“I called Wor­rick and he was there in a flash to help me out”

New Zealand Truck & Driver - - Front Page -

“But that’s just for starters! I have of­ten seen him in his own time go­ing the ex­tra mile to or­gan­ise those around him to en­sure the run goes smoothly.

“Early on in the piece, it was very re­as­sur­ing for me to be able to ring him, of­ten at an un­godly hour, to ask about an ar­ray of is­sues to avoid mak­ing pos­si­ble mis­takes.

“On one oc­ca­sion at 4am on Wor­rick’s day off a truck in front of me was trans­port­ing a house which caught fire af­ter snag­ging over­head wires. The road was blocked and I needed to re­verse for quite a way to make a de­tour. At that stage my back­ing skills were poor – I called Wor­rick and he was there in a flash to help me out.

“That was just one ex­am­ple of his whole ap­proach and mind­set. He’s in­valu­able as a role model, not only to new­bies like me, but also to his con­tem­po­raries, as his en­ergy and en­thu­si­asm is in­fec­tious.”

The 62-year-old Wor­rick him­self is mat­ter-of-fact about his at­ti­tude to work: “Hey, I’m just like any­body else – I like to fin­ish my day’s work as early as I can, get home feel­ing re­freshed, and re­lax.

“So any­thing I can do to make the over­all process smoother and more has­sle-free, that’s what I’ll aim for.”

He cites his cur­rent job, dur­ing the milk off­sea­son – cart­ing out of Can­ter­bury Coal’s open­cast mine near Coal­gate to Fon­terra’s Darfield plant: “Two other Te­muka trucks are also cart­ing out of Coal­gate to Fon­terra Clan­de­boye. I con­firm they’ll be at the mine when it opens at 7am, then I ar­range to ar­rive at 7.30. There’s no point in sit­ting wait­ing for them to be loaded, so I give my­self an ex­tra half hour at home be­fore pick­ing up the truck at Darfield for the first loop.”

For this short off­sea­son pe­riod the 8x4 FH16 and its five-axle trailer are fit­ted with al­loy tip­per bins. In sea­son, the bins are re­placed by tanks – 11,000-litre ca­pac­ity for the truck, 17,000 for the trailer. His day starts be­fore 3am, when he picks up the Volvo from near his home and heads to Good­man Fielder sub­sidiary Meadow Fresh on Blen­heim Road. There he loads up (nor­mally with milk per­me­ate) and heads to the West­land Milk Prod­ucts plant in Hok­i­tika.

The run over, with an all-up weight typ­i­cally of 54t, takes un­der three and a half hours. At Hok­i­tika the tanks are un­loaded and hot­washed, the truck cleaned and Wor­rick has his break be­fore hit­ting the road again. Most days he’s back home by 1.30pm.

The Meadow Fresh West­land run has been go­ing around seven years. When the con­tract started, Wor­rick re­lo­cated from Te­muka to Christchur­ch, since then be­ing es­sen­tially a solo operator, ar­rang­ing main­te­nance and CoFs for the truck lo­cally.

Of­ten in the sea­son the West­land Milk Prod­ucts plant at Rolle­ston, south of Christchur­ch, will have prod­uct for the night­shift driver to take to Hok­i­tika. On the way to the Coast in the early morn­ing Wor­rick li­aises with them to see if they might pre­fer to give him the load on his way home in­stead of wait­ing for the sched­uled 4pm pickup by the night­shift.

It makes sense….but it can have a cost, he ad­mits: “I get rapped over the knuck­les sev­eral times a year for breaking the strict sched­ule for the pickup times in the af­ter­noon.”

But, he rea­sons: “Rolle­ston and Meadow Fresh are only small fa­cil­i­ties, with very lit­tle silo ca­pac­ity. So if they have a silo with maybe a trailer load’s worth in it, then we’ll ar­range for me to swing by on my way back to town. It takes more than an hour to

wash a silo out, so this means they can have the job done well ahead of time – in­stead of wait­ing for our night­shift driver to do the sched­uled pickup af­ter 4pm.”

As far as Wor­rick’s con­cerned it makes sense – and de­liv­ers in­creased ef­fi­ciency – for ev­ery­one….even if it isn’t ex­actly to a pre­scribed sched­ule. The ben­e­fits in­clude the fact that “our night driver can get onto his run much ear­lier.”

The same con­cern for over­all ef­fi­ciency is ev­i­dent from Wor­rick’s un­vary­ing cus­tom at Hok­i­tika: “While the tanks are un­load­ing I have time to wash both truck and trailer on one side and the truck on the other. Then, while the tanks are be­ing hot-flushed I can fin­ish the trailer. It’s time I’d other­wise be stand­ing around chat­ting, and it means the gear is also clean all the time.”

