Source: Radio New Zealand
A truck transports wood in Wellington. RNZ / Angus Dreaver
Angry truckers have banded together with bus, crane and even combine harvester operators to hit out over rules they say make it too hard to get bigger, more efficient vehicles on the road and easily move them round.
They want far-reaching change to the 23-year-old ‘Rule’ around the size, weight and permitting system for heavy vehicles.
They said in a hardhitting letter to the Transport Agency (NZTA) that the old Rule was blocking safer, more efficient vehicles from easily being imported, envisaging a near future when the maximum 58 tonne diesel trucks were scaled up to 62 tonne electric (which allowed for the battery).
“The level of anger from our members and the risk of more pronounced public responses during an election year should not be underestimated if tangible progress is not made,” said a letter from 11 heavy vehicle associations to the Transport Agency’s chair late last month.
Transport Minister Chris Bishop promised last June the government would be “taking the handbrake off productivity through transport rule reform” – and on Monday said he heard operators “loud and clear when they tell us there are more changes they’d like to see”.
The operators had earlier talked of feeling fobbed off, though the Transport Agency late last week offered them another meeting, for Tuesday this week.
“While responsibility is often framed as sitting with the Ministry, NZTA has long led sector engagement and provided all technical advice to the Ministry and ministers. Recent ministerial correspondence shows the full extent of the lack of progress is not well understood,” their letter said.
“We seem to get pushed from pillar to post,” said signatory Dom Kalasih, head of Transporting NZ that represented 1100 firms, mostly truckers.
Dom Kalasih, head of Transporting NZ. RNZ / Phil Pennington
Crane operators, who also signed, said the old rules were holding everyone up.
“Getting a crane out for a job, the … permit and exemption process, goodness, for a large crane operation, we’re talking hours, hours a day ,” said Sarah Toase of the Crane Association.
Their next stop would be to seek a meeting with the minister, the associations told RNZ.
Bishop said the rules would be modernised.
“Important research and policy work is underway to carefully consider those ideas,” he said in a statement. “This is a complicated area and not everything can be done all at the same time.”
The question of how fast remained open though the first changes under reform were due this coming July.
‘Complex safety, infrastructure and cost considerations’
The Transport Ministry pushed back on the industry group criticism.
“Many of the changes sought by industry – particularly those enabling significantly larger or heavier vehicles – raise complex safety, infrastructure and cost considerations,” it told RNZ.
Research had to be done on the impacts on roads and what additional infrastructure investment may be required, it added.
However, the industry said “frustration … is now acute”.
The agency was unnecessarily outsourcing analysis to consultants, even though the reform’s ambition had been scaled back.
It talked of batteries and extra safety tech being blocked by the old rules.
“In some cases, safety features are being compromised to manage weight.”
Bishop had got their hopes up last year.
“Instead, the work programme was underwhelming in scope and subsequently reduced, leaving industry with no confidence that meaningful change is being prioritised.”
Transport Minister Chris Bishop. RNZ/Marika Khabazi
The reform is of what is called ‘the Rule’, the main VDAM or Vehicle Dimensions and Mass rule.
One core change being proposed was to remove the permits on trucks between 44 and 50 tonnes.
These big trucks would still have to fit the weight and design limits of what is called the ’50MAX’ class – and would still have to stick to certain roads and bridges – but they would not have to get an actual permit, as they have done since 2013 when the High Productivity Motor Vehicle (HPMV) regime was introduced. HPMV’s advent was the biggest change in the Rule.
Electronic monitoring of trucks was now widespread and would help keep them to approved routes that were strong enough, a source said.
Another proposal in the reforms would make it cheaper to comply for the likes of electric buses now tipping the scales at over a seven tonne threshold because of their batteries.
Cranes caught in the Rule
Toase told RNZ it was not enough.
Sarah Toase of the Crane Association. Supplied / Crane Association
Cranes were “always being dealt with in retrospect” and were routinely having to seek exemptions from narrow rules designed for regular trucks just to operate, she said.
They had tried to build change, for instance, through a trial that succeeded in cutting by a fifth how far overweight mobile cranes had to travel, reducing congestion and emissions.
“We’ve sent all the information through to NZTA and it’s just sitting there.”
Another example she gave was that many mobile cranes were now often failing brake tests under an electronic inspection regime.
“It doesn’t produce accurate results for cranes because they are engineered differently. So cranes are failing those tests, which means they are then deemed not roadworthy.
“They’ve failed compliance and they can’t be used.”
Operators then had to revert to manual testing in order to pass, which all took time.
Federated Farmers and Rural Contractors NZ also signed the letter.
Combine harvesters, for instance, faced very restrictive limits on what bridges they could cross which should be managed in a much less complex way, said another source.
“We’re not just talking about road freight, we’re talking about harvesting of food.”
Combine harvesters work on crops in Southland. Cosmo Kentish-Barnes
At the trucking coalface, the old Rule meant heavily specced new vehicles could not be easily imported as-is but needed bespoke modifications, in a market that was already isolated due to being minority righthand drive, the letter said.
The industry ideal for keeping up internationally, allowing for the state of NZ’s roads, was to lift the 58-tonne HPMV limit to 62 tonnes, Kalasih said.
At 62 tonnes they would not be much bigger to overtake, and the distribution of weight between the axles would spread the impact on the road, he said.
The AA did not want to comment on that from a car driver’s point of view.
‘Totally at odds’
Consultation has opened on phase two of the reform following on from phase one that began last October.
But the meetings with officials earlier this year were a final straw for the industry associations.
“The scope of that work is frankly incredibly underwhelming and lacks ambition,” said Kalasih.
“It seems to us totally at odds with what Minister Bishop has asked for.”
They felt the time was up on more reviews, research and meetings, and they were tired of being passed from NZTA to the MOT and back, he said.
But MOT said the latest research was a “necessary step to ensure that any larger changes are safe, durable, and deliver real benefits to industry and the wider transport system”.
Other changes are going on into bridge designs, which determine what weight of trucks can pass, although NZTA has played down how that work would alter old or new bridges.
NZTA said it understood the impact of the Rule’s settings on the industry.
“This is why we are engaging with industry representatives to understand the specific challenges they are facing, and the opportunities which they see for improvement,” it said in a statement.
NZ Transport Agency Waka Kotahi chair Simon Bridges, in a letter responding to the associations, acknowledged their concerns, telling them the minister made the rules and offering another meeting on Tuesday this week.
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– Published by EveningReport.nz and AsiaPacificReport.nz, see: MIL OSI in partnership with Radio New Zealand