NZ Truck & Driver August 2025

NZ TRUCK & DRIVER

$10.90 incl. GST

| August 2025

August 2025

BIG TEST Fresh Produce | FLEET FOCUS Sensitively Focused | FEATURE: Life-saving AI innovation

The Official Magazine of

ISSN 2703-6278

FEATURE Life-saving AI innovation

Issue 292

FLEET FOCUS Sensitively Focused

The all-new Isuzu F Series.

Power redefined.

Introducing the all-new Isuzu F Series. With a sleek new cab design, new Euro VI DB6A engine on select models, additional advanced safety features and a more comfortable drive, the new range will change the way we rely on our trucks. Forever.

To find out more, visit your nearest Isuzu Trucks Dealer or visit isuzu.co.nz

*Overseas optional body shown

CONTENTS Issue 292 – August 2025

2

News

48

The latest from the world of road transport including… Transporting NZ celebrates its award winners… the final LETF projects are announced…

Daimler Truck opens its new Global Parts Centre… the latest FIA European Truck Racing Championship action… a look at an innovative offgrid electric truck fleet… and a new Kiwi innovation which is saving fuel during milk tanker operations.

20

Giti Tyres Big Test Fresh Produce: Fresh vegetables provide the workload for the first truck from New Zealand’s newest made-in-China truck brand. The FAW JH6 is at work for KAM Transport on a Waikato-Auckland run with a quad-semi chiller unit.

41

FEATURES: 67 Hammar’s live-saving AI Fresh from recent award success, we take a look at a Kiwi-developed Hammar side-loader safety system based on the latest AI technology.

76

Southpac Trucks Legends A Modern Legend: The monthly Legends feature turns its attention to special trucks with a profile of the J Swap Kenworth T900 Legend.

Transporting New Zealand This month’s update reports from the South Island seminar held in Christchurch and the association also offers its view on the latest hike in port fees announced by Ports of Auckland. Board member Murray Young talks about the challenges facing the industry.

Fleet Focus Sensitively focussed: TSS Sensitive Freight handle the delivery needs of global OEMs who develop high-tech and delicate equipment for the medical sector and other industries. The trans-Tasman company is experiencing strong growth for its highly specialised freight skills.

78

Truck Tech

REGULARS: 80/ Double Coin Tyres NZ Transport 81 Imaging Awards Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.

85

CrediFlex Recently Registered The registration figures for the first half of 2025 have been compiled and it’s been a tough six months for both new truck and trailer sales in New Zealand. We look at how the brands have performed and feature the monthly gallery of new rigs on the road.

COLUMNS 63 National Road Carriers Association CEO Justin Tighe-Umbers considers the challenges to Auckland becoming a `24-hour city’ and James Smith looks at the latest research into workplace injury and rehabilitation.

Volvo is consolidating its leading role in truck safety by developing advanced new driver assist functions.

81

Preparation for growth Scania New Zealand is growing its after-sales operation with the opening of a New Vehicle Preparation Centre in Wiri.

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

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CONTRIBUTORS

Olivia Beauchamp Gerald Shacklock David Kinch Ian Parkes Dave McLeod

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

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NEWS

Kim Unahi-McLellan accepts the Supreme Award at the 2025 South Island Seminar Industry Awards on behalf of her late husband Alex McLellan with VTNZ’s Richard Northover, left, and Jim Crouchley from Transporting New Zealand.

Celebrating the best and the brightest NEW DRIVERS, OLD HANDS, SMART BR AINS AND clever operators were honoured at the 2025 South Island Seminar Industry Awards held in Christchurch on June 28.

Chris Murphy from TrackIT Logistics receives the Fruehauf Outstanding Contribution to Innovation Award from Chad Thomas from Fruehauf.

2 | Truck & Driver

The awards, hosted by Transporting New Zealand, celebrate individuals and organisations making major contributions to the road transport sector through innovation, safety, industry awareness, and training.

The Supreme Contribution to NZ Road Transport Award was a posthumous award to Alex McLellan who tragically died in a workplace accident last year.

Alex was the founder of Balclutha’s McLellan’s Freight and was a huge presence in the freight sector. He was well known for his big hearted and generous nature, his sense of fun, and a commitment to making the industry better.

The award was accepted on his behalf by widow Kim Unahi-McLellan, herself a key player in the sector.

Five other awards were presented at the Christchurch event.

Jax Smith and Jen Hall, the co-owners of Marlborough’s Renwick Transport, won the TrackIT Logistics Women in Road Freight Transport Award.

From advocating for diversity to lifting grape harvest logistics standards in Marlborough, they are a driving force for change, community and inclusion in the industry.

The EROAD Young Driver Award went to Sydney Sangster of Conroy Removals.

Aged 22, Sydney is a top-tier operator, navigating the South Island

NZ’s

Left: The TrackIT Logistics Women in Road Freight Transport Award went to Jax Smith (seen here with Transporting New Zealand’s Jim Crouchley), and Jen Hall, who are the co-owners of Renwick Transport.

Right: Conroy Removals driver Sydney Sangster is the winner of the EROAD Young Driver Award. in B-Trains with confidence and skill. From tail-lift trucks to career day presentations, she’s delivering excellence and promoting the industry to the next generation of drivers.

The EROAD Outstanding Contribution to Health and Safety Award went to Hammar New Zealand Limited for their AI-powered pedestrian detection system.

Installed on side-loaders, the system identifies when people are too close to a trailer or vehicle, triggering real-time visual and audio alerts for operators.

The Hammar safety milestone is profiled in detail on page 67 of this issue of New Zealand Truck & Driver.

The Fruehauf Outstanding Contribution to Innovation Award went to TrackIT Logistics for its end-to-end business platform. It integrates dispatch, compliance, safety, stock management and live data, and is the trusted tool for many businesses nationwide.

The Outstanding Contribution to Training Award went to MOVe

Logistics, which has embedded training into the fabric of its operations.

The company has delivered a range of development opportunities for its people, supporting qualifications across the Level 3 Heavy Vehicle Operator programme, micro-credentials and business training.

Dom Kalasih, the chief executive for Transporting New Zealand, says it’s fantastic to see the calibre and the numbers of people nominated for the awards.

“Times are tough at the moment, but these are the people and the companies that don’t shy away from investing in their products, and their people,” says Dom. “I applaud all the nominees and the winners for making our industry better in all sorts of ways.”

The North Island Industry Awards Dinner sponsored by ICVS is being held at the seminar event planned for the Napier War Memorial Hall on Saturday October 11. Nominations can be made via the Transporting New Zealand website until Sunday September 14.

DeepWay on the way ANOTHER NEW CHINESE ELECTRIC truck brand is on its way with confirmation from local distributor Etrucks that it is representing DeepWay in the New Zealand market.

Etrucks says the DeepWay Star 600 will be New Zealand’s most affordable BEV 6x4 semi-tractor, priced at $255,000 + GST, when supported by LEHVF co-funding.

Specification features include a 600kWh CATL battery pack which is covered by a 8-year or 1.5 million kilometre warranty. An unusual design feature of the DeepWay Star is the cab access via rear-hinged doors.

Another new EV arrival for Etrucks is set to debut at Hamilton’s Mystery Creek when the EROAD Fleet Day event takes place on July 30.

The newcomer is the Qingling EVM100 lightduty truck which as a 100kWh battery and a Bosch integrated drive axle. Rated at 6t GVM and with a tare of 2,315kg for the cab/chassis, Etrucks says the EVM 100 is one tonne lighter than competitors electric trucks.

Etrucks will also have its Windrose E-1400 demonstrator on site for test drives during Fleet Day.

The DeepWay Star 600 is next new BEV truck set to launch in the New Zealand market.

Truck & Driver | 3

NEWS Key projects supported by the LETF have included New Zealand’s first hydrogen-powered truck (Main) and the world’s first electric milk tanker (bottom).

Low Emissions Transport Fund winds down

THE FINAL PROJECTS APPROVED FOR CO-FUNDING by the Low Emission Transport Fund have been announced, taking the total investment commitment in low-and zero-emissions transport projects – on road, off-road and on water – to about $265 million over the past decade.

The Low Emission Transport Fund, administered by EECA (Energy Efficiency and Conservation Authority), was revised in 2021, expanding the remit of its predecessor the Low Emissions Vehicle Contestable Fund (LEVCF), which launched in 2016.

Richard Briggs, EECA’s Group Manager – Delivery and Partnerships, says the LETF has unlocked an extraordinary amount of private capital for projects that would not have happened as quickly or at all, as well as lowered organisations’ operating costs by improving energy efficiency and productivity.

“The programmes demonstrated the benefits for business in making the switch to low or zero-emissions vehicles, machines, and vessels, showing others in their sectors what’s possible and viable,” says Briggs.

Briggs says the rapid acceleration of energy-efficient transport technologies has reduced the risk for early adopters and the need for this type of support. As such, the LETF has wound down to a natural end.

Milestone projects include the world’s first electric milk tanker (Fonterra) and electric hydrofoil ferry in commercial operation (Vessev and Fullers 360).

The fund supported New Zealand’s first hydrogen-powered truck (NZ Post) and bus (Auckland Transport), first electric double-decker buses (Tranzit, Metlink, Greater Wellington Regional Council) and first electric supermarket delivery vans (Foodstuffs).

The LETF also co-funded around half of New Zealand’s 1300+ public EV chargers, with almost 700 more in the pipeline. These include the country’s first high-speed DC chargers (ChargeNet).

Briggs says EECA continues to support the heavy vehicle sector to improve its energy efficiency and lower operating costs through the Low Emissions Heavy Vehicle Fund, which offers grants of up to 25% of the purchase price of a new zero-emissions heavy vehicle, or 25% of the cost to convert an existing ICE vehicle to be power by zero or low-emissions technologies.

4 | Truck & Driver

EECA would ensure successful delivery of previously co-funded projects, as well as provide data on EV charging infrastructure and fuel use across the transport sector, Briggs said.

“EECA is New Zealand’s lead agency and expert voice on energy use and we’re continuing to evolve to ensure we’re best placed to support the market.”

Projects approved for funding in the LETF’s final rounds – 14, 15 and 16 – will support vehicle, marine, off-road and technology projects.

They include a demonstration of autonomous battery electric container terminal tractors at the Port of Napier, a project for CH2NGE Technologies to develop a hydrogen refuelling vehicle to support off-road vehicles, development of a 100% electric refrigerated semi-trailer by Action Manufacturing and an electric straddle carrier trial at Port of Tauranga.

The Port of Lyttelton will replace both a diesel-powered sweeper truck and a diesel- powered empty container handler with BEV equivalents and Freightways Group plans to demonstrate a DC charging solution in Auckland that connects to the high voltage network.

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NEWS The new grille design and a reshaped bonnet are part of the Mack Anthem update.

Mack reveals new Anthem MACK TRUCKS NORTH AMERICA HAS REVEALED A second generation Anthem range with improved fuel efficiency, new exterior styling and an updated interior.

The original Anthem was launched in North America in 2018 and arrived in the New Zealand market during late-2021.

The new model timing for North America will see production begin in early 2026. There is no confirmation for when the model change will roll through to Australia-built examples for the New Zealand market.

“The all-new Anthem delivers improvements in every area that matters to customers’ businesses: fuel efficiency, manoeuvrability, driver comfort, safety, connectivity and uptime,” says Jonathan Randall, president of Mack Trucks North America.

“We’ve built this truck based on extensive customer input, ensuring it meets the real-world needs of regional-haul operations,” Randall says.

“The Anthem combines Mack’s legendary toughness and reliability with cutting-edge technology and design, creating a truck that doesn’t just meet today’s challenges – it’s built for tomorrow’s demands as well.”

The new Anthem carries over technologies introduced on the recently introduced Mack Pioneer, including the dash layout, multi-function steering wheel and seating.

The new Anthem will be offered in day cab, 44-inch sleeper and 64inch sleeper configurations, featuring the same interior cab design as the Pioneer to offer drivers a premium work environment designed to reduce fatigue.

The cab interior is completely redesigned with a cab which is 22.8cm wider than the previous model. New wide-base seats feature optional ventilation and heating and massage functions, while the stand-up sleeper options provide enough headroom for drivers to stand upright. Premium

quality mattresses and blackout curtains enable improved rest.