De­spite be­ing able to do the round trip in sig­nif­i­cantly less time than other driv­ers, he keeps the Volvo speed-lim­ited to 89km/h. Go­ing harder, he reck­ons, would gain maybe five to ten min­utes on a one-way cross­ing....but at the cost of poorer fuel econ­omy.

As it is, the 750hp FH16 con­sis­tently sits at or near the top of Te­muka Trans­port’s econ­omy rat­ings ab­stracted from the Volvo Dy­nafleet mon­i­tor­ing app – de­spite reg­u­larly run­ning one of the coun­try’s most chal­leng­ing routes.

Born and raised on a mixed sheep, cat­tle and crop­ping farm not far from Clan­de­boye, Wor­rick has driven on and off for most of his life, but for around 20 years worked in a freez­ing works – sup­ple­ment­ing that in the evenings dur­ing the hay sea­son with con­tract hay work for Te­muka Trans­port. In the win­ter, this was ex­tended to oc­ca­sional trips north to Cul­ver­den to pick up loads of milk.

The process of mov­ing from the meat­works as his core job, with driv­ing as a fill-in, was a grad­ual one: “Ev­ery sea­son the ques­tion would be: ‘Do I go back to the works or stay on driv­ing?’ But Te­muka boss Rowdy Aitken would say, ‘go back for an­other sea­son at the works, and we’ll call on you when we need you.’

“That changed af­ter the dairy work started to grow ex­plo­sively, prompt­ing a rapid ex­pan­sion in the size of the fleet.”

The shift to full­time driv­ing came around 2001. Since then, Wor­rick has driven “maybe a dozen” new Volvos for Te­muka Trans­port, be­gin­ning with 480hp trac­tor units on runs as far afield as Takaka in Golden Bay.

He’s been in the FH16 for around three years: “I was on my way back from the West Coast when I got a call from com­pany gen­eral man­ager Gutsy Aitken to come down to Te­muka straight away.

When I ar­rived at the yard the 750 was sit­ting there and the loader was stand­ing by ready to trans­fer the tanks from my 510hp FH12 to it. Forty min­utes later I drove out with a new truck and 240hp more.”

From Gutsy’s per­spec­tive, Wor­rick fully de­serves the topline truck: “He’s one of our best driv­ers. He takes own­er­ship of his role and fol­lows it right through, al­most as if it was his own busi­ness. He coached Gary very well. He’s got a good bal­ance of ex­pe­ri­ence and ve­hi­cle skills, and he’s all about loy­alty.

“His route is one of the tough­est chal­lenges in the coun­try, and he’s reg­u­larly at the top of the fleet in terms of the read­outs. Dy­nafleet is prob­a­bly one of the most im­por­tant tools we’ve picked up and it’s great to see how en­thu­si­as­ti­cally the driv­ers of Wor­rick’s gen­er­a­tion have em­braced it. There’s a real pride across the fleet now in rat­ing well, and it works: Fuel sav­ings alone are more than $250,000 a year.” T&D

THERE’S NOT MUCH GOOD THAT’S COME OUT OF THE global COVID-19 virus pan­demic….but maybe, for the lovers of tra­di­tional-look­ing, light tare weight Ken­worths, there is one, at least.

In a bizarre spinoff of the global health emer­gency, PACCAR Aus­tralia took the op­por­tu­nity to pull off an un­ex­pected “vir­tual” launch of a new T410 SAR – slap-bang in the mid­dle of the lock­down.

The ad­di­tion of a T410 SAR has been on the cards – a log­i­cal fol­low-on to the launch early last year of the more aero T410 and T360…and, like them, us­ing the 2.1-me­tre-wide, high-qual­ity Ken­worth cab first seen in 2016 in the T610.

You’d have to think that the T410 SAR’s May an­nounce­ment was ahead of ex­pec­ta­tions – not only for cus­tomers, but also for the truck­maker it­self…given that the launch hap­pened with­out any ac­tual in-the-flesh (or metal) T410 SARs in ex­is­tence!

Hence the only PR pic­tures avail­able for the launch were straight off the draw­ing board. Yep…com­puter-gen­er­ated “vir­tual” Ken­worths.

Richard Smart, gen­eral sales man­ager of New Zealand Ken­worth dis­trib­u­tor South­pac Trucks, con­firms it: “Dur­ing the COVID-19

lock­down, Ken­worth Aus­tralia had a lot more en­gi­neer­ing re­source to bring the project for­ward – quicker than we were ex­pect­ing.

“It has now been re­leased for or­der. We can now spec it up and build it.”

And just as quickly as it was launched, the T410 SAR has rapidly picked up buyer in­ter­est, re­gard­less of its “vir­tual” launch.

