 5 Speed manual, Tare 3100kg, GVM 7445kg, Payload : 4345kg.

Glenn 027 77 55531 Email: glenn@cvtltd.co.nz

CALL 0800 CVT LTD

www.cvtltd.co.nz

EG30638

T EG30638

THIS IS JUST A SMALL EXAMPLE OF WHAT WE HAVE AVAILABLE FOR A COMPLETE STOCK LIST VISIT

UDC Finance packages available

$64,990

$52,990 CVT1735

s 30, vider, elled .

+GST

2013 MITSUBISHI CANTER FEC90, Body Style & Size : Flatdeck 6M long x 2.07M wide, Tare Weight : 3500kg, GVM Weight : 7995kg, 173hp â&#x20AC;&#x201C; Automatic, Certified Odometer: 10,668km, licence Type : Class 2.

CVT1746

2012 NISSAN PK39L FLATDECK, 5.7M long x 2.2M wide, Tare 5420kg, GVM 14430kg, 6 Speed Manual, 206657km.

$74,990 CVT1743

+GST

2009 ISUZU FTR34 COMPACTOR, 8.1M Compactor body, Paddle Type, tip to empty, Tare 7080kg, GVM 14450kg, Wheelbase 3800mm, 240hp Turbo Diesel, 6 Speed Manual, Tidy truck travelled only 190459km. Fitted with a Tip to empty Compactor Bin, 8.1M capacity.

20kg, 5km, Tuck

ottle ong, Vinyl

+GST

2011 ISUZU FRR90 FACTORY TIPPER, 3.4M long x 2.17M wide, Tare 4060kg, GVM 7965kg, Payload :3905kg, 190hp - 6 Speed Manual, 89249km, Fitted with Certified Hooks and Manual Deck Lock.

ng x 5kg,

$49,990 CVT1669

2011 TOYOTA DOUBLE CAB TIPPER. 2 of these available, 2011 travelled only 53,000km, class 1 driver licence. Steel tipping deck 2.06M long x 1.6M, GVM 4950kg, 5 speed manual.

$74,990 CVT1557

+GST

2009 ISUZU FTR34 5.9 METRE CURTAIN SIDER WITH TAIL LIFT, Tare 6080kg, GVM 13790kg, 221249km, Curtain body 5.9M long x 2.48M wide x 2.57M high, 240hp, 6 Speed Gearbox, Reversing Camera.

+GST

2013 CAR LICENCE FLATDECK CRANE WITH REMOTE. 153578km. Can be driven on a full class 1 driver licence, Tare 3380kg, GVM 5525kg. Fold up Tadano ZR224 max lift 2.2 Tonne, with Remote . Dropside flatdeck 3.7M long x 1.8M wide. 147hp. 5 speed manual gearbox.

$44,990 CVT1745

+GST

2015 MAZDA ( ISUZU REBADGED ) DBL CAB TIPPER. 2.5M long x 1.58M wide, Tare 2660kg, GVM 4690kg, Tow Rating : 2500kg Braked - 900kg Unbraked, 5 Speed Manual, Certified Odometer : 44,775km, Licence Type : Class 1.

$74,990 CVT1849

+GST

2017 MITSUBISHI LAY FLAT TRANSPORTER, Only 7400km, 5 Speed Manual, Tare 4060kg, GVM 7495kg, 3 Litre Turbo Diesel rated at 147hp, 3435kg Payload. Only 7400km from new. Factory fitted Lay flat sliding transporter 5.70m long x 2.05 wide. remote control for deck and winch, fold down tailgate, wheel chocks, Certified lashing points.

EG30638

THIS IS JUST A SMALL EXAMPLE OF WHAT WE HAVE AVAILABLE FOR A COMPLETE STOCK LIST VISIT EG30638

+GST

2010 HINO DUTRO COMPACTOR, PADDLE TYPE 6.5M3 CAPACITY, TIP TO EMPTY, Tare 4900kg, GVM 7985kg, Payload : 3085kg, 150hp, 6 Speed Manual, 44,282kms, Very tidy truck Fitted with the 6.5M3 compactor body. ** We can assist with repainting into Fleet colours if required **

$39,990 CVT1729

+GST

2012 MITSUBISHI FIGHTER FK250 - NZ NEW, Curtainsider 6.65M long x 2.49M wide, Tare 6280kg, GVM 13500kg, Payload : 7220kg, 250hp, 6 Speed Manual, Odometer : 103687km, Very Tidy NZ New truck travelled only 103224km. One Owner. Fitted with Zepro Tail lift, Ferry Hooks, Roof Aerofoil kit.

+GST

2004 ISUZU FVZ1400, Flatdeck 6.4M long with Palfinger PK16502 Crane C/W Remote - Max lift 1330kg @ 10.2 Metres, Tare 11170kg, GVM 24000kg, 270hp Eaton RT1608LL, 535651km.

$89,990 CVT1836

$49,990 CVT1787

$89,990 CVT1850

$56,990 CVT1809

+GST

Glenn 027 77 55531 Email: glenn@cvtltd.co.nz

CALL 0800 CVT LTD

www.cvtltd.co.nz

https://www.trademe.co.nz/2579669274 2014 VOLVO FH600 6X4 TRACTOR GLOBETROTTER Great Condition Version 4 Globetrotter, D16 Engine 600hp, 12 Speed i-Shift AMT, 8 Bag Air, EBS Disc, Touch Screen Entertainment, Well appointed Sleeper in top condition, Been on Volvo Contract Maintenance since new, 60,000kg GCM, Alloys with 275's. #0608 NOW JUST $129,000+GST

2013 VOLVO FM500 6X4 TRACTOR 500HP D13 Volvo Engine, 12 Speed I-Shift Transmission, Volvo Air Suspension Dual Height 5th Wheel, EBS Brakes, Just 711,000kms Travelled, Has been on Contract Maintenance. In Very Good Order, Ready for Work. #0603 RECENTLY REDUCED TO $115,000+GST

NEW ZEALANDâ&#x20AC;&#x2122;S HEAVY COMMERICAL USED VEHICLE SPECIALIST SINCE 1968 HEAD OFFICE: 29 Malden Street, Palmerston North 0800 683 683 - WWW.MTD.CO.NZ

EG30637A

https://www.trademe.co.nz/2241186436

0800 683 683 WWW.MTD.CO.NZ

https://www.trademe.co.nz/2518101362

2008 FREIGHTLINER ARGOSY 8X4 CURTAINSIDER

2016 RENAULT LANDER 8X4 DROP SIDE TIPPER

550HP CAT C15 Engine, 945,665kms Travelled, Brand New Cab Paint By Huapai Truck Painters, Brand New Silver Curtains By Straitline. Roadmaster Body 7.1m Internal Deck Length x 2.95m Height Eaton 3 Pedal Smart Shift 18 Speed Transmission

460HP Volvo Group Engine with ZF 16 Speed Manual Transmission, Twin Underbody Rams, Sleeper Cab, Air Suspension, EBS Disc Brakes, Kraft Setup, Durabrite Alloys, Turbo Just Replaced, New Batteries, Just 401,000kms Travelled.

#0643 $60,000+GST

https://www.trademe.co.nz/2511272496

2011 MACK GRANITE 8X4 TIPPER

2009 MERCEDES ACTROS 8X4 CURTAINSIDER

500hp Mack MP8, 18 Speed Eaton Roadranger, 783,000kms, Hendrickson Air, Load Share Front Spring Set-up, 783,000 Kilometres Travelled, 5.5m Long Alloy Tip Bin, 1.5m Sides. Meritor 46-160, Drum Brakes, Alloy Rims.

460HP Mercedes-Benz Engine, 3 Pedal 16 Speed AMT Transmission, 1,163,400kms Travelled, 7.150m Internal Deck Length, Palfinger Tailift, Brand New White Curtains by Straitline have been fitted. #0584 https://www.trademe.co.nz/2385823408

$39,000+GST

#0599 https://www.trademe.co.nz/2205734858

2011 SCANIA R560 V8 CURTAINSIDER 8X4

#0592 $70,000+GST

550HP CAT C15 Engine, 18 Speed Eaton Roadranger Transmission, Hendrickson Air Suspension, Meritor 46-160, Disc Brakes, Twin Side Exhausts, 7.095m Wheelbase, Partial Double skin Chassis, Alloy Wheels with 275/70's #0612 https://www.trademe.co.nz/2581447548

EG30637B

https://www.trademe.co.nz/2421198664

Auckland / Northland Carl Capstick 027 4912 333 Auckland / Waikato Nick Kale 027 235 4416

Central North Island Todd Martin 027 6304 555 Glen Keane 027 4427 947

NOW REDUCED TO $107,000+GST

2007 HINO FG1J 6X2 CURTAINSIDER

2012 MERCEDES ACTROS 8X4 CURTAINSIDER 480HP Mercedes-Benz Engine, Mercedes 12 Speed Powershift Transmission, 930,357kms Travelled, 7.1m Internal Deckl Length, Brand New White Curtains by Straitline, Price includes Brand New Cab Paint single Base coat valued at $5,000+gst #0628 $55,000+GST

$89,000+GST

2014 CAT-CT630 6X4 CAB/CHASSIS

Jackson Body complete with Tail-lift, Scania 560hp Engine Re-built 2018, Scania Opticruise 12 Speed AMT- replaced 2017, Scania Air, EBS Disc, Alloys with 275â&#x20AC;&#x2122;s. 7.7m Internal Body Length.

https://www.trademe.co.nz/2389073191

#0600 $135,000+GST

260HP Hino J08CC Engine, Hino MF06S Transmission, Hino Air Suspension and Bogie, Drum Brakes, Popular and reliable Metro 6 Wheeler Truck, Lower Kilometres with just 590,000 Travelled 275's on Steel Wheels.

https://www.trademe.co.nz/2382412377

Lower North Island / Taranaki / Hawkes Bay Dean Blackler 0272 429 056 Scott Robinson 027 241 0411

#0581 NOW REDUCED TO $34,000+GST

South Island Ben Gray 0274 853 311 Paul Bennett 027 220 6640

THE WEBSITE THAT IS DELIVERING RESULTS

THE WEBSITE THAT IS DELIVERING

RESULTS www.