The Anthem also has advanced safety features, including an optional digital mirror system that eliminates traditional blind spots, a standard front airbag, and an Integrated Curtain Airbag (ICA) system.

The ICA system is mounted in the overhead compartment above the driver’s left shoulder and deploys in rollover events to protect the driver from impact with side glass. Additional integrated driver assistance systems have demonstrated a 43% reduction in near-miss incidents during controlled testing.

The updated styling includes a new bonnet which improves forward visibility while the grille design and lower positioning of the Mack script across the grille also provide a strong identity for the new model.

The dash layout of the updated Anthem shares its design with the recently launched Mack Pioneer.

Truck & Driver | 7

NEWS

The Chillicothe Kenworth parade featured the W900 Legacy Edition (left) and a 1966 W923 model (right).

Ohio celebrates the Kenworth connection THE ICONIC KENWORTH W900 MODEL – A SYMBOL OF American trucking culture since 1963 – was celebrated during the annual Kenworth Truck Parade in Chillicothe, Ohio.

The Ohio city has a 51-year connection with the local Kenworth truck assembly plant and this years’ event was the fourth annual parade in the heart of downtown Chillicothe.

The parade featured more than 50 new, classic and customised Kenworth trucks from all over the United States. The highlights included a vintage 1923 Kenworth – built the year the company was founded – models from the 1940s, 1950s and 1960s, through to present day trucks manufactured at the Chillicothe plant.

“The Kenworth truck parade has become a special Ross County community tradition,” says Jack Schmitt, Kenworth Chillicothe assistant plant manager.

“The event wouldn’t be possible without the drivers who travel to Chillicothe to share their passion for Kenworth trucks, or without the community support that makes this parade a successful event each year.”

As part of Kenworth’s tribute to the storied history of the classic W900, the last truck in the parade was the newly introduced W900 Legacy Edition, which pays homage to the model series in its final full year in production.

Kenworth announced earlier this year that the W900 will be phased out of production from 2026 Leading up to the truck parade, the Kenworth Chillicothe plant held events at its facility for drivers and their families participating in and attending the parade. Drivers had an opportunity to tour the Kenworth Chillicothe plant to see where many of Kenworth’s trucks are built. The plant also hosted an employee family event on the plant’s property during the day of the parade.

The Kenworth Chillicothe plant opened in 1974 and is located on a 48-hectare site which is 80km south of Columbus, Ohio.

The 57,000 square-metre plant features advanced manufacturing technologies, including robotic assembly, and a state-of-the-art paint facility that utilises the latest technology in the industry. Since 2018, Kenworth has invested nearly US$400 million in the Chillicothe plant.

Patchells strengthens its sales team PATCHELL INDUSTRIES HAS MADE A KEY appointmentwith Mitch James moving into the North Island sales manager position from early June.

Mitch is based in Rotorua and is responsible for new trailer sales across all Mitch James becomes the North Island sales manager for Patchell Industries.

8 | Truck & Driver

industry sectors as well as coordinating the upgrade and servicing needs of customers with existing Patchell products.

He will work alongside national sales and marketing manager Glenn Heybourn.

Mitch brings a broad range of transport industry experience to the new role after working as a milk tanker driver from 2012 and then moving into retail truck sales in 2018 with CAL Isuzu and then at Penske NZ. “We are really excited to have Mitch join the Patchell Group in this new role for the company,” Glenn says.

“Insuring we are in front of our loyal existing clients is really important to us but equally finding new ones to join the Patchell family is just as important.

“With over 52 years of experience providing quality equipment into the heavy transport sector the Patchell Group of Companies is looking to the next 50 years and insuring we have young and talented people such as Mitch to be part of that journey is key to continuing to keeping the Patchell Brand as one of the leaders in the market.”

Mitch says representing the Patchell brand is an exciting opportunity.

“The first three or four weeks have been a learning curve and I’ve been able to spend some time in the workshop to see the cool work they do in there,” Mitch says.

“There’s a fair bit to learn about with such a big range of product, as well as understanding the different ways our customers use the products,” he says.

“It’s not just the product that has impressed me. It’s been good to discover that clients are excited to open the door when you turn up wearing a Patchell shirt,” Mitch says.

NEWS Insert: Defending champion Norbert Kiss has extended his lead in the 2025 title race.

Main: Antonio Albacete (23) and Rene Reinert lead the ETRC pack at the Nurburgring.

Three ETRC winners in Germany THE LATEST ROUND OF THE GOODYEAR FIA European Truck Racing Championship produced two new race winners while defending champion Nobert Kiss (Hungary) continues to build a commanding lead in the title standings.

Kiss achieved two pole positions and two race wins in his Revesz Racing MAN at the Nurburgring in Germany which hosted round four of the championship on July 12-13.

Backing up the two wins were a pair of third placings for Kiss in the reverse grid races, and the Hungarian ace now has a scorecard of 11 wins in 14 races this season.

Nurburgring race wins were also claimed by Spanish racer Antonio Albacete (MAN) on the Saturday and Portuguese racer Jose Eduardo Rodrigues (MAN) who raced to his maiden ETRC win on the Sunday.

Consistency was the key for former champion Jochen Hahn (Germany) who posted three seconds and a fourth placing.

At the half-way point of the championship Kiss is making strong progress towards a record seventh ETRC title. He leads with 211 points from Jochen Hahn on 162 and Steffi Halm (Iveco) with 112. The returning Rene Reinert (Germany) who is driving the ex-Kiss title winning truck is fourth on 98 points ahead of Sasha Lenz (MAN) with 87 and Albacete on 74.

The Chrome category for privateer teams has British drivers in the leading positions. Iveco racer Bradley Smith leads with 146 points from Mark Taylor (MAN) on 142 and John Newell (MAN) is a close fought battle.

The championship is now taking a summer break before the fifth round at Autodrom Most in the Czech Republic on August 30-31.

Traton consolidates R&D efforts A SIGNIFICANT RESTRUCTURE within the Traton Group took place on July 1, the company bringing the research and development for its four brands under one group R&D umbrella.

Approximately 9,000 employees from the R&D departments of Scania, MAN, International, and Volkswagen Truck & Bus are coming together under the new structure, headed by Niklas Klingenberg, the Traton Executive Board member responsible for Research & Development.

Klingenberg says closer cooperation will

make the company quicker and more efficient in developing new models, enabling targeted innovations and bringing new products to market earlier.

“This approach means we can avoid duplication of work and, at the same time, consistently tailor our product portfolio optimally to the needs of different customers across all our brands,” Klingenberg says.

“Every single engineer and talent in our organisation is indispensable in ensuring the bright future of the Traton Group. Our success

depends on their expertise.”

Consolidation of Research & Development will allow the group to capitalise on the Traton Modular System to a far greater extent than before.

The overall focus is on developing modular components that can be used by different brands, such as the latest generation 13-litre engine which has been developed for use in Scania, MAN and International trucks. The Traton Modular System delivers sustainable, efficient, and connected transportation solutions to the market.

The Scania, MAN, International and Volkswagen Truck & Bus brands make up the Traton portfolio.

Truck & Driver | 9

NEWS

Kapiti CVSC build begins THE NEXT PHASE IN THE UPDATE OF A NATIONWIDE Commercial Vehicle Safety Centre (CVSC) network sees construction now underway at a new Kapiti Coast site – located on State Highway 59 between the Mackays Crossing and Paekākāriki interchanges.

The Kapiti CVSC is one of 12 sites being built on high-volume freight routes around the country which NZTA says will be critical for improving road safety.

“Crashes involving heavy vehicles can and do have devastating

consequences,” says Jetesh Bhula, Regional Manager Infrastructure delivery.

“Ensuring trucks and truckies are complying with heavy vehicle rules is about keeping the public safe, but also about keeping freight operators safe too.

“Since 2013 there has been a 40% increase in fatal and serious injury crashes involving heavy vehicles compared to an increase of 16% for all road crashes. CVSCs are a critical tool to help fix this,” Mr Bhula says.

When it opens in mid-2026, the centre will work with Police to target non-compliant heavy vehicles and direct them into the CVSC for inspection.

Mr Bhula says it ensures all operators are following the rules.

“Those that do not follow the rules undercut and disadvantage responsible operators. CVSCs, like the one planned for Mackays Crossing, ensure there is a level playing field for everyone in the freight and trucking industry.

“They also help us measure risk. The data collected from enforcement helps identify problem areas and lets us know where we need to help the industry make improvements,” Mr Bhula says.

The CVSC will use advanced roadside technology to screen passing vehicles. Technology used includes in-road weigh-in-motion scales, automatic number plate recognition cameras, and electronic signs. It will screen and collect truck and operator information to monitor behaviour 24/7.

Approximately 30,000 vehicles travel on the adjacent section of SH1 daily. Of these, around 5% are heavy vehicles. It is estimated that the CVSC will process around 11 vehicles during morning peak traffic (8–9am) and seven during evening peak traffic (5–6pm) The Kapiti CVSC centre is being built by Downer and has an approximate construction cost of $6.5 million.

Five rounds for truck racing title THE CALENDAR FOR THE 2025-26 NAPA Auto Parts New Zealand Super Truck Championship will once again feature five weekends of racing, and at the same four circuits which have formed the championship in recent years.

The only change from the recently completed season sees the Ruapuna and Teretonga rounds in March swapping position in the calendar.

Manfeild Circuit Chris Amon hosts the opening round over Labour Weekend (October Four-time NZ champion Alex Little in action at Southland’s Teretonga circuit.

Photo: Dave Loudon

10 | Truck & Driver

24-26) before the action resumes following the New Year break with Timaru’s Levels Motor Raceway hosting the popular Thunder Down Under meeting on the January 30-February 1 weekend.

Euromarque Motorsport Park Ruapuna in Christchurch is the venue for round three on March 6-8 with Invercargill’s Teretonga Park circuit hosting round four the following weekend (March 13-15).

The championship was set to return to the North Island at Manfeild to decide the final round on April 10-12.

However, with the recent announcement of dates for two rounds of the Repco Supercars Championship in New Zealand (Taupo on April 10-12 and Ruapuna on April 17-19) the Manfeild Super Truck finale has shifted to April 24-25.

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NEWS The new Daimler Trucks Global Parts Centre has a floor area of 270,000 square metres.

State-of-the-art parts centre opens LESS THAN TWO YEARS AFTER BREAKING GROUND AT the site, the new Daimler Truck Global Parts Centre in the German state of Saxony-Anhalt is now operational.

The facility becomes the heart of Mercedes-Benz Trucks’ global spare parts supply, with up to 300,000 different items – from the smallest screw to the complete truck cab – being delivered from the new logistics location to vehicle dealers in over 170 countries around the world.

The new facility is planned from the start for CO₂-neutral operation and will play a crucial role in ensuring international supply chains.

Flexible and efficient spare parts logistics is an important success factor for Mercedes-Benz Trucks and its customers worldwide.

Daimler Truck is investing a total of around 500 million euros in Halberstadt. Around 650 skilled jobs will be created at the GPC by the beginning of 2026. Currently, almost 200 employees are already working at the site.

Around 2,600 Mercedes-Benz Trucks suppliers will deliver their parts to the logistics site in future. Goods acceptance at the GPC began in mid-May

Below: The rooftop features one of the largest solar arrays in Europe.

Right: The building warehouse buildings are 600-metres long.

12 | Truck & Driver

of this year, so that the logistics areas and shelves are gradually filling up.

From the beginning of 2026, the new location will serve over 20 regional logistics centres and almost 3,000 dealers worldwide.

Thanks to state-of-the-art warehousing and conveyor technology, all vehicle parts will be immediately available in an automated high-bay warehouse and an automated small parts warehouse.

Goods are received and dispatched via two large, parallel halls, each around 200m wide and 600m long. A number of smaller buildings have also been constructed, such as the empties and recycling halls and the office building.

The new building in the Halberstadt East Industrial Park will have a gross floor area of around 270,000 square meters with around 260,000 square meters of logistics space in the first phase of construction. That’s more than 35 soccer fields.

The new logistics site has been designed from the outset for CO₂-neutral operation, with an energy concept that completely dispenses with fossil fuels.

Neither natural gas nor oil is required.