That in­ter­est, of course, comes on the back of the T410’s suc­cess over the past year. As Smart points out, “the T410 was at the lighter end of the scale – with the PACCAR driv­e­train.

“It’s been ex­cep­tion­ally well-re­ceived, it’s very well priced and it’s also a lot lighter than we ever thought it was go­ing to be.”

So South­pac has al­ready got a hand­ful of or­ders in the sys­tem, “for some of our favourite Ken­worth cus­tomers.” The new­com­ers are ex­pected to start ar­riv­ing in NZ in Septem­ber or Oc­to­ber.

Based on where the T410 has proven pop­u­lar, Smart ex­pects the T410 SAR to end up in ur­ban tip­per work, con­tainer cartage, fuel dis­tri­bu­tion and metro food de­liv­ery ap­pli­ca­tions.

PACCAR Aus­tralia says the T410 SAR is “yet an­other ex­am­ple of the ben­e­fits of lo­cal Aus­tralian ap­pli­ca­tion-en­gi­neer­ing for Aus­tralian road trans­port op­er­a­tors.”

“Driven by a con­tin­u­ous in­no­va­tion and prod­uct de­vel­op­ment process, in­flu­enced heav­ily by cus­tomer and driver feed­back, Ken­worth has taken the fea­tures of the T410 and ap­plied these and more to bring the all-new T410 SAR to its cus­tomers.”

What it amounts to, PACCAR reck­ons, is that “the best in the busi­ness just got bet­ter.”

The new truck brings, as PACCAR Aus­tralia sales and mar­ket­ing di­rec­tor Brad May says, a com­bi­na­tion of “clas­sic Ken­worth styling with mod­ern en­hance­ments.”

It also, PACCAR reck­ons, de­liv­ers “the best at­tributes of both a cabover and con­ven­tional truck, of­fer­ing ex­cel­lent ma­noeu­vra­bil­ity and vis­i­bil­ity and, like a cabover, a min­i­mal over­all length…

“With the ser­vice­abil­ity, ease of cab ac­cess and low tare weight of a bon­neted truck.”

The new model, with its set-for­ward front axle of­fer­ing bet­ter weight dis­tri­bu­tion, has a shorter bumper-to-back-of-cab (BBC) length of 2850mm and can be rated at up to 70 tonnes GCM for a va­ri­ety of heavy-duty ap­pli­ca­tions.

It comes with the PACCAR MX-13 en­gine – in 460 horse­power or 510hp rat­ings – Ken­worth push­ing the in­te­grated of­fer­ing of the MX-13 cou­pled with the PACCAR 12-speed AMT first of­fered last year in the T410.

Brad May ac­knowl­edges that “to de­velop a new prod­uct that meets the needs of our cus­tomers, con­sul­ta­tion is para­mount and is the foun­da­tion of its de­vel­op­ment.”

And feed­back re­ceived from cus­tomers on the in­te­grated PACCAR combo in the T410 “has been pos­i­tive.”

The PACCAR 12-speed has a max­i­mum torque rat­ing of 1850 lb ft and a 50 tonne GCM ca­pa­bil­ity. And, says PACCAR, it is “smoother and ticks all the boxes in terms of class-lead­ing weight, dura­bil­ity and ser­vice­abil­ity.”

Al­ter­na­tives in­clude the Ea­ton 18-speed Ul­traShift Plus AMT…or even an 18-speed Road­ranger man­ual.

Says PACCAR: The Ul­traShift Plus op­tion “de­liv­ers the per­for­mance and re­li­a­bil­ity needed for years of trou­ble-free op­er­a­tion and is avail­able with a torque ca­pac­ity of 1850 lb ft or 2050 lb ft, and a rat­ing of up to 70t GCM.”

The trans­mis­sion con­troller for both AMTs has been moved away from the dash to a more user-friendly stalk con­troller on the right-hand side of the steer­ing col­umn – close to the ex­haust brake con­trols. As well as mak­ing for eas­ier op­er­a­tion, the changed lo­ca­tion of the con­troller pro­vides more space in front of the dash­board to al­low eas­ier move­ment around the cab.

PACCAR says that since the MX-13 en­gine’s in­tro­duc­tion to the Ken­worth range in the T409, it has “gained pop­u­lar­ity and earned the re­spect of driv­ers and fleets alike. Its per­for­mance and re­spon­sive­ness has de­liv­ered fuel econ­omy and op­er­a­tional ben­e­fits, mak­ing it a lead­ing con­tender against other 13-litre op­tions.”

It also “pro­vides ex­cep­tional lev­els of re­fine­ment and ser­vice sim­plic­ity.” The truck’s elec­tri­cal ar­chi­tec­ture, which no longer re­quires 24v-12v in­vert­ers, is “even more sim­ple, durable and cost­ef­fec­tive to ser­vice and main­tain.”