ENGAGEMENT Average Time Spent:

3:47 mins

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Hit pip

FOR BUYERS AND ADVERTISERS

TALK TO OUR TEAM TODAY Trudy Woolston

Mob: 027 233 0090 Email: trudy@trucker.co.nz

Auckland, Lower North Island, South Island

20 me kit.

Dion Rout

Mob: 027 491 1110 Email: dion@trucker.co.nz

EG30633

EG30654

Auckland, Northland, BOP, Waikato, Central North Island

TS VUKSICH & BORICH

1998 Mercedes Benz Actros 2653S, Transporter Tractor unit. 150000kg GCM 10850kg Tare 90mm 5th wheel Approximately 1.14ks $32,000 Plus GST

2003 Mitsubishi Shogun FV430K4, T&G Alloy body Bin liner Trailer gear Approximately 1.03ks. $50,000 Plus GST

2004 Mitsubishi Shogun FV430K4, Steel Hamelex Body Two-way tail gate Trailer gear. Approximately 975,000ks. $58,000 Plus GST

2005 Transport & General, 4x axle alloy pull trailer. 6.7 mtr alloy body. Plastic bin liner. $58,000 Plus GST

2003 Mitsubishi Shogun FS430K4, Steel body tipper, Two way tail gate. Approximately 1.14ls $62,000 Plus GST

2002 CBC Hamelex, 4x axle steel body pull trailer, 6.7 mtr, 11R22.5 Wheels, Kiwi tarp, 50mm tow eye. $55,000 Plus GST

Hitachi ZX50UF-3, Hydraulic q/coupler, Breaker piping, Track gear 50%. $28,000 Plus GST

Hitachi ZX130H-1, Hydraulic q/coupler, Auxiliary piping, Track gear 60%. $47,000 Plus GST

Hitachi ZX330-1 & 2010 Traxxon TR-EX2000 Rock Drill. Will sell each item separately. $270,000 Plus GST

NEW

2019 Embery EDS32R Demolition Shear, Third member for 35ton machine Complete Spare blade kit. Never been installed. $162,000 Plus GST EG30633

SURPLUS EQUIPMENT

NEW

2019 JR Magnet 1.2 diameter, 15kw magnet generator Specâ&#x20AC;&#x2122;d for 20-25 ton excavator. Never been installed. $65,000 Plus GST

2006 Turbo Chieftian HD1200, Screening plant, Tripper deck. $50,000 Plus GST

Call 027-494-9087 or email murray@vandb.co.nz for more info and to view

thr fo

2002 MERCEDES 3243 TIPPER, 8x4, Alloy b/tub fob tipper, 430hp, 16spd, x locks, diff locks, power tarp. $57,000 + GST

1992 KENWORTH T600 6X4 TIPPER, Alloy b/tub tipper, 18 spd, Detroit Series 60, 450hp. $27,O00 + GST

2008 ISUZU CYJ460 8X4 CURTAINSIDER, Recon auto trans, motor o/haul 450,000kms ago. $46,000 + GST

2007MITSUBISHI FS430 S7 SHOGUN TRACTOR UNIT, 430hp, 18spd, Spring susp, alloy rims, sliding 5th wheel. $48,000 + GST

2003 FREIGHTLINER CENTURY C120 TRACTOR UNIT, Cat C15, 18spd Auto, Air susp. $53,800 + GST

2004 FODEN 8X4 TRACTOR UNIT, Cat C12, Recond, 18spd, on alloys, air susp.

2002 FODEN A3-8R 8X4 TRACTOR UNIT, Cat C12, 18spd, Alloy rims, Air Susp.

$43,800 + GST

1987 HINO TRANSPORTER, 6 speed, hyd winch, tare 11,680kg's, GVM 22,500kg's. $30,000 + GST

3 AXLE STEEL TIPPER TRAILER, Steel b/tub, b/fob, 680 x 1300 sides, sealed type t/gate. $17,800 + GST

1977 STEELBRO TRI AXLE SEMI, f/deck, steel/o/wood 1300 x 2490 wide, spring susp. $13,500 + GST

$48,000 + GST

2000, MITSUBISHI FIGHTER FU225 6X4,TRANSPORTER, Auto, 516,621kmâ&#x20AC;&#x2122;s, Winch: NEW cordless, EWX 12000. Deck: Wood NEW, 5250m x 2490m, w/ramps. $29,800 + GST

www.globaltandm.co.nz Greg Stewart Ph:021 331 149

E:info@globaltandm.co.nz

20 an Ta GC wi

EG30649

2007 ISUZU CYJ 8X4 CURTAINSIDER, 530hp, with 2003 Fruehauf 4 axle pull trailer on air. $87,000 + GST

Con Co

TRUCKS ︱ PLANT ︱ MACHINERY Dealer Net Auction’s is a New Zealand Owned and Operated Business located in Auckland with available sites throughout the country. Dealer Net Auction’s along with its parent company services New Zealand and the Pacific Islands for all Truck, Plant and Machinery Needs, with this base there is wellover 30 years’ experience in the heavy commercial sector and auction services. Whether it’s buying or selling Dealer Net Auctions can help with all your asset needs.

Have assets for sale give the team a call to discuss what you have. 2007 FREIGHTLINER COLUMBIA 6X4 ALLOY TIPPER, Gross Vehicle Mass: 24,460kg, Tare Weight: 8,570kg, Maximum Rated Towed Mass: 30,000kg braked trailer. 2004 HTS 4 AXLE ALLOY TIPPING TRAILER:, Gross Vehicle Mass: 30,000kg, Tare Weight: 5,250kg. $POA

1998 Hino GH, 6x2 with lazy axle, zepro tailift, ring feeder.

$POA

EG30649

CAT 901B Loader, 5055.1hrs.

$POA

Doosan DX35Z 3.5t, 4756.2hrs.

$POA

Komatsu JW300 pneumatic roller, 219.9hrs.

CAT 301.7D, Llisting includes dig bucket Spade bucket Tilt bucket, we have two available.

$POA

70’s model CAT 613 Motor Scraper, Hours Unknown, Present all offers.

CAT 305.5E2 CR, 305.5 E-CR2, 1303.2 HRS, includes dig bucket, Spade bucket, Tilt bucket.

$POA

Contact: Caleb Brown – Dealer Net Auction’s M: 021 811 907 E: caleb@dealernet.org.nz Contact: Karl Taylor – Dealer Net Auction’s M: 021 911 235 E: karl@dealernet.org.nz 1121 Great South Road, Runciman Drury, Auckland, 2578

$POA

Finance Packag (Normal Credit Cr

es Available

iteria Applies)

EG30646A

2005 Hino 700 FY1EUP, New COF,Rego and Hubbo, Brand new certified draw beam, Tare weight: 11660, MTM:30000, GVM:29000, GCM:52000, Inside length approx 7260mm, Inside width approx 2400mm $POA

CAT 303.5E, model: 303.5E CR, 5723.9 HRS, ncludes dig bucket, Spade bucket, Tilt bucket.