The energy required at the site is generated by one of the largest rooftop

NEWS

Mercedes-Benz models new and old on display at the Halberstadt GPC opening ceremony. photovoltaic systems in Europe. More than 90% of all roof space at the site, around 250,000 square meters, has been equipped with photovoltaic modules.

The photovoltaic system with over 22 megawatts peak (MWp) is expected to generate more than 20 million kilowatt hours (kWh) of electricity per year in the future. This is significantly more than will be consumed at the site and surplus energy from the Global Parts Centre will be fed into the grid.

Additional energy storage facilities are planned to keep the level of selfsufficiency as high as possible over the period of use. In the first stage, an energy storage facility of approximately 2,000kWh is planned, which will be

supplemented by a further storage facility at a later date.

The facility will be heated by electric heat pumps, which will transfer the heat into the building via underfloor heating systems. High energy efficiency will be achieved thanks to the low heating water temperatures and the storage effect of the industrial floors.

To make it easier for employees to access electric mobility, around 30 charging points for electric vehicles will be provided and charging facilities are also available for suppliers’ trucks, whose fleets will gradually be electrified.

There are 16 charging points with 200kW charging capacity and four charging points with 400kW charging capacity available for this purpose.

Backing into a new record GERMAN ARMY OFFICER AND TRUCK DRIVER MARCO Hellgrewe has regained the Guinness World Record for the longest distance driven in reverse in an articulated truck.

Driving a battery-electric long-haul Mercedes-Benz eActros 600 truck with a semitrailer, the new record of 124.7km driven in reverse was set on June 4 and beats the previous world record for continuously reversing with a truck by 36km.

The former world record of 89km had been set in the USA in 2020 in a diesel truck.

The record-breaking trip in reverse was completed at the Motorsport Arena Oschersleben racetrack in Saxony-Anhalt, Germany. It took 6 hours and 22 minutes, an average speed of about 20kph.

With its 14 tight bends designed for cars, the circuit is extremely demanding – but offered fewer unpredictable risks of having to stop and

thus interrupt the record attempt than public roads.

Independently of the world record run, the truck later the same day travelled another 30km on public roads in reverse with a police escort to reach the new Daimler Truck Global Parts Centre in Halberstadt, also in Saxony-Anhalt, ahead of its official opening on July 10.

Hellgrewe, 50, from near Berlin, an officer in the German Armed Forces, set his first backwards record in 2008. Back then, he covered a distance of 64km in a diesel truck.

“I’m incredibly proud to have brought back the record to Germany together with Mercedes-Benz Trucks – especially as it was a world first with an all-electric drive,” says Marco.

“The very long trip with a total of 476 bends demanded an enormous effort – for this reason alone, it was a great help that the eActros 600 and its assistance systems make driving so much easier.”

The 124km reversing run makes German driver Marco Hellgrewe (right) a Guinness World Record holder.

Truck & Driver | 13

NEWS The Hino 600 Dakar challenger will return to the dunes of Saudi Arabia next January.

Hino plans Dakar campaign HINO WILL CONTINUE TO CHASE SUCCESS IN THE gruelling Dakar Rally with Hino Team Sugawara preparing an upgraded version of its 600 Series offroad racer for the 2026 event.

It will be Hino’s 35th entry into the Truck category of the rally raid marathon which will be held in Saudi Arabia from January 3-17. The route travels about 8000km of rough roads and sand dunes over 14 days.

In the early stages of the 2025 event the Hino team climbed as high as seventh place overall in the Truck category, competing against the larger engine Iveco and Tatra rivals. But a transfer box failure slowed the truck and it was driven at reduced pace to a 13th place finish.

Development ahead of the 2026 event is seeking to rectify the transfer box issue and further upgrade the suspension.

Driver and team director Teruhito Sugawara will again lead the Hino challenge.

“While we did get the sense that we could compete on equal terms with the

leading group in the 2025 event, we also suffered a serious problem that could have directly led to our retirement from the race altogether,” Sugawara says.

“Overcoming this difficult situation as a team helped us boost our strength as a team even further.

“For the 2026 event, we will not only continue to make upgrades to address these problems, but also aim to reach even greater heights by creating an aggressive machine.”

The Hino 600 Dakar racer has an 8.8-litre turbocharged six-cylinder diesel engine producing about 800hp, with a 6-speed automatic transmission and all-wheel-drive. It weighs 8.3t and can carry up to 800-litres of diesel.

Next years’ event is the seventh consecutive edition of the Dakar Rally to be hosted by Saudi Arabia. The route will start and finish in the Red Sea port city of Yanbu with a schedule including the traditional Prologue and 13 competitive stages. The timed stages comprise about 5000km of the planned route.

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TDX appoints new leader NEWLY APPOINTED TDX CHIEF EXECUTIVE OFFICER Greg Slaughter will start in the new role from August 20.

Greg brings over 20 years of senior leadership experience across the environmental services and infrastructure sectors, with a strong focus on operational excellence, innovation and sustainability.

“We’re excited to welcome Greg to the helm at TDX,” says Sinead Horgan, Chair of the TDX Board.

“His track record in leading transformational change and building highperforming teams makes him an ideal fit as we sharpen and continue our focus on people, resilience, and operational leadership.”

Alister Mclaughlin, Acting CEO and TDX Founder, added: “I’ve had the opportunity to get to know Greg through the recruitment process, and I’m confident he’s the right person to lead TDX into our next chapter. He brings a rare balance of strategic thinking, operational knowhow, and genuine people-first leadership.”

Greg’s career spans senior leadership roles at companies such as Fulton Hogan Ltd, Holcim New Zealand Ltd and, more recently, at Waste Management Ltd. He has developed a comprehensive skill set in managing large-scale operations, driving financial performance, and implementing strategic initiatives.

“It’s a privilege to join TDX at such a pivotal time,” says Greg.

“I’m excited to work alongside the board, TDX teams, and our wider partners to build on TDX’s strong foundations and shape the next chapter of our story.”

Newly appointed TDX Chief Executive Officer Greg Slaughter.

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NEWS

The Scania 11-litre is a new five-cylinder engine based on the 13-litre six-cylinder architecture.

Scania launches new 11-litre engine SCANIA CONTINUES TO ENHANCE DIESEL ENGINE efficiency with the announcement of a new 11-litre engine platform.

The new Super 11 engine is positioned between the existing 9-litre and 13-litre powerplants in the Scania line-up, with the design priorities including reduced weight and improved fuel efficiency.

Although the new engine shares 85% of its parts with the Super 13 engine it is 85kg lighter while also being 7% more fuel efficient compared to the 9-litre unit.

It will be offered in 350, 390 and 430hp variants and depending on markets and specification will meet Euro 4, 5 and 6 emission standards.

Scania says the Super 11 will allow transport operators to increase their payloads in weight-critical operations without compromising on power, fuel efficiency or reliability.

“This engine opens new possibilities for energy-efficient and cost-effective transport,” says Ayyoob Zarmehri, Product Manager, Trucks Sales and Marketing at Scania.

“It’s lighter, leaner and more flexible, yet it still carries the strength and reliability for which Scania is known. It’s a smart choice for operators who need to balance performance, payload and sustainability in their daily work.”

The three steps of performance – 350 hp (1,800 Nm), 390 hp (2,000 Nm) and 430 hp (2,200 Nm) – will suit a wide range of transport applications, from urban logistics to regional haulage.

Maintenance intervals are up to 30% longer than Scania’s 9-litre engines when using LDF-5 engine oil, which helps operators increase uptime and reduce overall service costs.

Among the technical innovations which feature on the Super 11 engine is Scania’s own cam phaser technology for variable valve timing, enabling realtime engine thermal management and improved combustion performance.

This is combined with new engine software and balance shafts for reduced vibration and a robust engine brake, which offers up to 344kW through Scania’s Variable Valve Brake (VVB) system.

Scania’s patented turbo dosing system also improves AdBlue usage and further enhances engine efficiency while the Super 11 will also be compatible

with both HVO and FAME fuels.

This enables operators to lower their emissions footprint without investing in new infrastructure. It is a solution that supports both operational goals and long-term sustainability targets.

“The Super 11 engine represents the next generation of intelligent transport. It combines the best of Scania’s engineering with the efficiency and adaptability that today’s operators demand. Whether in the city or out on longer routes, this engine is built to perform – mile after mile,” says Ayyoob Zarmehri.

The Super 11 engine will be available for purchase in Europe from June 2025.

Truck & Driver | 17

NEWS

Volvo announces long range EV flagship

The Aero version of the Volvo FH Electric is designed for long haul roles with an estimated range of up to 600km.

VOLVO HAS ANNOUNCED A NEW FLAGSHIP FOR ITS battery electric truck range with the long-haul FH Aero Electric.

A formal launch and the opening of orders for the new long distance FH Aero Electric is scheduled for the second quarter of 2026, although customers in Europe can already sign a letter of intent to buy the new truck.

Volvo is signalling a range of up to 600km and charging in 40 minutes, operating capabilities which it says has the potential to revolutionise longdistance truck transport.

The new FH Aero Electric has been designed for long-haul transport assignments, a segment that accounts for a big part of truck transport CO2 emissions, and which has been challenging to electrify – until now. The new truck will have fast-charging capacity and up to 600km pure electric driving range.

“This is a real breakthrough in zero-emission transport,” says Roger Alm, President Volvo Trucks.

“Now, transport companies can operate really long distances with electric trucks without having to compromise on productivity. The superfast charging and high payload capacity make this a very competitive solution.

“Electric trucks in long-haul operation will make an important contribution to reduce CO2 in our industry, since this is where you can save the most per truck. This is positive news for transport companies and for society.”

The long range of Volvo’s new truck is enabled by its new driveline technology, the so-called e-axle, which creates space for significantly more battery capacity onboard. The new FH Aero Electric can have eight batteries onboard with 780 kWh installed capacity.

Charging the batteries will be done more rapidly as the new electric truck is adapted to the new MCS (Megawatt Charging System) standard.

18 | Truck & Driver

Charging the truck’s battery pack (from 20% to 80%) will take approximately 40 minutes, which means it can be done within the legislated rest period for truck drivers within the EU, thereby contributing to high productivity.

With fast charging, this truck will allow for truly long-distance electric transport to take place within one day.

The new electric truck can have a total weight of 48 tonnes and Volvo says the payload capacity is close to that of a conventional diesel truck. The payload capacity is possible thanks to an extra supporting tag axle (6x2 axle configuration) that allows for more batteries onboard and provides benefits in terms of weight distribution, considering the weight of the extra batteries in combination with heavy trailers.

The new truck, which will also be available with a standard cab, is an important addition to Volvo Trucks’ broad offer of electric trucks and related services. The services include everything from evaluation of suitable routes to electrify, efficient charging of electric trucks on the road and in the home depot to detailed follow-up of the performance of the electric truck fleet.

“We have the industry’s most complete offer of electric truck transport solutions, and we have more than five years of experience in supporting thousands of customers, big and small, to go electric. Volvo Trucks is the go-to company for transport companies that want to start their decarbonisation journey,” says Roger Alm. Volvo began serial production of battery electric trucks in 2019 and has so far delivered more than 5,000 vehicles to customers in 50 countries.

Electric trucks are part of Volvo Trucks’ three-path technology strategy in the transition towards fossil-free transport to reach its net-zero emissions target by 2040. The three-path technology approach is built on battery electric, fuel cell electric and combustion engines that run on renewable fuels like green hydrogen, biogas, biodiesel or HVO (hydrotreated vegetable oil).

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NEWS The Newspec electric PTO (left) and designer Jeff Naish (below).

A solution to idling inefficiency A NEW ZEALAND DEVELOPED ELECTRIC PUMPING system is set to bring new efficiency and reduced emissions for milk tanker operations.

Developed by Canterbury-based innovator Jeff Naish and his company Newspec, the new battery-electric power take-off (PTO) system eliminates the need for tankers to idle during milk collection. It reduces engine running time of upwards of 20-25% - which is approximately 500-600 litres of diesel per month.

“Milk tankers typically spend hours each day idling while pumping,” says Naish, who first identified the opportunity during the 2017–18 fuel price spike.

“It’s a hidden inefficiency. We wanted to electrify the process in a way that didn’t rely on external charging infrastructure.”