PACCAR be­lieves the new model will find a home as a rigid or in

sin­gle-trailer or multi-trailer com­bi­na­tions – so far only as a 6x4….. but with 8x4s “con­firmed” for re­lease later this year.

Buy­ers get a choice of pre­mium tra­di­tional di­a­mond pleat trim for the cab in­te­rior, in a range of con­tem­po­rary colours, “or the smart new fleet-spec trim.” The T410 SAR also offers four sizes of sleeper cab – in­clud­ing a new 600mm flat-roof ver­sion for car-car­ry­ing ap­pli­ca­tions, due for re­lease early in 2021.

Says May: “Of para­mount im­por­tance in de­liv­er­ing new prod­uct is the need to main­tain the ex­cep­tional per­for­mance, qual­ity, dura­bil­ity and pro­duc­tiv­ity for which Ken­worth is renowned. Our ex­ten­sive test­ing and val­i­da­tion process sup­ports this, as does our own re­search and de­vel­op­ment, fur­ther en­hanc­ing prod­uct as in­no­va­tions come to hand.”

Given the four years since the 2.1m-wide cab was re­leased in Aus­trala­sia, there’s been plenty of op­por­tu­nity to make some im­prove­ments, as May points out: “Fur­ther de­vel­op­ment of the plat­form has en­abled us to re­fine and en­hance many key ele­ments in the T410 SAR.”

And PACCAR Aus­tralia chief en­gi­neer Noelle Par­lier adds: “This de­vel­op­ment has al­lowed us to bring a prod­uct to mar­ket with all the Ken­worth hall­marks and more.”

Safety-wise, the T410 SAR car­ries the full EBSS safety suite and offers im­proved ingress and egress for the Ken­worth driver, en­hanced vis­i­bil­ity within the cab, and im­proved er­gonomics.

Says PACCAR: “A trade­mark of the 2.1m cab, en­hanced vis­i­bil­ity, has been achieved by the in­tel­li­gent de­sign of the wind­screen, doors and mir­rors and the driver is in com­plete com­mand – eas­ily glanc­ing at any­thing with­out hav­ing to turn or duck their head.

“The more ex­pan­sive wind­screen pro­vides a panoramic view of the road and the large door win­dows al­low for a first-class view to the side of the ve­hi­cle, giv­ing a full 180-de­gree view from the driver’s seat.

“Large, ad­justable, aero­dy­namic, power ad­justable mir­rors with high strength cast break-away brack­ets re­duce mir­ror vi­bra­tion and of­fer an op­ti­mal rear view of the ve­hi­cle. In­tel­li­gent mir­ror place­ment, sit­ting low on the cab, also al­lows for an ef­fec­tive for­ward line of sight, both over the mir­rors and be­tween the mir­ror and A-pil­lar – mak­ing for ex­cep­tional cross-traffic vis­i­bil­ity.”

The T410 SAR is avail­able with state-of-the art col­li­sion avoid­ance and mit­i­ga­tion tech­nol­ogy in­clud­ing ac­tive cruise with brak­ing and lane de­par­ture warn­ing.

The 2.1m-wide cab was “de­signed with driver com­fort and con­trol in mind and offers more safety op­tions, greater vis­i­bil­ity, im­proved er­gonomics and space than those be­fore it.

“The in­stru­ment panel, switches and con­trols have been po­si­tioned in­tu­itively with dash­board in­stru­men­ta­tion vis­i­ble at a glance. Ev­ery­thing has been sit­u­ated to al­low driv­ers to main­tain con­cen­tra­tion and re­duce fa­tigue.”

An op­tional seven-inch dis­play pro­vides ac­cess to satel­lite nav­i­ga­tion sys­tems, ra­dio and me­dia func­tions and vir­tual gauges, unique to Ken­worth. Cruise con­trol and audio con­trols are on the steer­ing wheel.

And driver com­fort is en­hanced by “an ad­vanced heat­ing and air­con­di­tion­ing sys­tem, with au­to­matic cli­mate con­trol.” T&D

With no ac­tual in-the-metal T410 SAR trucks built, the new model was given a “vir­tual” launch, with com­puter-gen­er­ated im­ages only. This one vi­su­alises a T410 SAR as a B-dou­ble trac­tor unit

Above: The T410 SAR shows off its more tra­di­tional styling, along­side the al­ready-re­leased, more aero­dy­namic and mod­ern-look­ing T410 Op­po­site page: The launch dur­ing the COVID-19 lock­down was for 6x4 ver­sions of the T410 SAR only.....but 8x4s are ex­pected be­fore year’s end

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