”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE ”THE SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE SIDELOADER SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST” ”THE ”THE ”THE SIDELOADER SIDELOADER SIDELOADER SPECIALIST” SPECIALIST” SPECIALIST”

NEW EQUIPMENT FOR SALE USED EQUIPMENT FOR SALE USED EQUIPMENT FOR SALE USED USED EQUIPMENT EQUIPMENT FOR FOR SALE SALE USED USED EQUIPMENT EQUIPMENT FOR FOR SALE SALE FOR FOR SALE SALE USED USED USED EQUIPMENT EQUIPMENT EQUIPMENT USED USED USED EQUIPMENT EQUIPMENT EQUIPMENT FOR FOR SALE SALE SALE USED EQUIPMENT FOR SALE USED EQUIPMENT FOR FOR FOR SALE SALE SALE USED USED EQUIPMENT EQUIPMENT USED USED EQUIPMENT EQUIPMENT FOR FOR SALE USED USED USED EQUIPMENT EQUIPMENT EQUIPMENT FOR FOR FOR SALE SALE $ $ 100,000 +gst $ 95,000 +gst BRAND NEW HAMMAR $ 85,000 85,000 +gst +gst $ 100,000 +gst 2019 SALE $EQUIPMENT 95,000 +gst USED USED USED EQUIPMENT EQUIPMENT FOR FOR FOR SALE SALE SALE USED USED USED EQUIPMENT EQUIPMENT EQUIPMENT FOR FOR FOR SALE SALE SALE 195S, 4-AXLE, 36T SWL, $ $ 95,000 +gst $$95,000 95,000 $ 95,000 +gst +gst $ 95,000 +gst +gst 95,000 $ 95,000 +gst +gst $ 95,000 $$ $$ 95,000 95,000 +gst +gst +gst $ 95,000 $ $ 95,000 95,000 +gst +gst +gst $ 95,000 95,000 95,000 +gst +gst +gst $ 95,000 +gst $ $ 95,000 95,000 $ 95,000 +gst +gst +gst $$$$ 95,000 95,000 $$95,000 +gst +gst +gst $ 95,000 $ 95,000 +gst+gst 95,000 95,000 95,000 +gst +gst +gst $ 95,000 $$95,000 95,000 +gst+gst +gst $ $95,000 95,000 $ 95,000 +gst +gst+gst

85,000+gst +gst $$ 100,000 +gst $ 85,000 $ 8 100,000 $ $$ 85,000 +gst $$ $$ 100,000 +gst $ 100,000 +gst $ 85,000 +gst $100,000 100,000 +gst $100,000 100,000+gst +gst $ 85,000 $ 85,000 85,000 +gst +gst +gst $ $ +gst +gst +gst $$ 85,000 $$ $ 85,000 85,000 +gst +gst +gst $$100,000 100,000 $$ 100,000 +gst +gst 85,000 $ $ 85,000 85,000 +gst +gst +gst 100,000 $100,000 100,000 100,000 +gst +gst +gst $ 85,000 +gst $ 100,000 +gst $ $ 85,000 85,000 $ 85,000 +gst +gst +gst $ $ 100,000 100,000 $ 100,000 +gst +gst +gst $ $85,000 +gst +gst +gst $$ $100,000 100,000 $$100,000 +gst +gst +gst $85,000 85,000 +gst $85,000 85,000 +gst +gst $ 100,000 +gst $ 100,000 +gst$$85,000 $100,000 100,000 100,000 +gst +gst +gst $ 85,000 $$85,000 85,000 +gst+gst +gst $ 100,000 $$100,000 100,000 +gst+gst +gst $ $85,000 85,000 $ 85,000 +gst +gst+gst $ $100,000 100,000 $ 100,000 +gst +gst+gst

BPW, Discs, Air, lift on steer, Duals, 265/70R19.5 alloy, Radio, Powerpack, GVM 46000kg, Located in Auckland.

2002 HAMMAR / TRT, 3-arm 2004 Steelbro SB33 2002 HAMMAR // 3-arm 2002 HAMMAR TRT, 3-arm 2002 HAMMAR / 3-arm 2002 HAMMAR / TRT, 3-arm 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2004 SB33 2004 Steelbro SB33 2002 HAMMAR /TRT, TRT, 3-arm 2002 HAMMAR TRT, 3-arm 2002 HAMMAR 2002 HAMMAR / TRT, 3-arm //TRT, TRT, 3-arm 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2004Steelbro Steelbro SB3 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2004 Steelbro SB33 2002 2002 2002 HAMMAR HAMMAR / TRT, / TRT, 3-arm TRT, 3-arm 3-arm 2004 Steelbro SB33 2004 Steelbro SB33 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2002 2002 2002 HAMMAR HAMMAR HAMMAR / TRT, / /spicer, 3-arm TRT, 3-arm 3-arm 2002 2002 2002 HAMMAR HAMMAR HAMMAR / TRT, / TRT, 3-arm TRT, 3-arm 12t lifting capacity, 2-axle, spicer, drums, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t lifting capacity, York drums, air, 12t lifting capacity, 2-axle, spicer, drums, 12t lifting capacity, 2-axle, spicer, drums, 12t lifting capacity, 2-axle, spicer, drums, 12t lifting capacity, 2-axle, spicer, drums, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t lifting capacity, York drums, air, 33t lifting capacity, York 33t drums, lifting capacity, York dru 33t lifting capacity, York drums, air, 12t lifting capacity, 2-axle, drums, 12t lifting capacity, 2-axle, spicer, drums, 33t lifting capacity, York drums, air, 12t lifting capacity, 2-axle, spicer, drums, 12t lifting capacity, 2-axle, spicer, drums, 2002 2002 2002 HAMMAR HAMMAR HAMMAR / / TRT, TRT, / 3-arm TRT, 3-arm 3-arm 2002 HAMMAR / TRT, 3-arm 33t lifting capacity, York 33t drums, lifting air, capacity, York d 33t lifting capacity, York drums, air, 33t 33t lifting lifting capacity, capacity, York York drums, drums, air, air, 33t lifting capacity, York 33t drums, lifting air, capacity, York dru 33t lifting capacity, York drums, air, 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2002 2002 HAMMAR HAMMAR HAMMAR / / TRT, TRT, / 3-arm TRT, 3-arm 3-arm 2004 Steelbro SB33 33t lifting capacity, York drums, air, 33t lifting capacity, York drums, air, 2002 2002 2002 HAMMAR HAMMAR HAMMAR / / TRT, TRT, / 3-arm TRT, 3-arm 3-arm 2002 HAMMAR / TRT, 3-arm 2002 HAMMAR / TRT, 3-arm 33t 33t lifting lifting capacity, capacity, York York drums, drums, air, air, 12t lifting 12t 12t capacity, lifting lifting capacity, capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, 2004 2004 2004 Steelbro Steelbro SB33 SB33 SB33 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 Steelbro SB33 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 2004 Steelbro SB33 2004 Steelbro S 12t lifting 12t 12t capacity, lifting lifting capacity, capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, 12t lifting 12t 12t capacity, lifting lifting capacity, capacity, 2-axle, 2-axle, spicer, spicer, drums, drums, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 2004 2004 Steelbro Steelbro SB33 SB33 33t lifting 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, on steel, Kubo 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, air, 255/70R22.5 on alloys, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, air, 255/70R22.5 on alloys, powerpack. air, 255/70R22.5 on alloys, powerpack. 255/70R22.5 on steel, Kubota powerpack, 2002 2002 2002 HAMMAR HAMMAR HAMMAR /powerpack. TRT, / / TRT, 3-arm TRT, 3-arm 3-arm air, 255/70R22.5 on alloys, powerpack. 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, air, 255/70R22.5 on alloys, powerpack. 255/70R22.5 on steel, 255/70R22.5 Kubota powerpack, air, 255/70R22.5 on alloys, powerpack. air, 255/70R22.5 on alloys, powerpack. 255/70R22.5 on steel, Kubota powerpack, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 255/70R22.5 on steel, Kubota powerpack, 12t 12t lifting lifting 12t capacity, capacity, lifting capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, air, 255/70R22.5 on alloys, powerpack. air, 255/70R22.5 on alloys, powerpack. 255/70R22.5 on steel, Kubota powerpack, 12t capacity, 2-axle, spicer, drums, 255/70R22.5 on steel, 255/70R22.5 Kubota powerpack, on steel, Ku 255/70R22.5 255/70R22.5 on on steel, steel, Kubota Kubota powerpack, powerpack, 255/70R22.5 on steel, Kubota powerpack, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 12t 12t lifting lifting capacity, capacity, lifting capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, 255/70R22.5 on steel, 255/70R22.5 Kubota powerpack, on steel, Kubo 33t lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, 255/70R22.5 on steel, Kubota powerpack, 33t lifting capacity, York drums, air, 12t 12t lifting lifting 12t capacity, capacity, lifting capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, 12t lifting 12t capacity, lifting 2-axle, capacity, spicer, drums, 2-axle, spicer, drums, 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York drums, air, air, 255/70R22.5 255/70R22.5 on on steel, steel, Kubota Kubota powerpack, powerpack, 33t 33t lifting lifting 33t capacity, capacity, capacity, York York drums, drums, York air, drums, air, air, air, 255/70R22.5 air, air, 255/70R22.5 255/70R22.5 on alloys, on on alloys, powerpack. alloys, powerpack. powerpack. 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York drums, York air, drums, air, air, 33t lifting capacity, York 33t drums, lifting air, capacity, Yor 33t lifting capacity, York drums, air, 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, air, air, air,Tare 255/70R22.5 air, air, 255/70R22.5 255/70R22.5 onalloys, alloys, on powerpack. alloys, powerpack. powerpack. 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 2002 2002 2002 HAMMAR HAMMAR HAMMAR /2-axle, / TRT, TRT, / 3-arm TRT, 3-arm 3-arm 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, 33t 33t lifting lifting capacity, capacity, York York drums, drums, air, 255/70R22.5 air, air, 255/70R22.5 255/70R22.5 on on on alloys, powerpack. alloys, powerpack. 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, Ref: 185566 $244,000+GST 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 8500, Auckland 12t lifting 12t 12t capacity, lifting lifting capacity, capacity, 2-axle, spicer, 2-axle, spicer, drums, spicer, drums, drums, 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 2004 2004 2004 Steelbro Steelbro Steelbro SB33 SB33 SB33 Tare 8500, Auckland Tare 8500, Auckland Tare 8500, Auckland 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, Tare 10300, Auckland 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, Tare 8500, Auckland Tare 8500, Auckland Tare 8500, Auckland Tare 10300, Auckland Tare 10300, Auckland Tare 10300, Auckland Tare 8500, Auckland Tare 8500, Auckland air, 255/70R22.5 255/70R22.5 air, 255/70R22.5 on on alloys, alloys, on powerpack. alloys, powerpack. powerpack. Tare255/70R22.5 10380, Christchurch Tare 10300, Auckland 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, air, air, 255/70R22.5 on alloys, powerpack. Tare 10300, Auckland Tare 10300, Auckland