An independent analysis by Dr Digby Symons of the University of Canterbury has confirmed the system’s impressive performance compared to conventional mechanical PTO systems, which require the truck engine to idle while milk is being pumped.

Dr Symons says the data suggests that significant savings of fuel consumption and total engine running hours may be made by using a battery-electric instead of a PTO pump system.

“These are substantial efficiency gains that scale significantly across a tanker fleet. By avoiding unnecessary engine idling during milk collection, the system not only saves fuel but reduces engine wear and maintenance needs,” says Dr Symons.

After five years of development and refinement, the second-generation system is now being trialled by major milk transport operator Hilton 20 | Truck & Driver

Haulage, with results exceeding expectations.

Simon Hand, General Manager of Dairy and Bulk Liquids for Hilton Haulage says, “It was a no brainer for us to install the Newspec PTO. It reduces cost, its more efficient and gives us a much greener footprint and our drivers don’t need to change the way they work.”

Unlike other electric alternatives, the Motiva by Newspec is fully selfcontained. Because it recharges its battery while the truck is driving via the alternator, no depot-based charging or external infrastructure is required.

Hilton Haulage has committed to a broader rollout, with seven units now installed. With an estimated 700 milk tankers operating nationwide, the commercial and environmental upside is significant, especially as operators look to decarbonise and reduce fuel costs.

For farmers, the benefits are indirect but meaningful. Reduced emissions mean a smaller environmental footprint across the supply chain, something increasingly important to regulators, exporters, and consumers alike.

The system’s self-charging design makes it ideal for rural operations, where charging infrastructure is often limited.

Newspec is now exploring applications beyond milk transport, with commercial trials underway in sectors like utilities and container handling, anywhere vehicles currently idle to power hydraulic systems.

“This isn’t just about milk tankers,” Naish says. “Wherever engines are idling to do mechanical work, there’s a better, cleaner way.”

Newspec’s innovation comes at a time when the logistics sector is under increasing pressure to reduce emissions. With its real-world results, scalability, and self-sufficient design, the company’s PTO technology represents a practical pathway toward cleaner heavy transport operations.

NEWS The Mercedes-Benz eActros fleet being charged at the new off-grid Centurion facility.

Off-grid EV milestone in Perth THE FIRST 100% RENEWABLE ENERGY, OFF GRID, battery electric truck fleet in Australia has been expanded with the second phase of the pioneering project now operational in Perth.

National full-service logistics solutions provider Centurion is operating the fleet of Mercedes-Benz battery electric trucks using electricity generated from rooftop solar.

The project is backed by the Government’s Australian Renewable Energy Agency (ARENA) Future Fuels initiative.

Centurion’s Perth Airport depot now operates two charging sites, named North and South. The North charging site was commissioned back in February and the South charging site went live from early July, adding a further 10 Mercedes-Benz eActros 300 battery electric trucks to service the Perth metropolitan area.

The total project includes 30 Mercedes-Benz eActros 300 battery electric trucks – 25 rigid trucks and 5 prime movers – along with 4.4MW of rooftop solar capacity and 10.3MWh of battery storage. The trucks are charged using 15 dual-port slow and fast chargers, backup generation using HVO (Hydrotreated Vegetable Oil).

The South site energy infrastructure includes 2.2MW of rooftop solar, 3.44MWh of battery storage, 75kW and 150kW chargers, and the back-up generator operating on HVO. “The project is now fully operational, and it marks a significant milestone in progressing our decarbonisation journey,” says Justin Cardaci, CEO of Centurion.

“Completing this important infrastructure milestone and having the full electric truck fleet operational is a great outcome for Centurion. It shows that with the right partnerships and investment, sustainable freight solutions are achievable today.

“We’re not only reducing emissions but also providing electric trucks fuelled by green energy that can deliver a high-quality reliable service for our customers,” Cardaci says.

Daimler Truck Australia Pacific President and CEO, Daniel Whitehead, congratulated Centurion for bringing the project online.

“We’re thrilled to see 10 more Mercedes-Benz eActros trucks join Centurion’s off-grid solar fleet, joining the 20 units that have already been delivering for customers and producing zero exhaust emissions,” Mr Whitehead says.

“Day 1 of Centurion’s 30-strong fully-electric eActros truck fleet marks an important milestone for sustainable logistics in Australia. This is a remarkable achievement and I would like to congratulate Justin Cardaci and his team at Centurion for making it a reality.”

The $36 million project was delivered in partnership with Daimler Truck, Cape Dunstans, Switch Batteries and bp Australia, and made possible through $15.8 million in funding from ARENA. This project aims to demonstrate how industry collaboration, renewable energy, and innovation can drive meaningful change in Australia’s transport and logistics sector, reducing emissions while maintaining operational performance.

The next step for the project is to optimise the integration of the green energy and electric truck fleet into Centurion’s wider operations at the Perth Airport depot. This project will generate significant learnings, and Centurion in conjunction with ARENA will be seeking to share this knowledge across the industry.

Centurion is a national operator serving resource hubs and remote communities of Australia.

“For most of our operations, the zero emissions heavy transport technology won’t be ready for several years,” Cardaci says.

“However, battery electric trucks are now ready for operations across the wider metropolitan area and it’s great that Centurion has the capacity to bring this technology into our fleet.

“Operating a real zero emissions truck fleet from off grid solar and battery is a significant step in supporting the energy transition.”

Truck & Driver | 21

BIG TEST

22 | Truck & Driver

Story Colin Smith Photos Gerald Shacklock

The FAW JH6 is the first model from New Zealand’s newest heavy truck brand.

Truck & Driver | 23

The KAM Transport FAW JH6 is running between Hamilton and South Auckland on a fresh produce run.

RESH PRODUCE IS THE BIG TEST THEME THIS MONTH – and it’s of equal relevance to the cargo and the new truck doing the work.

FAW is New Zealand’s newest heavy-duty truck brand. The acronym is short for First Automotive Works – which explains the prominent number one on the company logo framed by the wings of a hawk.

And like the majority of new brands appearing in the automotive industry over recent years, the manufacturing source is The People’s Republic of China.

The name is also a clue to the history of the brand. Established in 1953, FAW is the oldest of China’s automotive manufacturers with the company also producing the first truck ever built in China (based on a Soviet design) in 1956. The luxury car brand Hongqi is another part of the FAW Group, and the company also has new a strategic partnership with the emerging Leapmotor marque.

Across cars, light commercials and trucks the FAW Group produced 813,000 vehicles last year, with the FAW Jiefang truck division contributing just over 250,000 units. There are already more than 80 export markets where FAW trucks are sold.

In New Zealand the FAW truck range is being imported by Intertruck Distributors (NZ) Ltd. The Tauranga-based company had been in discussions with the Chinese giant for about four years and a deal was formalised last year when development of a right-hand-drive 8x4 model was confirmed.

A cab-over 8x4 is important to Intertruck as it has recently phased out the International 9870 model line.

The first FAW model to reach New Zealand is the JH6 6x4 tractor.

Other configurations of this model will follow and FAW also has a full range of other truck sizes which will suit key sectors of the market as export versions are developed.

The JH6 debuted in New Zealand at the end of 2024 and made an early public appearance at the Bombay Truck Show in January.

New Zealand’s first customer is KAM Transport, the Wellington-

based company dipping a toe-in-the-water with a JH6 which is dedicated to a fresh produce contract for the Somerset Farms operation in Hamilton.

The 6x4 tractor has a high-roof sleeper configuration. FAW builds the 12.5-litre CA6-DM in-line six-cylinder engine which is a Euro V equivalent using an SCR aftertreatment system.

Maximum power of 550hp at 1900rpm strategically positions the JH6 just above of the most powerful Japanese brand trucks, while peak torque of 2600Nm (1917 lb-ft) is developed from 1000-1400rpm.

FAW has chosen the ZF TraXon 12-speed AMT with the intarder equipped 12TX 2421 TD specification, which means a direct drive (1:1) top gear. The truck spec also includes Bosch engine electronics, Knorr-Bremse discs with WABCO heavy duty air brake system and ZF-TRW power steering.

The JH6 has a single left-side 650-litre diesel tank with a small 40L AdBlue tank on the driver’s side.

Using tapered leaf spring suspension, the front axle is rated at 7,700kg while the rear end rides on an 8-bag ECAS system with a 26,600kg rating. The FAW JH6 has a tare weight of 8720kg with a GVM rating of 25.5t and a 70t GCM rating.

The rear axle has inter-axle diff locks and the 2.688:1 ratio gives tall gearing which is well-suited to the moderate weights and easy State Highway 1 route for the daily Somerset Farms run.

The non-standard features added to the KAM Transport unit are a stone guard, a CB radio and EROAD driver facing camera. There’s also a swap to Giti GSR259 super single steer tyres in 385/55 R 22.5 sizing which are fitted on 11.75-inch wide alloy wheels. The drive tyres are Double Coin RT500s in standard 275/70 R22.5 dimension.

Other standard features include an adjustable roof spoiler and four-point cab suspension. Inside the cab there is a double bunk sleeper layout with a slide-out fridge beneath the lower bunk.

The interior is a rather old school mix of light and dark brown plastics with beige cloth trim.

The modern specification also extends to the safety and driver Truck & Driver | 25

assist functions. Standard fitment tech includes Lane Departure Warning, ABS/EBS with Advanced Emergency Braking System, Forward Collision Warning, Speed Limiter, Hill Start Assist and Electronic Stability Control.

There are also four cameras (although only three are being utilised on this truck) with left and right side views plus forward view displayed on a 10-inch touchscreen in the centre fascia which is angled across toward the driver. The rear-facing camera only provides a view of the trailer, but a cable can be attached running a camera to the back of the trailer.

The most common question with any new brand will centre on aftersales support. Intertruck is offering a 3-year/500,000km warranty.

For this contract KAM Transport is running the FAW five days a week from the Somerset Farms processing facility in Te Rapa to deliver produce to supermarket distribution centres. On the return run it

26 | Truck & Driver

collects crated produce grown at market gardens in the Pukekohe area, which is then processed and packed back at Te Rapa.

The truck is paired up with a 2022 build Fairfax IS quad semi riding on air suspension and BPW axles with a self-steering fourth axle. The 28-pallet unit was previously working with a 620 Scania and is fitted with a ThermoKing SLX Spectrum chiller.

In keeping with its brand name there are several `firsts’ associated with this particular truck according to Bill Bamber, General Manager at KAM Transport and Logistics.

“All of our purchases since 2015 had been Scanias so it’s definitely something different for us,” says Bill.

It’s also the only Hamilton-based truck working in the 67-strong KAM Transport fleet.

Bill describes the selection of the FAW as a trial.

“Obviously the price was extremely competitive. It’s on a fairly easy run, so we thought we’d give it go,” he says.

“We have an arrangement to trade it in again after three years if it’s not doing the job. But at this stage, you’d be hard pressed to find any reason not to put one of these on.

“It’s a new contact [the Somerset Farms work] for us. The idea is for

the truck to do two runs a day, but it’s only doing one at the moment.”

Bill says having a well-established local distributor such as Intertruck representing the new brand was a key part of the buying decision.

“We are aware there had been back-up and parts issues with some of the other Chinese brands introduced a few years back,” Bill says.

“We believe Intertruck will have the parts and the servicing back-up we can rely on. The fact is they [FAW] are such a big manufacturer in China, so they won’t want it to fail.”

The FAW went on the road in March and has clocked up 22,000km on the run up the Waikato Expressway and Auckland’s Southern Motorway.

“I’m very happy at the moment. It’s extremely good value and I’m pleased with the service from Intertruck and also with how the truck is performing,” says Bill.

“Fuel economy is one of the reasons we have Scanias, and the FAW is also proving itself in that respect as well.”

Bill sees the emergence of Chinese brands as a repeat of how Japanese and Korean products have become accepted into car and truck markets.

Above: Hamilton’s Scott Gardiner is driving the KAM Transport FAW.

Main pic: The 6x4 is working with a Fairfax quad semi refrigerated trailer.

Truck & Driver | 27

The FAW logo is a ‘1’ framed by the wings of a hawk. The acronym is short for First Automotive Works.

“I think they will keep on improving at a steady pace. The next ones to come out will be Euro VI and have LED headlights and things like that,” he says.

“The beige inside is a bit ugly but given time I’m sure they’ll change all of that. And the badge looks terrible, but that’s just us being staunch.”

The FAW also delivers an operational benefit for KAM Transport.

“It’s our only truck based in Hamilton and TRT are the servicing agents. So, the truck and trailer both get serviced together.

“It keeps it tidier. Without a depot you are relying a lot more on a driver who can think on their feet and not be managed every day. They need to be reliable.”

Bill says the only issue that has required some attention on the FAW stemmed from the switch to the Super Single front tyres. It required recalibration of the speed limiter so the truck could run at a genuine 90kph.

It’s 4degC at a few minutes before 4am on a July morning when arrive in Te Rapa and meet driver Scott Gardiner.

The truck stays at the Somerset premises overnight and after Scott finished the previous afternoon the Somerset team has loaded the Fairfax reefer ready for another trip north.

Scott has checked his schedule and apologises the day will be a little shorter than usual.

“You picked a slow day,” says Scott.

“There’s only one drop-off and one pick-up. On a busy day I’ll have a couple of drop offs and about four different pickups,” he says.

We’re headed to the Primary Connect logistics facility at Wiri and the only destination to reload on the return run is at Patumahoe.

Even though it’s a standard Hamilton-Auckland return run the variables of weather, price, and demand in the fresh produce

28 | Truck & Driver

business all have an influence on how much needs to be moved each day and the details of the route.

“It’s five days a week with no weekends or public holidays. I leave at 4am from Te Rapa heading up to Primary Connect and I’m usually back in Hamilton again by lunchtime,” Scott says.

“They [Somerset Farms] do the pre-packed stuff for the Woollies supermarkets, all your pre-packed stuff like half pumpkins, half caulis, half cabbages and things like that.”

There is also a couple of days each week when Scott heads a little further north, calling at the CHEP depot in Penrose to collect empty pallets.

“Once a week I return empty pallets and crates to Turners & Growers (nearby in Te Rapa]. It would be easier with a curtain sider, but it’s only once a week.”

The loading and unloading process varies at different locations.

“At Woolworths [Primary Connect] they do it all. At the farms they forklift it up to the back of the trailer and I pallet jack it the rest of the way.

“When I get back to Somerset I pallet jack it to the back doors and they forklift it off.

“When they first got the contract, they talked about putting an electric pallet jack in it. I said no, because you need to have a bit of manual effort in your day. You can’t make the job too easy.”

The run up SH1 mixed with a small amount of city running and some rural roads near Pukekohe isn’t a demanding job.

“It’s not very heavy work. I’m about three-quarters loaded this morning, and it would be lucky to be much more than 10t. If I get a load with a lot of potatoes, it’s probably 40t all up and that’s the heaviest it ever gets up to.”

Scott actually gets a break from his morning routine by handing

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The dash layout features a 10-inch touchscreen display and a simple layout of gauges and buttons. over the loaded truck to Hayden Woolston for the first part of the northbound run. A quick stop at Bombay allows Scott to swap back into the driver’s seat and I join him for the rest of the morning.

“I’ve been driving trucks off and on since I was about 18 and I’m 35 now,” Scott says.

“I’ve mainly done linehaul general freight work, but I gave up trucks for a while and worked for the ambulance service for about eight years.

After some initial doubts, Scott says the FAW has impressed him.

“First of all, I was a bit sceptical. But I went into it with an open mind and gave it a go and I actually like it. It runs really well and it’s nice and quiet,” he says.

“Coming out of a 620 Scania I’ve come down in horsepower a little bit, but we are not running at big weights, so you don’t really notice that too much.”

Unloading at the Somerset Farms facility in Te Rapa.

Truck & Driver | 31

Driving a new brand creates a little bit of attention.

“The first thing most people ask me is: `what the hell is it?’ They’ve never seen an FAW before, so I have to explain it a bit.

“I know it stands for First Auto Works and Intertruck told us it’s one of the best-selling trucks in South Africa,” Scott says.

And what is his opinion after five months in the truck?

“Driver comfort-wise it’s right up there. It definitely rides well, and it feels nicely settled on the road.

“The dash layout is simple, and the buttons are well labelled so it’s obvious what they do. It’s a very simple layout and they are also well illuminated so you know where everything is.”

Indicators, headlights and high beam are controlled from the left-hand stalk with the engine brake and manual shift mode on the right-side stalk.

The instrument display comprises tachometer and speedometer separated by a configurable digital info display.

“The visibility is really good and there are no real blind spots. And there are also blind spot cameras, so when I use the indictors the view down the side of the truck comes up on the audio screen and I can see

Above: A 650-litre fuel tank is mounted on the left side of the FAW. Below: The 12.5-litre CA6DM engine develops 550hp and is paired with a 12-speed ZF TRaXon transmission.

32 | Truck & Driver

all the way down the side of the trailer.

“It’s got lane departure warning and a speed limiter. It’s a bit hard in this truck because the speedometer is out by about 6kph, so I go off the EROAD display which is accurate.

“It’s also got great headlights. The high beam is really good.”

The truck is in high roof sleeper configuration, but Scott has no need for the mattress or the second bunk that’s stowed away above it.

The space in the cab is generous with a wide gap between the seats.

“The ceiling is pretty high and there are three big storage lockers up above the windscreen, but I don’t need them,” Scott says.

The ISRI driver’s seat has air suspension and a folding left armrest.

“The seat is really good, and the steering wheel is reach and rake adjustable. The indicators are on the `wrong’ side and the cup holder is a long reach over to the far side of the centre console.

“The main improvement I’d suggest would be to design something for the lower part of the centre console that’s more suited to right-hand-drive. Just make it a bit more user-friendly so it’s not such a big reach across to the only cup holder or to swap something into the 12-volt outlet.

“The other thing is the sun visor is a bit small. But it can’t come down any further - any deeper and it would be blocking the camera.

“The ventilation flow is quite good. But it’s sometimes hard to control the temperature – it’s either too hot or too cold but if you play around with it and you’ll get it right eventually.”

One design aspect that Hayden Woolston and I both identify is the ease of access into the cab.

There are 90-degree opening doors with a good size door aperture and two grab handles while the three wide steps are evenly spaced between the ground and the floor height. And having reached the floor there is plenty of footwell space as you settle into the seat.

When Scott exits from Primary Connect the South Auckland streets are waking up. We are empty for the short second leg of the trip, heading south again, leaving the Motorway at Drury, skirting the edge of Pukekohe and arriving at the Wai Shing market gardens at first light.

The commuter traffic into the city is already building as we drive past Papakura.

“That’s what I like about this run. Pretty much all of the traffic I encounter is going the other way,” Scott says.

Truck & Driver | 33

Adding some variety to the route is a short stretch of narrow rural road.

“A couple of the corners are a little bit tight for the old quad. It tracks around quite well, and the fourth axle is a steerer which helps a bit.

“It’s all good until there’s another truck coming the other way.

“The steering lock is pretty good in tight spaces. On the highway it feels a little bit floaty in the steering and it’s not that precise. It’s a bit different to other trucks I’ve driven but you can’t really compare it to a European truck,” Scott says.

Scott also mentions the benefits of having TRT as the service agent for the FAW. “Another Scania would have meant a trip to Cambridge for servicing, and we would probably have to swap to another trailer when its away.

“With TRT doing the servicing for this truck, everything goes there, and we try and match it, so truck and the trailer are due at the same time.”

Reaching Patumahoe the Wai Shing operation is already into gear for the day and there are freshly harvested crates of broccoli, cauliflower, and green cabbage crated and waiting for collection.

“We’ve only got 12 pallets this morning. At the moment they are

struggling to get much cabbage because it’s been a bit too cold,” Scott says.

On other mornings there will be stops at the likes of Balle Bros. for potatoes and onions.

“There are about four different places we go to but today we only have one.”

It doesn’t take long to load the pallets, and the early light provides our first photo opportunities. Then we’re mobile again and once clear of Pukekohe we head east toward Bombay and are Waikato-bound on the Motorway again.

Pulling away from intersections and roundabouts the lightly loaded FAW makes smooth shifts up through the gears. There’s no sense of haste or effort, which in part is explained because Scott drives the truck in the Economy mode.

“I drive it in the Eco mode. I don’t really drive in Power mode because we aren’t running with a big load. The only thing I don’t like about it is the revs fall away quite a lot before it changes down by itself.”

On the climb up the Bombay Hill with Hayden driving the truck dropped all the way back to 850rpm at 50kph before shifting down to ninth gear.

Above: High roof sleeper layout includes two bunks and three storage lockers above the windscreen.

Below: The 7-axle combination is working at moderate weights.

Truck & Driver | 35

The intarder equipped 12-speed transmission has five stages of engine braking and again the light load asks little of the braking.

“Down the Bombay Hill is holds on the second stage of the engine brake and there’s still three [stages] left. It holds really well,” Scott says.

What Scott doesn’t like to do is switch the engine brake off completely.

“If I turn the engine brake right off and take my foot off the accelerator it will just coast in neutral. I don’t like that because it feels like you are less in control of the truck. That’s just me personally, some people might like it,” he says.

“You can shift it manually as well. There’s a toggle to shift it into manual and then you can shift it up and down from the right-hand stalk.”

Ready to head south to Hamilton again with fresh produce grown at the Way Shing gardens in Patumahoe.

36 | Truck & Driver

On the flat run past Mercer with some patchy July morning fog hanging near Hampton Downs, the FAW is cruising at 90kph using just under 1400rpm in top gear.

The truck is averaging 37.1L per 100km according to the long-term readout on the digital centre display.

“I’m topping it up with AdBlue once a week,” says Scott.

The only other climb on this run is the gentle rise where the Waikato Expressway skirts around east side of Huntly. The FAW holds 12th gear and 90kph the whole way.

It’s a further confirmation of the easy work the truck is doing.

There’s nothing about the terrain or the loads which is asking very much from the 550hp FAW. “Even fully loaded we’re not really running at much weight. We went with the quad for the volume so we can get 28 pallets on.”

Shining a spotlight on the primary strengths of the FAW JH6 identifies the cab access and space, the visibility, comprehensive safety package and the nicely settled ride quality as the best aspects of the newcomer.

“It sits on the road nicely, it feels comfortable and it’s not working too hard,” Scott says.

“It’s well thought out inside and I’d say it would make a pretty good linehaul unit with the space and the comfort,” he says.

“They [KAM Transport] selected this run to trial this truck because it’s got one driver and it’s on pretty much the same run every day. It will be good tracking for them.”

Attractive pricing will be a key part of getting the FAW brand up and running in the New Zealand market. But equally, the importance of having a well-established local distributor such as Intertruck as the representative for a new brand can’t be underestimated.

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W

ITH THE RECENT LAUNCH OF another Chinese truck brand, New Zealand Truck & Driver is keen to spend some time behind the wheel so the industry knows what these new arrivals are all about.

The new FAW (First Automotive Works) FH6 is proving well-suited to a fresh produce run for KAM Transport and the 550hp truck also appears to be a good fit for the supplier (Intertruck Distributors) and the service agent (TRT).

Like any new product, FAW needs to prove itself in real-world conditions. In the NZ trucking scene, this is especially important – rarely does an all-new truck hit the mark perfectly on its first outing.

I meet the FAW JH6 in Te Rapa, Hamilton, at 4am for its early run to Auckland.

Because the trip is relatively short, I take

38 | Truck & Driver

the opportunity to drive to the top of the Bombay Hills.

Getting into the cab is straightforward thanks to a 90-degree opening door, deep well-spaced steps, and sturdy grab handles – making it easy to settle into the driver’s seat.

Inside, the layout is conventional; there’s a semi-wraparound dashboard and an almost flat floor. The 10-inch entertainment screen and all function buttons are large and well-lit, ideal for an early start. The cup holder is positioned far to the left of the dash, which is a long reach and one of the only clues that the design is primarily for left-hand-drive markets.

The interior colour scheme combines beige cloth trim with a couple of shades of brown plastic surfaces. Some might find it distinctive; others less so.

Hayden Woolston Once ready to go, I select Eco drive mode from a toggle near my left knee, and we’re off. Exiting the yard and heading onto the Waikato Expressway through Te Rapa, the throttle response is smooth, and the truck effortlessly accelerates to the speed limits.