Tare Tare 10380, 10380, Christchurch Christchurch air, air, 255/70R22.5 255/70R22.5 air, 255/70R22.5 on on alloys, alloys, on powerpack. alloys, powerpack. powerpack. Tare 10380, Christchurch 255/70R22.5 255/70R22.5 255/70R22.5 on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 10300, Auckland Tare 10300, Auckland air, air, 255/70R22.5 255/70R22.5 air, 255/70R22.5 on on alloys, alloys, on powerpack. alloys, powerpack. powerpack. air, 255/70R22.5 air, 255/70R22.5 on alloys, powerpack. on drums, alloys, powerpack. 255/70R22.5 on steel, Kubota powerpack, Tare 10380, Christchurch Tare Tare 10380, 10380, Christchurch Christchurch 255/70R22.5 255/70R22.5 on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare Tare 10380, 10380, Christchurch Christchurch Tare 8500, Tare Tare 8500, Auckland 8500, Auckland Auckland 255/70R22.5 255/70R22.5 255/70R22.5 onon on steel, on Kubota steel, powerpack, Kubota powerpack, 255/70R22.5 on steel, 255/70R22.5 Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, 12t 12t lifting lifting 12t capacity, capacity, lifting capacity, 2-axle, 2-axle, spicer, 2-axle, spicer, spicer, drums, 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 8500, Tare Tare 8500, Auckland 8500, Auckland Auckland Tare 10300, Tare Tare 10300, 10300, Auckland Auckland Auckland 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 on on steel, steel, Kubota Kubota powerpack, powerpack, Tare 8500, Tare Tare 8500, Auckland 8500, Auckland Auckland 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, on steel, Tare 10300, Tare Tare 10300, 10300, Auckland Auckland Auckland Tare 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch Tare 10300, Tare 10300, 10300, Auckland Auckland Auckland 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air,powerpack, air, air, 255/70R22.5 air, air, 255/70R22.5 255/70R22.5 on alloys, onon alloys, powerpack. alloys,drums, powerpack. powerpack. Tare 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch Tare 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, Tare Tare 8500, 8500, Tare Auckland 8500, Auckland Auckland 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, Tare Auckland Tare Tare 8500, 8500, Auckland 8500, Auckland Auckland Tare 10300, Tare Auckland 10300, Auckland Auckland Tare 8500, Tare Auckland 8500, Auckland Tare Tare 8500, 8500, Tare Auckland 8500, Auckland Auckland Tare 10300, Auckland Tare Tare 10300, 10300, Tare Auckland 10300, Auckland Auckland Tare Tare 10380, 10380, Tare Christchurch Christchurch Christchurch Tare 10300, Auckland Tare 10300, Auckland Tare Tare 10300, 10300, Tare Auckland 10300, Auckland air, air, 255/70R22.5 255/70R22.5 air, 255/70R22.5 on on alloys, alloys, on powerpack. alloys, powerpack. powerpack. Tare 10380, Christchurch Tare Tare 10380, 10380, Tare Christchurch 10380, Christchurch Christchurch Tare Tare 10380, 10380, Christchurch Christchurch Tare Tare 10380, 10380, Christchurch 10380, Christchurch Christchurch 255/70R22.5 255/70R22.5 255/70R22.5 onon steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 8500, Tare Tare 8500, Auckland 8500, Auckland Auckland Tare 10300, Tare Tare 10300, 10300, Auckland Auckland Auckland Tare 10380, Tare Tare10380, 10380, Christchurch Christchurch Christchurch Tare Tare 8500, 8500, TareAuckland 8500, Auckland Auckland Tare Tare 10300, 10300, Tare Auckland 10300, Auckland Auckland Tare Tare 10380, 10380, Tare Christchurch 10380, Christchurch Christchurch

PRE-OWNED EQUIPMENT FOR SALE$$$120,000 $$ 95,000 +gst $ 95,000+gst $ 95,000 +gst 120,000 +gst 95,000 +gst 120,000 +gst

$ 79,000 +gst $$79,000 79,000 $ 79,000 +gst +gst $ 79,000 79,000 +gst 79,000 +gst+gst $ 79,000 79,000 +gst +gst $ $ +gst $ 79,000 $$ $$ 79,000 79,000 +gst +gst +gst $$ 79,000 79,000 79,000 +gst +gst +gst $ 79,000 $ $ 79,000 79,000 +gst +gst +gst $ $ 79,000 79,000 $ 79,000 +gst +gst +gst $$ $ 79,000 79,000 $79,000 79,000 +gst +gst $ 79,000 +gst $ 79,000 $ 79,000 +gst +gst $ 79,000 79,000 $ +gst +gst +gst $ 79,000 $$79,000 79,000 +gst+gst +gst $ $79,000 79,000 $ 79,000 +gst +gst+gst

$ 12 $95,000 95,000 +gst $95,000 95,000+gst +gst $ 120,000 +gst $ 95,000 +gst $ 120,000 +gst $ +gst $ $$ 120,000 +gst $$ 1 $ $ +gst +gst +gst $ 120,000 $ 120,000 +gst +gst +gst 95,000 $95,000 95,000 +gst +gst +gst 120,000 $ 120,000 120,000 +gst +gst +gst $$95,000 95,000 $$ $95,000 95,000 95,000 +gst +gst $$ 120,000 $$ $120,000 120,000 120,000 +gst +gst +gst $ $ 95,000 $ +gst +gst +gst $ 120,000 120,000 $ 120,000 +gst +gst +gst $95,000 95,000 95,000 +gst +gst +gst $ $ 120,000 120,000 +gst +gst $95,000 95,000 +gst $$120,000 120,000 +gst $ 95,000 +gst $ 95,000 +gst 120,000 +gst $$ $95,000 95,000 95,000 $$ 95,000 +gst +gst +gst $$ 120,000 $$ 120,000 +gst +gst +gst $ 95,000 $$95,000 95,000 +gst+gst +gst $ 120,000 $$120,000 120,000 +gst+gst +gst $ $95,000 95,000 $ 95,000 +gst +gst+gst $ $120,000 120,000 $ 120,000 +gst +gst+gst