The large-size mirrors are effective and there’s also standard blind-spot cameras that activate when using the indicators.

They display on the entertainment screen providing a view along the sides of the truck.

On the northbound motorway, I settle into a comfortable drive. However, I can’t use the cruise control at 90kph because the truck is speed limited, and the speedometer reads about 6kph higher than actual speed. This discrepancy may be due to the optional super single front tyres.

It’s a comfortable drive along the expressway, though the chilly Waikato winter morning presents a challenge for the climate control. The aircon tends to blow either very hot or very cold, so I need to keep adjusting it to prevent the windscreen from fogging.

As we approach the Huntly bypass, the 550hp engine with 2,600 Nm of torque effortlessly takes us over the gentle hill without the need for downshifting. We even overtake a couple of heavier trucks.

However, when reaching the south side of the Bombays at 90 kph, I was surprised to see the tachometer drop to around 850rpm before the 12-speed AMT decided to shift gears. It sounded like the truck might stall,

but it held on. I ended up in the far-left lane at about 50kph in 9th gear, being passed by other trucks. Clearly, some gearbox mapping adjustments are needed.

During my drive I tested all five stages of the transmission intarder. Only the second stage was necessary during normal driving, though I engaged all five to assess its effectiveness.

It works efficiently to slow the truck for an intersection or to maintain speed on a descent.

At the top of the Bombay’s, I handed the truck back to the driver. Overall, it wasn’t a bad drive – the steering feels slightly vague and could do with more feel, but I’ve experienced worse.

The FH6 is a solid starting point for a new brand. It has all the key safety features including lane departure warning, ABS/EBS with advanced emergency braking, forward collision warning, hill start assist and electronic stability control.

And there’s also scope to fine-tune it for longer, tougher runs on Kiwi roads. I look forward to seeing what FAW and Intertruck can achieve with this brand in New Zealand.

• SPECIFICATIONS • FAW JH6-T6 6x4 Engine: FAW CA6DM3 in-line six cylinder Euro V (SCR) Capacity: 12.5-litres Maximum Power: 410kW (550hp) at 1900rpm Maximum Torque: 2600Nm (1917 ft-lb) at 1000-1400rpm Fuel capacity: Diesel 650 litres, AdBlue 40 litres Transmission: ZF TraXon 12TX 2421 TD 12-speed automated manual Ratios: 1st – 16.69 2nd – 12.92 3rd – 9.93 4th – 7.67 5th – 5.90 6th – 4.57 7th – 3.66 8th – 2.83 9th – 2.17 10th – 1.68 11th – 1.29 12th – 1.00 Reverse: 1st 15.54, 2nd 12.03, 3rd 3.40, 4th 2.64 Final Drive ratio: 2.83:1 Front axle: 7,700kg rating Rear axles: Tandem drive with differential cross lock (26,600kg max axle loading) Brakes: Front and rear discs with ABS/EBS and Brake Assist System and Advanced Emergency Braking Auxiliary brakes: 5-stage engine brake with intarder Front suspension: Parabolic leaf spring with stabiliser bar Rear suspension: 8-airbag Electronic Control Air Suspension GVM: 25,500kg GCM: 70,000kg

Truck & Driver | 39

TD35420

30 years’ Experience of Aluminium Clip-Chip Custom High Cube, Tipper and Moving Floor Units

Driving the economy

Kim Unahi-McLellan accepts the Supreme Award on behalf of her late husband Alex McLellan with VTNZ’s Richard Northover, left, and Jim Crouchley from Transporting New Zealand at the recent Transporting New Zealand South Island Seminar.

Wins all through the industry T

HERE ARE CURRENTLY MANY ISSUES and challenges facing the road transport industry, and it was very rewarding to explore these at Transporting New Zealand’s South Island Seminar, held in Christchurch at the end of June.

It was a pleasure catching up with familiar faces, meeting new people, and celebrating success through awards that recognised achievement across a range of categories. Congratulations to all the winners, and thank you to everyone who took part.

It’s clear the shape and makeup of our industry is evolving. At the seminar, Head of Policy and Advocacy Billy Clemens shared an update on the latest data and trends which is covered in more detail in a separate article.

in 1987, and aside from the age change in 2011, this is the most significant proposed update in 40 years.

These changes would have a real impact on our members and the wider road freight sector. So when public consultation was opened, we voiced our support, despite the odd bit of criticism.

It’s tragic that young drivers are so over-represented in road trauma statistics, and this is a global issue. Yet even with our twotest system, the AA says New Zealand has the highest youth road

by Dom Kalasih fatality rate in the OECD. Chief Executive Very few countries require a second practical test, and there’s little Ia Ara Aotearoa Transporting evidence supporting its effectiveness.

New Zealand It would be irresponsible for us to support a licensing system that doesn’t deliver results—especially when international evidence shows better approaches. We must base our decisions on real data and proven Driver Licensing Changes Are a Step Forward safety outcomes. That’s why we support the proposed changes.

Like many other countries, New Zealand is seeing an ageing truck driver workforce, and as more drivers retire, it’s crucial we attract skilled, capable new Bridging the gap entrants to the profession.

We get involved in quite a bit of advocacy for the industry, but I can’t remember Many older readers will remember the excitement of getting their licence it ever having such a quick payoff! just after turning 15. That’s no longer the case – in 2011, the minimum age The Pekatahi Bridge on SH2 between the Port of Tauranga and the East was raised to 16, and the process has become more rigorous, which is positive. Coast has been a boneshaking ride for a long time.

Still, more young people seem to be delaying getting their licence, or avoiding We popped a bit of video taken by Warren Sherborne onto Facebook, did a it altogether. bit of media, and within three days, NZTA said the bridge is getting a major Streamlining the process for getting a Class 1 car licence - the first step overhaul. toward a truck licence - is one way to address this. Earlier this year, proposed It wasn’t just us, of course, there have been plenty of people working to get changes to the Graduated Driver Licensing System (GDLS) were announced. something done. But we were happy to lend a hand.

The most notable proposal is removing the final driver assessment and And maybe the announcement by NZTA was coincidental. Or it may be replacing it with targeted penalties to better manage novice drivers. that people saw a terrible bridge and put some pressure on it getting fixed.

Driver licensing plays a critical role in road safety. GDLS was introduced A win is a win!

Truck & Driver | 41

Driving the economy

Port price hikes make no sense M

AJOR FEE INCREASES ANNOUNCED Clemens says delivery times are dictated by customers. by the Port of Auckland will strain New “A survey by one of our major North Island members Zealand’s freight supply chain and add costs revealed that only 12 per cent of their customers could for consumers, Transporting New Zealand says. accept night-time deliveries of containers.”

In May, the Port of Auckland (POAL) revealed plans to He adds that even the port’s own data shows limited raise its Vehicle Booking System (VBS) fees by 170 percent flexibility in freight delivery windows.

by January 2027. VBS fees are charged every time a truck “VBS increases are not an effective way of changing accesses the terminal to deliver or collect a container so the freight demands, and consumers will be left to pay the price.”

Billy Clemens, increase will add a major cost to freight.

Instead of increasing charges, Clemens says POAL head of policy Currently, trucks pay $130 per visit during peak hours and and its owner, Auckland Council, should focus on lifting and advocacy for Transporting New could be $350 by January 2027. productivity.

Zealand.

POAL also plans to increase charges on a wide range of cargo “If the port seriously wants to lift productivity and types, not just containers. performance, it should be incentivising dual-slot bookings Transporting New Zealand Head of Advocacy Billy Clemens says the (where operators deliver and pick up containers on the same trip) hikes can’t be justified by performance. and improving traffic management and lane design to speed up truck “All that cost just gets passed on to industry and to consumers, and turnaround times.” adds to the cost of New Zealand goods heading overseas, making us Mike Knowles, chair of the New Zealand Cargo Owners Council, less internationally competitive. All at a time when the port is already agrees that the fee strategy is flawed. comfortably surpassing its profit targets.”

He says relying on time-of-use pricing won’t deliver real change, as He says POAL claims the aim is to encourage more off-peak deliveries, ports are just one link in a much wider logistics chain. but that misunderstands how the supply chain works.

The Council is now calling for greater scrutiny of port fees.

“Traffic data confirms that our members already do their best to avoid “We think the time is long overdue for a closer look at arbitrary peak traffic because it’s a nightmare in Auckland as it is. If they could fee increases that do not result in measurable service or infrastructure avoid it, they would.” improvement – as things stand the ultimate loser here is NZ Inc.”

Ia Ara Aotearoa Transporting New Zealand’s team is available to asist our members around New Zealand Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz Dom Kalasih, Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz

Vicki Harris, Membership Benefits Advisor 027 534 3848 • Vicki@transporting.nz Keith McGuire, Membership manager Upper North Island 027 445 5785 • keith@transporting.nz Odette Geyer, National Membership Manager 027 274 0792 • odette@transporting.nz

Lindsay Calvi-Freeman, Membership Manager, Lower North Island, Upper South Island 027 556 6099 • lindsay@transporting.nz Jim Crouchley, Membership Manager Lower South Island 027 261 0953 • Jim@transporting.nz

www.transporting.nz

42 | Truck & Driver

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Driving the economy

Murray Young and his Hyundai Iconic EV. He says it helps offset his carbon footprint so ‘in the future there will be enough petrol left to fill the tank of my V8 Falcon.’

By David Killick

Let there be one voice

Transporting New Zealand board member Murray Young is also the general manager of NZE, based in Christchurch. He talks about some of the challenges in the sector and what can and should be done.

F

OR MURRAY YOUNG THE ROAD FREIGHT SECTOR needs tech, professionalism and productivity increases. And getting things moved around is everyone’s business, he says.

“We need to improve the effectiveness of the chain of responsibility in New Zealand to ensure all parties are equally responsible for noncompliance from those consigning the goods to those receiving the goods; everybody in the chain needs to be accountable,” Murray says.

He also believes the entry criteria to obtain and retain a transport service license (TSL) allowing people to operate a transport business needs to be reviewed to ensure the holders are meeting their responsibilities.

This includes complying with laws that apply right down to making

Murray Young says it is essential the Cook Straight ferries are replaced and it’s not essential for them to be rail enabled.

sure they have off-street approved parking for their vehicle, or vehicles, before being issued with a TSL. “It’s not good for our industry image to use the side of the road as a truck park, or to be flouting the law.

“As an industry, we have a proud history of doing the right thing and being professional. We need to maintain those standards because, if we don’t, then our industry will be undermined and in time undervalued.”

At the same time, he says there are major opportunities in embracing technology to improve supply chain resilience, identifying potential HPMV routes, and moving towards lower-emission transport solutions which in time will mean road transport will have an environmental advantage over alternative modes.

“We can use technology to quantify the activity on all routes to ensure the RUC revenue being recovered from these routes is being reinvested in their upkeep and improvement. I think with cohesive and effective industry coordination, advocacy, and appropriate policies, we can turn today’s pressures into tomorrow’s progress.”

Challenges “Our challenges are shared challenges, such as the consequences of a lack of investment in roading infrastructure for current and future freight needs. The result is not just an inconvenience; it’s a barrier to economic and productivity growth,” Murray says.

44 | Truck & Driver

Driving the economy “The ripple effect of these inefficiencies is felt across every sector, directly impacting businesses, consumers, and the economy.

“We need to adopt a model where the pipeline of major infrastructure projects isn’t changed when governments change. This would allow NZ Inc. to maintain and develop its infrastructure resources. Any new government could add to the pipeline of projects but couldn’t renege on previous government decisions and commitments made to the industry.”

Congestion Murray says freight movements should be exempt from any form of congestion or time-of-use charge.

“We are already paying our access way with RUCs and local body fuel tax. Additional charges in time tend to get absorbed into our freight rates, and if not passed onto the consumer, then they will result in our margins being eroded further.

“We should do all we can to improve productivity at the least cost to industry. We all notice the reduced congestion during the school holidays.

“This confirms that reducing light vehicle fleet movements at critical times is an easy way to improve productivity, reduce our carbon footprint, and improve safety.”

He says the industry is doing what it can with out-of-hours, weekend deliveries, and phased start times.

“When you look at the main congestion times during the day, 95% of the traffic is light single passenger vehicles, so perhaps that is where we start to look for solutions or alternative forms of revenue. Or are we an easy target to collect revenue?”

What is dire about crossing the Strait Murray says it is essential the Cook Straight ferries are replaced and it’s not essential they need to be rail enabled.

“If the taxpayer was fully aware of the total costs and the revenue generated from the rail freight activity, they too would suggest it’s not essential that the new ferries are rail enabled, or even government owned. In fact, rail freight isn’t in the just-in-time market, if it’s needed just in time or urgently, it moves by road.”

He says the travelling public, tourists, and commercial freight operators have the same requirements: The ferry service must be safe, reliable, and competitively priced.

“The current Cook Strait ferry situation reflects failure in leadership and decision-making. The obvious and overdue solution is to replace New Zealand’s aging ferry assets. Action surrounding this has been delayed for a decade due to political interference, poor governance, and a lack of commercial pragmatism.

“Despite significant public spending, there has been little progress to show over the last 10 years, and it may be another five years before new vessels arrive.”

He says the Ministerial Advisor Group’s commercially sound proposal was ignored along with expert advice and overseas trends.

“The decision made reinforces the inefficiency of government-led procurement in this context. KiwiRail, unlike other SOEs such as Air New Zealand, operates under excessive ministerial oversight and levels of bureaucracy that hampers timely commercial decision-making.

“Globally, ferry services are run very efficiently by the private sector.

New Zealand should follow suit, focusing government investment on essential services like health, education, and the Police.”

“The success of Jim Barker and the introduction of Bluebridge shows that an independent commercial competitor delivers better outcomes for passengers and freight alike, without a taxpayer subsidy.

“Before Bluebridge, stock was difficult to move between islands, and you were never quite sure if the ferries would be operating during Christmas and Easter.”

Why ‘one voice’ for the industry is desirable Murray says in the fast-moving political and economic environment, the ability of the transport industry to advocate effectively has never been more important. Yet, despite our shared challenges, the sector continues to struggle due to its fragmented representation.

“It’s not a question of effort; across the country, industry associations are working hard to support their members, push for reforms, and engage with government; but with so many groups speaking to the same stakeholders, often from different angles and with differing priorities, our collective message is being diluted,” he says.

“That makes it harder for decision-makers to engage meaningfully with us, and it weakens our ability to influence outcomes that affect us all.

“There was a time when the government knew exactly who to call to understand the position of the transport sector,” he says.

“That clarity gave our industry weight at the table, not because everyone always agreed, but because the messages were coordinated, considered, credible, and more importantly, they were consistent. Today, that kind of cohesion is missing. Instead, ministers and officials hear multiple views from different associations, and the result may lead to confusion, delays, or missed opportunities.

“If we want our influence back, if we want to shape the future of transport rather than just respond to it, we need to focus on moving in the same direction and that starts with finding common ground; the big issues affect us all.

“When we take the time to align shared goals, we build a stronger foundation for advocacy. It also means strengthening collaboration, working together behind the scenes, sharing information, and supporting a joint approach on key issues showing professionalism and unity.”

Things to love about the job Murray says despite the sector’s challenges, he wouldn’t pick another one to work in.

“I love working in an industry that keeps New Zealand moving, that’s real, and has a role for everyone who is prepared to front up and work hard.

“Every day brings a new challenge; it’s like piecing together a giant jigsaw puzzle with the opportunity to make a real impact.

“Outside of work, I unwind by spending time with family, enjoy keeping fit, and restoring an old BSA motorbike.

“And driving an electric car that offsets my carbon footprint so in the future there will be enough petrol left to fill the tank of my V8 Falcon.”

Transporting New Zealand board member Murray Young relaxes by working on his classic 1951 BSA motorbike. The 250cc single-cylinder motorbike once belonged to his father.

Truck & Driver | 45

Driving the economy

Tiny Towing Solutions specialises in moving small relocatable homes and buildings.

Fixing a major issue with moving tiny homes A

NGUS HAMILTON HAD AN INSURANCE In fact, he says it’s been the opposite. problem for his growing business.

“The other day I had a question so I rang Jordan. He didn’t He moves tiny homes - often at short notice and know the answer but within 20 minutes he rang me back with it. over long distances all around New Zealand. That means he “We do about 1000 tiny home moves a year, so that’s a lot of needs insurance cover fast, and specific to each job. paperwork that needs to be done!”

But his existing insurance broker just wasn’t up to speed.

“Now we’ve got a link on our website that customers fill out “I would send through all the details and then never get an and the information goes direct to Gallagher and they’ve got a e-mail back. Then I’d have to ring them and follow up and all that couple of people on the team monitoring those. So far everything’s Angus Hamilton from Tiny Towing sort of stuff. To me the point of having a broker is so I don’t have to been done within two or three hours!”

Solutions. do any of the work!”

Angus says the difference comes down to service and convenience.

Fortunately, Angus had a connection – Vicki Harris, Transporting Gallagher has been far more responsive and effective than his New Zealand’s membership benefits manager. He knew Vicki because he had previous brokers—saving him time and stress. helped move her own tiny home to its current location in Kaikōura with his Tiny Towing Solutions was established in 2020 in Te Aroha, Waikato. firm, Tiny Towing Solutions.

The business now operates four trucks, three trailers, and employs seven staff, And Vicki knew Gallagher, a Transporting New Zealand benefits partner transporting small buildings to many remote, hard-to-reach places. since their days as Crombie Lockwood.

While the company picks up some back-loading and vehicle transport work, “So I spoke to Vicki and then she passed me on to Jordan [Baldock] at about 95 per cent of their business is tiny home related.

Gallagher in Tauranga.

And that’s another reason Angus rates Gallagher.

We met in a coffee shop and had a quick chat about what I wanted. A couple “You can talk to them about hire trucks, assembly trucks or flat decks or of weeks later they came over to my yard with a proposal of what they could do whatever, and they know what you’re talking about because they’re a truck differently.” orientated insurance company.”

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The TSS Sensitive Freight fleet is busy servicing the transport needs of the health sector.

48 | Truck & Driver

FLEET FOCUS

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Truck & Driver | 49

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Isuzu models are used exclusively in TSS operations with all trucks no more than four years old.

TRANSPORT STORY ISN’T ALWAYS ABOUT THE BIGGEST trucks, high horsepower, custom paint, or eye-catching accessories.

The New Zealand division of TSS Sensitive Freight has a fleet of standard white Isuzu light- and medium-duty trucks on the road identified with simple branding.

Yet the company specialises in some of the most carefully planned and complex freight tasks in the industry. TSS moves high-value, high-tech and time-critical cargo, usually on behalf of major global manufacturers.

Operating from Auckland, Wellington, Christchurch, and Dunedin depots with a current fleet of 10 trucks, the New Zealand division of the Australia-based company was established only five years ago.

It has grown significantly in that short time, moving into a purpose-built office and 4000sqm warehouse facility at Wiri in August 2024 and also adding three new trucks to the fleet in the last year to keep pace with the demand for its highly specialised freight service.

TSS Director and New Zealand General Manager Jason Tredgett explains the company name is an abbreviation for Transport Sensitive Solutions.

“But we’re not known by that name, everyone knows us as just TSS,” Jason says.

The company was founded in Australia 15 years ago.

“The directors and owners of the business, including myself, used to work for a specialist transport company operating across Australia and New Zealand. Several years ago a small group of key staff split away to form what is now the TSS business.

“It has grown from very small beginnings, particularly in the last three or four years during which we’ve enjoyed a period of significant growth, increasing our truck fleet and our staff numbers,” Jason says.

The best summary of the service which TSS offers is the secure transport of very high-value and high-tech equipment, which must be handled with care.

“The freight we move is likely to be very expensive, specialised and require special handling, loading and delivery,” Jason says.

“Our experience tells us the word sensitive can mean different things depending on who you talk to. It could mean time sensitive – getting the goods on site to meet an engineer and helping him or her to install the equipment.

“It might be the item we are being asked to transport is a prototype or a one-off. It could be being moved around the country for a series of demonstrations, or to a conference or to a training day.

“We also do a considerable amount of project-related work. So, a job might need us to engage a crane company and corresponding traffic management works.”

A typical example of a TSS project would be delivering the latest generation MRI machines, CT scanners and X-ray equipment into New Zealand’s hospitals, medical centres and cancer clinics.

If you encounter any modern, large, complex medical device in one of these facilities, it’s very likely to have been delivered by TSS staff and trucks.

Laboratory equipment such as centrifuges and bio safety cabinets, fume hoods and freezers through to cancer fighting linear accelerators, large commercial printers, and also the cooling and power distribution support systems for new data centres are some of the other specialised freight which is moved

by TSS. A recent 18-month project working alongside the NZ Civil Aviation Authority saw TSS deliver new CT scanners into every International airport around the country.

The complex planning for the work is necessary because most Truck & Driver | 51

deliveries aren’t complete until the special piece of equipment is in its final working position.

Or as Jason says: “We’re not just rolling back a curtain, having someone unload us, and going on our way again.

“The transport component is sometimes only a small part of what we do. The drivers might only drive two hours in a day, but they’ll spend another six hours on site completing a delivery.”

Delivering MRI (Magnetic Resonance Imaging] machines is a typical example of the work TSS specialises in.

“MRI machines can weigh as much as eight tonnes and have another 20 crates of ancillary equipment. Sometimes we’ll have a team of eight people to complete a delivery,” says Jason.

“We might have to move the equipment into a new practice or move it through the corridors of a hospital at a time which causes the minimal amount of disruption to patients and staff.

“An MRI machine delivery is usually completed in the weekend or out-of-hours. There is always a crane and most likely traffic/ pedestrian management involved too.

“I’ve personally completed 60 or 70 MRI deliveries and removals in my time and every job is different. You can do an MRI in Whangarei one week and one in Wellington the next, and it would be a completely different set of circumstances.

“The safety side of our deliveries is always key. There’s a massive focus around keeping our people and the public safe.

“With every job we do, there is a robust safety plan in place.

We’ve completed risk assessments, reviewed lift plan and traffic management plans and before anything happens, we conduct a full pre-start toolbox meeting – to capture everyone involved. I’ve spoken in front of 50 people on some of the bigger jobs.

“One of the most complicated jobs we did was on the fifth floor of Auckland Hospital. We removed the old MRI out and two weeks later delivered the new MRI. That particular job involved 52 | Truck & Driver

closing the Auckland Hospital main ambulance bay and diverting ambulances to North Shore and Waitakere Hospital for period of about six hours while we set up a crane in the centre of the ambulance bay.”

Alongside the planning and moving there is an equally important element of precision in much of the work that TSS tackles. An MRI machine is again a prime example.

“Before final handover to the client, is it has to be in its perfect final position – completely level and lined up to both its ISO centre points,” Jason says.

The extent of the precision means making certain an 8-tonne MRI machine is laser-centred to tolerances as fine as 1mm across two axis while also being completely level. With the supporting cabinets, computers, cables and screens all placed in position as well.

“And the MRI room we deliver into is a 95% complete faraday cage, so its lined with copper and is very delicate. We have to lay special floor protection all the way through, and we can’t touch any of the walls,” Jason says.

Another recent medical sector job was installing a new Linear Accelerator for North Shore-based Auckland Radiation Oncology.

“Each of the main components was 2.5t and we craned it in through the purpose built glass hatch in the roof. It was a big undertaking, and the culmination of months of careful planning with the client, the builder, crane company and project managers,” says Jason.

“We recently delivered a GE Healthcare Cyclotron, which is a large machine that makes the radioisotopes used in PET scans.

The main component alone was over 20 tonne and it had to craned into a purpose built bunker and then all have all the large shield tanks placed around it and bolted to it before the 13 tonne concrete roof plug was lifted into place, sealing up the bunker.”

Recent years have been a busy time for the development and

Left: Jason Tredgett is a director of TSS and the New Zealand General Manager.

This page: TSS Sensitive Freight staff delivering a CT scanner into North Shore Hospital.

introduction of new medical technology.

“We are very lucky in New Zealand. There are now a large number of machines like MRI’s and CT’s spread all across the country giving patients better and increasingly localised access to the latest medical imaging technology,” Jason says.