2002 2002 HAMMAR HAMMAR 195 195 + VOLVO + VOLVO VOLVO 2005 Steelbro 2005 Steelbro SB33 SB33 2008 2008 Steelbro SB33 2008Steelbro Steelbro SB3 2002 2002 Steelbro 2005 Steelbro SB33 SB33 2008 Steelbro SB33 2008 SB33 2002 2002 HAMMAR HAMMAR 195 195 + VOLVO + 2005 2008 Steelbro SB33 2008 Steelbro SB33 2002 HAMMAR 195 + VOLVO 2005 Steelbro SB33 2008 Steelbro SB33 2002 Steelbro SB33 Steelbro SB33 2002 HAMMAR 195 + VOLVO 2005 2008 Steelbro SB33 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 + 195 VOLVO + + VOLVO VOLVO 2005 2005 2005 Steelbro Steelbro Steelbro SB33 SB33 SB33 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 + 195 VOLVO + + VOLVO VOLVO 2005 2005 2005 Steelbro Steelbro SB33 SB33 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 2002 2002 2002 HAMMAR Steelbro SB33 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR drums, air, 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, Yorkdrums, drums, air, 33t lifting capacity, ROR d 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR drums, air, 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York air, 33t lifting capacity, ROR drum 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR drums, air, 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR dru 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 + 195 + VOLVO VOLVO + VOLVO 2005 2005 2005 Steelbro Steelbro Steelbro SB33 SB33 SB33 2008 2008 2008 Steelbro Steelbro SB33 SB33 SB33 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR drums, air, 2002 2002 2002 HAMMAR 2005 Steelbro Steelbro Steelbro SB33 SB33 SB33 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t SWL, Fixed 20’, capacity, York drums, air, 33t lifting capacity, ROR drums, air, 2002 2002 HAMMAR HAMMAR 195 195 + VOLVO + VOLVO 2005 Steelbro 2005 Steelbro SB33 SB33 2008 Steelbro SB33 2008 Steelbro S 33t SWL, 33t 33t Fixed SWL, SWL, 20’, Fixed Fixed Trailercoupling, 20’, 20’, Trailercoupling, Trailercoupling, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, ROR drums, ROR ROR drums, air, drums, air, air, 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 + 195 + VOLVO VOLVO + VOLVO 2005 2005 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t SWL, Fixed 20’, Trailercoupling, 33t lifting 33t lifting capacity, ROR drums, air, 33t SWL, 33t 33t Fixed SWL, SWL, 20’, Fixed Fixed Trailercoupling, 20’, 20’, Trailercoupling, Trailercoupling, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York drums, air, air, air, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, ROR drums, ROR ROR drums, air, drums, air, 2002 HAMMAR 195 + VOLVO 2005 Steelbro SB33 2008 Steelbro SB33 33tVOLVO SWL, 33t 33t Fixed SWL, SWL, 20’, Fixed Fixed Trailercoupling, York drums, 33t powerpack, lifting 33t 33t capacity, lifting lifting capacity, capacity, ROR drums, ROR ROR drums, air, drums, air, air, VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Ku 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 + 195 VOLVO + +VOLVO VOLVO 2005 2005 2005 Steelbro Steelbro Steelbro SB33 SB33 SB33 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 VOLVO FM 12, on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, FM 12, 255/70R22.5 on steel, Kubota 255/70R22.5 on steel, Kubo 33t 33t SWL, SWL, 33t Fixed Fixed SWL, 20’, 20’, Fixed Trailercoupling, Trailercoupling, 20’, Trailercoupling, 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, ROR ROR drums, drums, ROR air, drums, air, air, VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 powerpack, 255/70R22.5 on steel, Kubota powerpack, VOLVO FM 12, 8x4, 420Hp, 910864km Kubota powerpack, 255/70R22.5 on steel, Kubo VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, 33t 33t SWL, SWL, 33t Fixed Fixed SWL, 20’, 20’, Fixed 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air, 33t lifting 33t capacity, capacity, lifting capacity, ROR ROR drums, drums, ROR air, drums, air, air, 33t 33t SWL, SWL, Fixed Fixed 20’, 20’, Trailercoupling, Trailercoupling, 33t lifting 33t capacity, lifting York capacity, drums, air, York drums, air, 33t lifting capacity, ROR 33t drums, lifting air, capacity, ROR VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, 33t 33t SWL, SWL, 33t Fixed Fixed SWL, 20’, 20’, Fixed Trailercoupling, Trailercoupling, 20’, Trailercoupling, 33t 33t lifting lifting 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, ROR ROR drums, drums, ROR air, drums, air, air, VOLVO VOLVO VOLVO FM 12, FM 8x4, FM 12, 12, 420Hp, 8x4, 8x4, 420Hp, 420Hp, 910864km 910864km 910864km 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, VOLVO FM 12, 8x4, 255/70R22.5 on steel, Kubota powerpack, 2010 HAMMAR 195S, 3-AXLE, 36T SWL, ROR, Discs,255/70R22.5 Air, Duals, 2004 HAMMAR 195S, 3-AXLE, 36T SWL, ROR, Discs, Air, Duals, VOLVO VOLVO VOLVO FM 12, FM 8x4, FM 12, 12, 420Hp, on steel, on Kubota steel, Kubota powerpack, powerpack, powerpack, 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 2002 2002 2002 HAMMAR HAMMAR HAMMAR 195 195 +195 + VOLVO VOLVO + VOLVO 2005 2005 2005 Steelbro Steelbro Steelbro SB33 SB33 SB33 2008 2008 2008 Steelbro Steelbro Steelbro SB33 SB33 SB33 33t SWL, Fixed 20’, Trailercoupling, 33t lifting capacity, York drums, air, 33t lifting capacity, ROR drums, air, VOLVO VOLVO VOLVO FM 12, FM 8x4, FM 12, 12, 420Hp, 8x4, 8x4, 420Hp, 420Hp, 910864km 910864km 910864km 255/70R22.5 255/70R22.5 on steel, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 33t SWL, 33t 33t Fixed SWL, SWL, 20’, Fixed Fixed Trailercoupling, 20’, 20’, Trailercoupling, Trailercoupling, 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, York drums, York York drums, air, drums, air, air, 255/70R22.5 33t lifting 33t 33t capacity, lifting lifting capacity, capacity, ROR drums, ROR ROR drums, air, drums, air, air, Tare 14450kg, Auckland Tare 10380, Christchurch Tare 10200, Auckland Tare 14450kg, Auckland Tare 10380, Christchurch Tare 10200, Auckland Tare 14450kg, 10380, Christchurch Tare 10200, Auckland Tare 14450kg, Tare 10380, Christchurch Tare 10200, Auckland VOLVO VOLVO FM VOLVO FM 12, 12, 8x4, FM 8x4, 12, 420Hp, 420Hp, 8x4, 420Hp, 910864km 910864km 910864km 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 14450kg, Auckland Tare Tare 10200, Auckland Tare 14450kg, Auckland Christchurch Tare 10200, Auckland Tare 14450kg, Auckland Tare 10380, Christchurch Tare 10200, Auckland VOLVO VOLVO FM VOLVO FM 12, 12, 8x4, FM 8x4, 255/70R22.5 on on steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, VOLVO VOLVO FM FM 12, 12, 8x4, 8x4, 420Hp, 420Hp, 910864km 910864km 255/70R22.5 255/70R22.5 on steel, Kubota on powerpack, steel, Kubota powerpack, 255/70R22.5 on steel, 255/70R22.5 Kubota powerpack, Tare 14450kg, Auckland 10380, Christchurch Tare 10200, Auckland VOLVO VOLVO FM VOLVO FM 12, 12, 8x4, FM 8x4, 12, 420Hp, 420Hp, 8x4, 420Hp, 910864km 910864km 910864km 255/70R22.5 255/70R22.5 powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 onon on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 14450kg, Tare Tare 14450kg, 14450kg, Auckland Auckland Auckland Tare 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch Tare 10200, Tare Tare 10200, 10200, Auckland Auckland Auckland 265/70R19.5 alloy, Radio, Powerpack, GVM 42000kg, Renovated, Located insteel, 265/70R19.5 alloy, Radio, Powerpack, GVM 42000kg, Renovated, Located inair, 33t 33t SWL, SWL, 33t Fixed Fixed SWL, 20’, 20’, Fixed Trailercoupling, Trailercoupling, 20’, Trailercoupling, 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, York York drums, drums, York air, drums, air, air,Tare 33t 33t lifting lifting 33t capacity, capacity, lifting capacity, ROR ROR drums, drums, ROR air, drums, air, on steel, Tare 14450kg, Auckland Tare Tare 10200, Auckland Tare 14450kg, Tare Tare 14450kg, 14450kg, Auckland Auckland Auckland Tare 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch 10200, Tare Tare 10200, 10200, Auckland Auckland Auckland VOLVO FM 12, 8x4, 420Hp, 910864km 255/70R22.5 on steel, Kubota powerpack, 255/70R22.5 on steel, Kubota powerpack, Tare 14450kg, Tare Tare 14450kg, 14450kg, Auckland Tare 10200, Tare Tare 10200, 10200, Auckland Auckland Auckland VOLVO VOLVO VOLVO FM 12, FM 8x4, FM 12, 12, 420Hp, 8x4, 8x4, 420Hp, 420Hp, 910864km 910864km 910864km 255/70R22.5 255/70R22.5 255/70R22.5 onChristchurch steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, 255/70R22.5 255/70R22.5 255/70R22.5 on Auckland steel, on on Kubota steel, steel, Kubota Kubota powerpack, powerpack, powerpack, Tare Tare 14450kg, 14450kg, Tare 14450kg, Auckland Auckland Auckland Tare Tare 10380, 10380, Tare Christchurch 10380, Christchurch Tare Tare 10200, 10200, Tare Auckland 10200, Auckland Tare Tare 14450kg, 14450kg, Tare 14450kg, Auckland Auckland 10380, Tare Christchurch 10380, Christchurch Christchurch Tare Tare 10200, 10200, Tare Auckland 10200, Auckland Auckland Tare Tare 14450kg, 14450kg, Auckland Auckland Tare 10380, Tare Christchurch 10380, Christchurch Tare 10200, Auckland Tare 10200, Auckland Tare Tare 14450kg, 14450kg, Tare 14450kg, Auckland Auckland Auckland Tare Tare 10380, Tare Tare 10200, 10200, Tare Auckland 10200, Auckland Auckland Auckland. Auckland. VOLVO VOLVO FM VOLVO FM 12, 12, 8x4, FM 8x4, 12, 420Hp, 420Hp, 8x4, 420Hp, 910864km 910864km 910864km Tare 255/70R22.5 255/70R22.5 255/70R22.5 on on steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack,Tare 255/70R22.5 255/70R22.5 255/70R22.5 onon steel, steel, on Kubota Kubota steel, powerpack, Kubota powerpack, powerpack, Tare 14450kg, Auckland Tare 10380, Christchurch Tare 10200, Auckland Tare 14450kg, Tare Tare 14450kg, 14450kg, Auckland Auckland Auckland 10380, Tare Tare 10380, 10380, Christchurch Christchurch Christchurch 10200, Tare Tare 10200, 10200, Auckland Auckland Auckland Ref: R91B $160,000+GST Ref: C831N $130,000+GST Tare Tare 14450kg, 14450kg, Tare 14450kg, Auckland Auckland Auckland Tare Tare 10380, 10380, Tare Christchurch 10380, Christchurch Christchurch Tare Tare 10200, 10200, Tare Auckland 10200, Auckland Auckland

NEW NEW IN IN STOCK STOCK NEW NEW IN IN STOCK STOCK NEW NEW NEW IN IN IN STOCK STOCK STOCK NEW IN STOCK $$ 94,000 $ $ 94,000 $ NEW NEW NEW IN IN IN STOCK STOCK STOCK NEW IN STOCK 94,000 $ $ 94,000 $ 94,000 94,000 $ 94,000 NEW NEW NEW IN IN IN STOCK STOCK STOCK $ 94,000 $ 94,000 $ 94,000 94,000 $ 94,000 94,000 NEW NEW NEW IN IN IN STOCK STOCK STOCK NEW NEW IN IN STOCK STOCK 94,000 $ $ 94,000 94,000 $ 94,000 NEW NEW NEW IN IN IN STOCK STOCK STOCK NEW IN STOCK $ 94,000 $$94,000 94,000 $ 94,000 94,000 94,000 $94,000 94,000 +gst $ $ 94,000 94,000 $ 94,000 NEW NEW NEW IN IN IN STOCK STOCK STOCK 140B +gst HAMMAR HAMMAR 140B 140B ”clip on”. ”clip on”. +gst +gst +gst +gst +gst 94,000 94,000 $ 94,000 140B 140B on”. ”clip on”. +gst HAMMAR HAMMAR HAMMAR HAMMAR HAMMAR 140B 140B ”clip ”clip ”clip on”. on”. on”. $$$+gst +gst +gst +gst +gst HAMMAR 140B ”clip on”. +gst +gst +gst +gst

140B 140B 140B ”clip ”clip ”clip on”. on”. on”. HAMMAR HAMMAR HAMMAR 140B ”clip on”. HAMMAR +gst +gst +gst +gst HAMMAR HAMMAR HAMMAR 140B 140B ”clip ”clip on”. on”. +gst +gst +gst HAMMAR HAMMAR 140B 140B ”clip on”. ”clip on”. HAMMAR HAMMAR HAMMAR 140B 140B ”clip ”clip on”. on”. +gst +gst +gst 140B +gst HAMMAR HAMMAR HAMMAR 140B 140B 140B ”clip ”clip ”clip on”. on”. on”. HAMMAR 140B ”clip on”. +gst +gst +gst HAMMAR HAMMAR HAMMAR 140B 140B 140B ”clip ”clip ”clip on”. on”. on”.

16t only 3500kg -SWL, 16t SWL, only3500kg 3500kg - -- -16t 16t only 3500kg -SWL, 16t SWL, only 16t SWL, 16t 16t SWL, only SWL, 3500kg only only 3500kg 3500kg SWL, only 3500kg 16t 16t SWL, only SWL, 3500kg only only 3500kg 3500kg - -- ---16t -16t -16t SWL, only 3500kg 16t -SWL, SWL, SWL, 16t only SWL, only 3500kg 3500kg only 3500kg On board petrol engine On board petrol engine -16t 16t only 3500kg -SWL, 16t SWL, only 3500kg SWL, SWL, only SWL, only 3500kg 3500kg only 3500kg ---16t On petrol engine -board On board petrol engine -- - 16t -On On board On On board board petrol petrol petrol engine engine engine board petrol engine 16t -board -On SWL, 16t 16t SWL, only SWL, 3500kg only only 3500kg 3500kg HAMMAR 151HS/ 3right AXLE 36T SWL, 36t side On On board board petrol petrol petrol engine engine engine 16t SWL, only 3500kg -2002 -On board 2006 HAMMAR 151HS / 3 AXLE, 36T SWL, - - ---On 2008 STEELBRO SBSS343F, 3-AXLE, 33t Lifting board petrol engine On On board board petrol petrol petrol engine engine Both left and hand lifting Both left and right hand liftingside side 16t 16t SWL, SWL, 16t only SWL, only 3500kg 3500kg only 3500kg On board petrol engine On board petrol engine board board On board petrol petrol petrol engine engine engine Both left and right hand lifting side Both left and right hand lifting On On hand lifting Both Both Both and left left right and and right hand right hand lifting hand lifting side lifting side side capacity, 3-axle ROR, drums, air, 265/70R19.5 36t Lifting Capacity, 3-axle, ROR, Drums, air, Capacity, 3-axle, side ROR, Drums, air, 255/70R22.5 steel, Both left and right hand lifting side ---Both On -left -Both board On On board board petrol petrol petrol engine engine engine Both left Both and left left right and and right hand right hand lifting hand lifting side lifting side On board petrol engine - - ---Both -lifting side Both Both left left and and left right right and hand right lifting hand side lifting side side left and right hand lifting -- -- Fast Fast “and clip on” system for std 20’ “clip clip on” system for std20’ 20’ side On On board board petrol petrol petrol engine engine engine Radio, Powerpack. Tare 10, 920kg, GVM -Fast Both left and right hand lifting side -Fast Both left and right hand side GVM 43,000kg. -- - Both left right right and hand right hand lifting hand lifting side lifting side side 265/70R19.5 steel, Radio, Powerpack, Tare 11,280kg, Radio, Powerpack, Tare 10,200kg, “and on” system for std 20’ --“-board Fast “system on” system for std Fast Fast “left clip on” “clip clip “On clip system on” on” system for std for for 20’ std std 20’ 20’ -Alloy, for stdlifting 20’ ---Both -“Both -left left and left left right and and right hand right hand lifting hand lifting side lifting side side Fast clip on” system for std 20’ “Both Fast clip on” “Both clip “Both clip system on” on” system system for std for for 20’ std std 20’ - - ---Fast -42,000kg. -Fast 20’ - Fast Both and right hand lifting side in Auckland. Fast Fast clip Fast “Located clip on” on” “-left clip system system on” system for for std std for 20’ 20’ std 20’ “ clip on” system Fits both truck or trailer Fits both truck or trailer 20’ GVM 43,000kg. Located in Auckland. Located in Auckland. Both Both left Both left and and left right right and hand right hand lifting hand lifting side lifting side side Fast “ clip on” system for std 20’ Fast “ clip on” system for std 20’ -- - - Fast Fast “ clip Fast “ clip on” on” “ clip system system on” system for for std std for 20’ 20’ std 20’ Fits truck or trailer - both Fits both truck or trailer Fits both Fits both both truck trailer or or trailer trailer --- Fits trailer Fast -Fits -Fits Fast “truck Fast clip on” “truck clip “or clip system on” on” system system for for std for for 20’ std std 20’ 20’ 601AP $110,000+GST both or trailer both Fits Fits both truck both truck or truck trailer or or trailer trailer Ref: G469Z $130,000+GST Ref: M907Z $105,000+GST - - -- Fits -Ref: Fast “truck clip on” system std 20’ Fits Fits both both both or or trailer trailer or trailer ---Fits Radio remote controlled remote controlled both truck or trailer -- Radio Fast Fast -- truck “truck clip Fast “truck clip on” on” “truck clip system system on” system for for std std for 20’ 20’ std 20’ -both Fits both truck or trailer -Radio Fits both truck or trailer both Fits both truck or truck or trailer trailer or trailer -- - - Fits -Radio remote controlled Radio remote controlled Radio Radio Radio remote remote remote controlled controlled controlled ---Fits controlled Fits both Fits Fits both truck both truck or truck trailer or or trailer trailer remote controlled Radio Radio remote remote remote controlled controlled controlled - - -- Radio -Radio Fits both truck or trailer Radio remote Radio remote remote controlled controlled controlled --Radio PLC safety system with load indication - Radio safety system with load indication controlled - PLC Fits Fits -remote both both Fits truck both truck or truck orcontrolled trailer trailer or trailer -remote remote -PLC Radio remote controlled Radio remote controlled controlled controlled -- - Radio -PLC safety system with load indication -remote PLC safety system with PLC safety PLC PLC safety safety system system system with load with with indication load load indication indication ---Radio indication with load load indication indication Radio -safety -safety Radio Radio remote remote remote controlled controlled controlled safety system with load indication PLC PLC safety safety system system system with load with with indication load load indication indication - - ---PLC -PLC -PLC indication PLC -safety PLC safety system system system with with load load with indication indication load indication Radio remote controlled safety system with load indication Radio Radio remote Radio remote remote controlled controlled controlled PLC safety system with load indication PLC safety system with load indication safety safety PLC safety system system system with with load load with indication indication load indication - - PLC PLC indication - - PLC - -PLC safety PLC PLC safety safety system system system withwith load with with indication load load indication indication safety system load indication PLC PLC - safety safety PLC safety system system system with withload load with indication indication load indication Fitting for hand lifting side- - side Fitting for right hand lifting sidehand lifting Fitting forleft left hand lifting Fitting for right

Fitting Fitting Fitting for left for for hand left left hand hand lifting lifting lifting side side sideside Fitting for left hand lifting side Fitting for left hand lifting Fitting for left hand lifting side Fitting Fitting Fitting for left for for hand left left hand hand lifting lifting lifting side side side Fitting Fitting Fitting for for left left for hand left hand lifting lifting lifting side side side Fitting for left hand lifting side Fitting for left hand lifting Fitting for left hand lifting side Fitting Fitting Fitting for for left left for hand hand left hand lifting lifting side side side lifting Fitting Fitting Fitting for left for for hand left left hand hand lifting lifting lifting side side side side Fitting for left hand lifting side Fitting Fitting Fitting for forleft left forhand left hand lifting lifting lifting side side side

2005 STEELBRO SBSS343F, 3-AXLE 33t Lifting Capacity, 3-axle, ROR, Drums, air, 255/70R22.5 steel, Radio, Powerpack, Tare 10,380kg, GVM 43,000kg. Located in Christchurch. Ref: F127Q $85,000+GST

side Fitting Fitting Fitting forright right for for right right hand hand hand lifting lifting lifting side side side Fitting for right hand lifting side Fitting for right hand lifting side for right hand lifting lifting side side Fitting for right hand lifting side Fitting Fitting Fitting for for right right hand hand hand lifting lifting lifting side side lifting lifting lifting side side side Fitting Fitting Fitting for for right right for right hand hand hand lifting lifting lifting side side side Fitting for right hand lifting side Fitting for right hand lifting side Fitting for right hand lifting sid lifting side Fitting Fitting Fitting for for right right for right hand hand hand lifting lifting lifting side side side hand lifting lifting lifting side side side Fitting Fitting Fitting for right for for right right hand hand hand lifting lifting lifting side side side Fitting for right hand lifting side Fitting Fitting Fitting for for right right for right hand hand hand lifting lifting lifting side side side

2002 HAMMAR / TRT2 AXLE, 3-CRANE MINILIFTER, 12t SWL, 2-axle Spicer, Drums, air, 255/70R22.5 steel, Radio, Tare 8100kg, GVM 24,000kg. Renovated, Brand new Powerpack. Located in Auckland. Ref: 459AB $80,000+GST

2003 HAMMAR / TRT 2 AXLE, 3-CRANE MINILIFTER, 12t lifting capacity, 2-axle, Spicer drums, air, 255/70R22.5 steel, Cable, Renovated, Brand new Powerpack. Tare 8100kg, GVM 24,000kg. Located in Auckland. Ref: B145H $80,000+GST

EG29980

CONTACT: CONTACT: 0800-242 0800-242 662 or 662 info@hammar.co.nz or info@hammar.c info@hammar. CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 662 662 662 or or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz 662 or 662 info@hammar.co.nz or CONTACT: CONTACT: 0800-242 0800-242 info@hammar.c CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 662 662 662 or or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz 662 662 662 or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 or CONTACT: 0800-242 662 or info@hammar.co.nz CONTACT: CONTACT: 0800-242 0800-242 662 or 662 info@hammar.co.nz or info@hammar 662 662 662 or or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 662 or info@hammar.co.nz CONTACT: 0800-242 CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 662 662 662 or or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz CONTACT: CONTACT: CONTACT: 0800-242 0800-242 0800-242 662 662 662 or or or info@hammar.co.nz info@hammar.co.nz info@hammar.co.nz CONTACT: 0800-242 662 or info@hammar.co.nz

speirsfinance.co.nz

A division of L&F Limited

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A division of L&F Limited

SPEIRS A division of FINANCE L&F Limited

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gst gst +gst gst $ 85,000 +gst gst $$ 85,000 +gst A division of L&F Limited +gst 85,000 +gst +gst gst +gst gst +gst +gst 00 +gst +gst +gst 00 +gst $ 85,000 +gst 0 st +gst 000 00 gst+gst +gst +gst 000 +gst+gst

A division of L&F Limited

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• Have assets making money from day 1, with structured finance to improve cashflow. lbro eelbro SB33 lbro SB33 SB33 A division of L&F Limited • Fund second hand assets, in line with their remaining useful life. city, drums, air, pacity, York drums, air, city, York York drums, air, Steelbro SB33 k, on k, steel, Kubota powerpack, ack, 5 on steel, Kubota powerpack, ck, on steel, Kubota powerpack, ,ack, • Retain cash in your business, rather than rapidly repaying debt to meet the needs of your funder. r, capacity, York drums, air, ack, k, rpack, ack, ck, ack,

air, r, uckland Auckland uckland werpack, erpack, ,ack, pack, werpack, 22.5 air, on steel, Kubota powerpack, ck, werpack, owerpack, • Spread your funding risk, reducing your exposure to one financier controlling all your assets. 00, pack, powerpack, ck, Auckland

A division of L&F Limited • Access Working Capital, release equity tied up in your assets.

gst gst $ 120,000 +gst +gst +gst 120,000 +gst gst gst $$ 120,000 +gst +gst gst +gst +gst +gst gst • Receive Fast, Efficient & Consistent service, enabling you to quickly access funds for the assets you need. +gst t 0 st +gst 00 +gst 00 +gst $ 120,000 +gst +gst 000 00 gst+gst +gst +gst 000 +gst+gst

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A division of L&F Limited

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Disclaimer: Speirs Finance is a division of L & F Limited. All statements above are general in

ack, 5 on steel, Kubota powerpack, k, on steel, Kubota powerpack, nature and subject to individual application, ck, on steel, Kubota powerpack, ack, r, capacity, ROR drums, air, k, rpack, k, k, ck, ,ack, ck, ack, standard terms & conditions and credit criteria. air, r, Auckland uckland erpack, ,pack, uckland ack, werpack, 22.5 on steel, Kubota powerpack, air, werpack, ck, werpack, owerpack, A division of L&F Limited 00, pack, powerpack, ck, Auckland

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T 2003 VOLVO FH12 6X4 TRACTOR UNIT, Tare 8600 kgs, 14 speed manual. $35,000 + GST

2003 INTERNATIONAL 6X4 TRACTOR UNIT, Tare 6900kgs, 18 speed manual. $30,000 + GST

2007 Iveco 6x4 Tractor Unit, Tare 8,460 kgs, Semi Automatic, drylube turntable. $45,000 + GST

mmar.co.nz z nz z 1994 ISUZU NPR TURBO 450, 4x2 Flatdeck, mar.co.nz Tmar.co.nz nz z z nz Odo 446,000 kms, GVM 7,500 kgs. zmmar.co.nz nz .nz $5,500 + GST z o.nz z nz

2014 DAF CF85, Option of 2 units, auto, 6 m wheelbase, tare 9,500 kgs. $120,000 + GST

2007 DOMETT/NDA D1001, 4 axle Milk Trailer, 18,500 litre capacity. $75,000 + GST

EG30559

EG29980

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CONTACT STEVE SCOTT 027 668 0035 For more information and photos on vehicles for sale please email steves@hiltons.co.nz

all Trucks/Trailers are currently working and are being sold as part of our normal replacement programme. 23

Direct importers of t Air Suspension Systems • Air bags • Levelling valves

EG30642

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EG30592

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6530 05

65 65Ash AshRoad, Road,Wiri, Wiri,South SouthAuckland Auckland Ph: 09 262 1101 Fax: 09 262 2989 2989 Ph: 09 262 1101 Fax (09) 262

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2 x Isuzu 8x4, One 400hp and one 460hp.

2009 SCANIA G420.

2002 VOLVO FM12

2011 ISUZU GIGA IMPORT, Low kms, dead engine.

2005 Nissan CW440 6x4,all parts available.

2000 FODEN ALPHA, CAT C12.

2003 KENWORTH K104 CAT C15, RTLO20918 gearbox

MAN TGA, 6x4, all parts available.

2001 MERCEDES-BENZ ACTROS 8x4, two in stock, most parts available.

2000 DAF CF85 â&#x20AC;&#x201C; 6x4 twist lock chassis, hydraulics, just needs a deck.

MACK METROLINER Cummins ISL, Roadranger.

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1988 ISUZU FTS 4X4, All parts available.

2009 MAN 4x4 Spreader Most parts available.

2006 HINO 4x4 JO8C engine, all parts available.

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Ph 2003 Mercedes Benz 1828 4x4 All Parts Available.

Free

2002 Mercedes Benz 1317 4x4 All Parts Available.

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FreeF EG30089

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EG30561

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FILTER Proud stockists of

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McLaughlins Road, 57a McLaughlins Road,Road, Wiri Wiri 57a57a McLaughlins Wiri

Unit 8- 4- 48 Distribution Lane, Unit 8 Distribution Lane,Sockburn Sockburn Unit - 4 Distribution Lane, Sockburn

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100% NZ

Ov.ned & operated

BRAKE PADS

Brake Drums from 4 Continents

EXCHANGE RECO CALIPERS

o Proud t r o s spon

Lamberts Automotive • www.lamco.co.nz 46 Water St, Whangarei 0800 800 031 • 59C Ash Road, Wiri 0800 347 272

EG30266

BRAKE DRUMS AND DISCS

www.seats.co.nz

www.theseatwarehouse.co.nz SNZASSF 3 Point Belt Automatic Self Leveling Air Suspension Seat Integrated Seat Belt Breathable Fabric

Automatic Self Leveling Air Suspension Seat Fabric or Vinyl Leatherette Armrests Optional Extra

ST RE AD UDED E H CL IN

SNZMSSF Mechanical Suspension Seat Fabric or Vinyl Leatherette Armrests Optional Extra

T ES DR DED A HE CLU IN

EG27517

T ES DR DED A HE CLU IN

SNZASSF

Order online www.seats.co.nz & www.theseatwarehouse.co.nz 28

NEED TO SELL YOUR EQUIPMENT? Machinery â&#x20AC;¢ Parts & Service

CALL NOW! AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND ADVERTISING

Trudy Woolston: 027 233 0090 E: trudy@trucker.co.nz

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND ADVERTISING

Dion Rout: 027 491 1110 E: dion@trucker.co.nz

EG30029

0800 856 700 (09) 8186 287 sales@hoisthydraulics.net

EG30643

WHEN YOU NEED A REPLACEMENT HOIST it pays to ring Hoist Hydraulics

SOUTHLAND TRUCK & TRACTOR SPARES H E AV Y

T R U C K

2017 MAN TGX 26-560

D I S M A N T L E R S IVECO POWERSTAR

D3876 LF01 MOTOR, ZF TRAXON 12TX2821TO GEARBOX, MAN HYPOID DIFFS

DETROIT S60 575HP MOTOR, ROADRANGER RTLO18918B GEARBOX, MERITOR RT46-460 DIFFS

GOOD SELECTION OF PARTS FOR MOST MAKES AND MODELS OVERNIGHT COURIER SERVICE TO MOST LOCATIONS CURRENTLY WRECKING

2015 HINO 700 – HINO E13MOTOR, ZF ASTRONIC GEARBOX, HINO DIFFS WITH CROSS LOCK

VOLVO FH16 – D16 580HP MOTOR, ATO3112C I-SHIFT GEARBOX, VOLVO DIFFS WITH DISK BRAKES

DAF DAEWOO ERF FODEN FREIGHTLINER HINO INTERNATIONAL ISUZU IVECO KENWORTH MAN MACK MERCEDES MITSUBISHI NISSAN RENAULT SCANIA SEDDON VOLVO WESTERN STAR

FREIGHTLINER ARGOSY – CUMMINS ISX MOTOR, ROADRANGER RTLO20918B, RT46-160 DIFFS

MERCEDES SK 2538 – OM442 ENGINE, GEARBOX G210, HL7 HUB REDUCTION DIFFS

W W W. S O U T H L A N D T R U C K . C O . N Z

EG30645B

CALL 0800 489 875 NIGEL STEWART - CELL 0274 328 919 FAX 03 214 5232

EG30645A

EMAIL southlandtruck@xtra.co.nz

EQUIPMENT GUIDE ADVERTISING INDEX Advertiser

Page No

Advertiser

Page No

Clevedon Truck Sales Ltd..................................................12,13

Maxipart Vincent (NZ) Ltd.......................................................25

Commercial Transport Spares (CTS) ......................................29

MTD ................................................................................16,17

Commercial Vehicle Traders (CVT).....................................14,15

Power Tarps â&#x20AC;&#x201C; NZ Tarping Systems .........................................4

Crediflex............................................................................ OBC Dealer Net Auctions...............................................................21 Filterpro Ltd...........................................................................27

Robertson Isuzu.............................................................. 32,IBC Seats NZ................................................................................28 Smallbone Isuzu...............................................................10,11

Global Trucks & Machinery.....................................................20 Hammar NZ Ltd.....................................................................22 Hilton Haulage.................................................................... 23 Hoist Hydraulics (NZ) Ltd........................................................29

Southland Truck & Tractor Spares.....................................30,31 Southland Truck Wreckers.....................................................26 Southpac Parts ..............................................................6,7,8,9

Independent Transport Parts Ltd (ITP).....................................24

Speirs Finance.......................................................................23

Keith Andrews Trucks..................................................IFC,1,2,3

United Truck Parts Ltd............................................................27

Lamberts Automotive.............................................................28

Vuksich & Borich NZ Ltd........................................................19

NEXT ISSUE: JUNE 2020

DEADLINE: 13TH MAY 2020

4X4 NEW & USED PARTS MERCEDES AXOR 1833

926LA MOTOR, G131-9 GEARBOX, VG1700 TRANSFER CASE, HL7 DIFFS

RECONDITIONED MERCEDES GEARBOXES

NEW CABS ATEGO/AXOR

8 &10 STUD WHEEL SETS VARIOUS SIZES AVAILABLE

NEW REAR SPRINGS MERCEDES BENZ/MAN

EG30645B

EG30645A

CURRENTLY DISMANTLING: ACTROS, AXOR, ATEGO, SK & OTHER OLDER MODELS

CALL 0800 489 875 NIGEL STEWART - CELL 0274 328 919 FAX 03 214 5232 SOUTHLANDTRUCK@XTRA.CO.NZ

ISUZU CYJ530 M/T or AMT

ISUZU CYZ460 M/T or AMT

ISUZU FVY 1350/1400A

ISUZU FTR 750

ISUZU NQR 500M Tipper

ISUZU NPS 425/ 450 4x4

530 HP, 18 Speed Road Ranger or AMT, Air Suspension.

300 HP, Allison Auto, 18,000 kg/24,000 kg GVM, Air Suspension.

190 HP, 6 Speed Manual or AMT, 8700 kg GVM, ShinMaywa tipper body, 2-way tailgate.

460 HP, 18 Speed Road Ranger or AMT, Spring Suspension.

260 HP, 6 Speed Manual or Allison Auto, 15,000 kg GVM, Spring Suspension.

155 HP, 5 Speed Manual, 5,995 kg/7,500 kg GVM.

100% FINANCE AVAILABLE EG30639B

Ian Renner 027 678 1714 • ian.renner@robertsonisuzu.co.nz Grant Smith 027 544 8844 • grant.smith@robertsonisuzu.co.nz

EG306391A

Terms & Conditions apply

NEW ISUZU FSR/FSD 6x2 • Isuzu FSD/FSR • Air or Spring Suspension • 6 speed auto or manual

NEW TRUCKS

• Hendrickson tag axle

• 18 ton GVM rated

$POA

IMA

NEW ISUZU CYZ400/460 TIPPER 2-Way tail gate, Hydraulics and Ringfeeder, 18 Speed Road Ranger or AMT, Ready to go. $POA

NEW ISUZU FVY1350/1400 CURTAINSIDER 8.5m body with 2000kg Tail-lift, Auto, Reverse Camera, 18,000kg or 24,000kg GVM. Ready to go. $POA

wWW 4JJ1, AMT, Two available.

2005 ISUZU NPR450 5m flatdeck, 150km, 5 Spd Manual, tow bar. $POA

USED TRUCKS

EG30639B

EG306391A

VM.

$POA

SHINMAYWA COMPACTOR, Compactor bodies can be supplied in 4m3 to 12.2m3 and fitted to any appropriate chassis. $POA

2007 ISUZU NJR85 DOUBLE CAB AMT, low km, 2 ton payload, class 1.

56 RAILWAY ROAD, PALMERSTON NORTH

$POA

PHONE 06 355 5062

We’re here for you

CLICK TO CONTACT YOUR PARTNER

In a time that’s full of uncertainty and change, we want to let you know that there are some things you can still rely on - us. If you have any concerns around funding, we’re here to listen. If you need loan options, we have those too. Throughout the lockdown and beyond, we’re here to help, so don’t hesitate to jump on the phone or send us a message. You can rely on us to be open for business.