“We have got a very high standard of medical imaging in New Zealand, and we’ve been heavily involved with that for three or four years and we have probably delivered most of it.

“The world is changing and luckily, we are involved in it.

“We are ISO 9001 accredited, and I believe we are one of only a few, if not the only transport company in New Zealand with ISO 13485 certification, which is the transport and logistics for medical devices.

“That standard [ISO 13485] covers all aspects of medical devices, and we are accredited for the transport and logistics side of that standard. I don’t think anyone else in New Zealand is.”

There’s also been a surge in data centre construction in New Zealand over recent years.

“We’ve been fortunate to be involved in many aspects during their construction, such as the handling and delivery of cooling and power distribution equipment,” Jason says.

The airport security project required long-term planning and a multi-stage roll-out.

“We worked closely with the Civil Aviation Authority for about 18 months as they upgraded the X-ray equipment across all their domestic and international screening points,” says Jason.

Truck & Driver | 53

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“When you fly on a commercial jet in NZ your carry-on luggage now goes through a new CT scanner rather than an fixed X-ray scanner. Over a year-and-a-half we delivered about 40 of those to airports all around the country.

“Each scanner weighs about 3.5 tonnes. We received them, unpacked them, stored them and transported them to the airports and we moved them through the airport, usually at 4am when there are no passengers or flights.”

Another speciality service offered by TSS is a “white glove” delivery service.

“We do some high-end retail delivery work. If someone buys a very expensive piece of furniture, for example from a fashion boutique, we can take care of the delivery.

“It’s shoes off at the door, gloves on, dust everything down and take away all of the packaging when it’s done.”

Developing additional work in new sectors is a current focus at TSS. “We’ve recently taken on a business development manager for the first time. We are looking to educate the market because sensitive can mean different things to different people.

“Just because it’s not medical, or it’s not a data rack, doesn’t mean it’s not critically important to a customer.

Our service suits any freight task where the cost of failure outweighs what the premium might be,” Jason says.

“We don’t actually publish a rate card. If someone wants a price, we will work with them to understand their concerns and their problems before we commit to a price for that particular piece of work. Because, chances are there will be some level of complication to it.

“My Operations team, or myself, will visit a site to fully understand it before we prepare a plan and a quote for that particular installation.

“You need to minimise the risk and fully understand the scope of the project and what the clients specific requirements are.”

When there is detailed planning work to be done Jason can call on the experience of National Operations Manager Phil Grigg and at the Auckland depot there also is Regional Operations Manager Nigel Dawson.

South Island Manager Steven Van Buuren is based at the Christchurch depot.

“They are a big key to our success,” says Jason.

“Their understanding and experience comes from years of experience working in sensitive freight. There isn’t really anything in the sensitive world that we come across that one or other of them hasn’t handled before.”

Phil Grigg says he enjoys the detailed project planning and teamwork involved at TSS. “Nigel and I are always brainstorming and bouncing ideas of each other,” he says.

“We do the planning and site visits and organise the crane companies, the scaffold guys and forklifts,” says Phil.

“It can be challenging, and I like a challenge. That’s what it’s about.

“There’s a lot of planning when we crane MRIs and CTs into five-story buildings. An MRI is up to 8t and then we’ve got all the back end – all the cabinets and things. Some of them can weigh 1500kg each.

“We also relocate the large commercial printers. They can be 8m long and weigh about 8t as well. We air-skate them through factories, position them, and bolt them

Nigel Dawson is the Auckland region Operations Manager.

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Above: Barns doors on alloy bodies are critical for moving valuable freight.

Below: Many jobs need to be completed out-of-hours and require crane work.

down for the customers.”

Nigel Dawson says there is a wide variety of interesting jobs for the TSS team.

“That’s what the guys like about it. No two days are ever the same. They can be doing an MRI one day and a CT the next, or an X-ray over to the airport.

“There’s really good variety and it’s real hands-on stuff. You need to be a bit mechanically minded as well.”

Nigel says site visits are important to make sure the correct building dimensions and layout details have been supplied.

“You can be going down a corridor which is 2.5m wide with a machine that is 2m wide, trying to negotiate corners and steps.

“On the planning side, when you get involved with cranes you have to adhere to their rules, and we have our own rules as well.

It’s always an interesting job, that’s for sure.”

Clearly the team at TSS require considerably more than high level driving skills with a range of talents also needed outside of the cab.

“A big part of the strength of TSS is the team of people we’ve got,” Jason says.

“We are a very nimble company, and our staff are open-minded and flexible.

“Recruiting can be a challenge at times. The Class 2 or Class 4 license is a prerequisite, but we recruit to attitude and experience,” Jason says.

“If we find someone who has rebuilt a car at home or does Truck & Driver | 57

Above: Phil Grigg works in the National Operations Manager role.

Below: A delivery to the Whanganui hospital.

Bottom: The TSS team delivering new baggage screening equipment at Queenstown International Airport.

58 | Truck & Driver

something like woodwork, then they likely have skills we need.

They are probably good at problem solving, and they can work with their hands and use tools.

“We have to uncrate a lot of things on site, so our guys are often using tools and drills.”

The variety of work is among the reasons why Jason says the company enjoys a very low staff turnover rate.

“The variety of work helps to keep them engaged. They don’t really know one day to next where they will be going or what they will doing.

“We have lots of customers, but we don’t have any regular runs.

We don’t run down to Tauranga every second day or anything like that. We are very reactive and some days we don’t know what might be in store for us tomorrow.

And the working hours can vary as well.

“There is a lot of after-hours work. If I arrive in here in the morning and there are three trucks parked up here, I’m not concerned about it. It’s likely they’ve already earned their keep having been on an overnight project for example.”

Getting staff to work the varied hours isn’t a problem according to Jason.

“We might get a job scheduled for a weekend up in Whangarei and I’ll put the call out to see who is available. Nine times out of ten we have enough people volunteer within a day or two.”

Attitude is important because the TSS staff are typically working alongside technicians, engineers and hospital staff. In this role they are indirectly representing the brand which the company is working for.

“For some of our clients, we are often the face of their business,” says Jason.

“We represent them in a hospital or data centre environment, so the end user provides feedback to our clients, and we’ll hear good things from them. Which is what it’s all about.”

Successful jobs are always the primary source of new or further business.

“It’s often a case of `you did this project for us a while back, and it was great. Now we’ve got another one for you,” Jason says.

As well as work that is planned well in advance, there are other jobs which require an immediate response from TSS. “We have to be 24/7. A couple of weeks ago one of our key customers had a breakdown with a piece of their medical equipment in Hamilton,” says Jason.

“The replacement piece was airfreighted in from Europe. We collected it from the airport, drove it straight down to Hamilton, and we assisted the engineer to replace the 250kg part so they could get the unit back in service.

“We didn’t know about that job until late in the afternoon, and we collected it the next morning when the freight arrived in the country and was cleared through customs.

“We do a lot of reactionary jobs. I don’t want to put too fine of a point on it, but some of the work we do can have life-saving aspects to it.

“There was a machine in the Oncology Department of a hospital which had a malfunction on a Saturday afternoon. It had a full day of scanning booked for the following Monday.

“We were notified, reacted, picked the replacement part from our warehouse and the specialist tools we hold for our client, and went into action to support the swap-out so the CT scans in Oncology could be carried out on Monday as planned.”

The supermarket sector is another that will call on TSS for a rapid response.

“At the front of each Woolworths supermarket is a large digital screen that displays specials and ads as you enter,” Jason says.

Above left: Working late at night and in the early hours of the morning isn’t unusual for the TSS team to minimise disruption at busy locations.

Above right: Admin and office duties at the Wiri headquarters are handled by Lisa (left), Lia (who decided to hide from the photographer) and Jenny (right).

Below: TSS has added three new trucks in the last year. The most recent is this Isuzu F Series 6x4.

“We’ve delivered all of those and we hold a few spares here.

So, if someone accidentally rams a trolley into one and damages a screen, we get an urgent call to come and replace it,” Jason says.

Supporting its transport role, the company also has a 4000sqm warehouse at the new Wiri site.

“We are a transport company first and foremost. And as a consequence of that we have a warehousing and logistics requirement that sits behind that,” Jason says.

“There are a lot of companies out there that have warehouses and also have transport to support them, but we are the opposite.”

The move to the new Wiri site almost a year ago has delivered a number of benefits.

“Before we were in a disjointed four units over by the airport,” says Jason.

“We started in Unit B, then we were in Unit B and C, then B,C and E and then B, C,E and A. We really needed to move.

“The airport was taking back the building and the opportunity to move to Wiri presented itself. We’ve got a fantastic landlord here and this facility is awesome.

“It was designed with safety in mind we have good pedestrian and traffic management and separation and a really huge canopy so everything we do is under cover away from Auckland’s

Truck & Driver | 59

Anteo is the tail lift supplier with trucks fitted with 2- and 3-tonne units. weather. Out at the airport we had a very small canopy.

“We’ve got 3000 pallet positions, but we are not yet full. The warehouse is fast-moving, and it looks different from one week to the next. With the higher value commercial items, clients don’t want that sitting around so it usually arrives just-in-time.”

The extra space, canopy cover and design layout are working well for TSS. “We have got exactly what we wanted, and it has worked out really well. And it’s a good location for the business being close to the motorway,” Jason says.

“We also have Wellington, Christchurch, and Dunedin depots with trucks and staff. We don’t use any agents, so if there’s a job in Invercargill for example, the Christchurch and Dunedin teams will handle it.”

The most visible part of the TSS operation are the trucks themselves.

The all-Isuzu fleet has a number of bespoke design features to meet the specialised requirements of TSS. “We are an Isuzu fleet across the board and there are a number of advantages with that,” says Jason.

“We have the trucks built specially for us by Cam up at Alimax with their lightweight aluminium box bodies.

“Usually, cargo weight is not the issue for us. It’s usually the volume with a lot of items being very well packaged but not particularly heavy.

A 4m wide side door is fitted on all trucks and they all have Anteo tail lifts (a mix of 2t and 3t spec) supplied through Thermo King.

“The Anteo tail lifts are smooth and reliable. You can imagine getting on site for a job and having a tail lift fail. Thankfully that doesn’t happen, but they are very responsive with an engineer 60 | Truck & Driver

on-call 24/7,” Jason says.

“We use the F-Track load restraint system all through the trucks. Everything we move is restrained and as a result we deliver with industry leading care, products arrive exactly as intended, every time.

“We option air ride suspension for all of our trucks and all vehicles are GPS tracked via EROAD. For some clients the cargo we move is so commercially sensitive we have to report a GPS position every 15 minutes during a job.

“We have a great transport management system, and we take a lot of photos of the freight before, during and after the delivery to share with our clients.”

One thing that TSS doesn’t have is a trailer.

“There are no trailers at all. We find the places we deliver to are often not suited to a truck and trailer unit, so we put two or three trucks onto a project rather than using a truck and trailer.

“We call on Vinny and his team from Auckland Flat Deck & Crane to help with any bigger over dimensional loads we occasionally get.”

The choice of truck brand and equipment at TSS is based on reliability and consistency.

“Our clients look to us for reliability. It’s not only about having the staff and knowledge needed, but also about having the right trucks. We’ve also got a very young vehicle fleet – the oldest truck in our fleet is four years old.

“Isuzu has been really good for us. When our guys get into any of our trucks, they are familiar with the dimensions, and the layout, and which button to press to do what.

“It means my guys have a very low accident and damage rate because of their familiarity with the trucks. It breeds a lot of confidence.”

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National Road Carriers

The reality behind the 24-hour vison

Justin Tighe-Umbers, CEO, National Road Carriers Association

A

UCKLAND IS BEING ENCOURAGED TO REIMAGINE ITSELF as a 24-hour city – where people, services, and freight move efficiently around the clock. Mayor Wayne Brown has proposed time-of-use charging as a key tool to reduce peak-hour congestion by encouraging freight movements during quieter periods.

While this vision holds promise, those working within the supply chain, including freight companies and logistics operators, know the reality is far more complex. Structural and cultural settings in Auckland – and New Zealand more broadly – will need significant change before a true 24-hour economy can be achieved.

Freight isn’t the problem – it’s already off peak when possible It’s important to start with the facts. The road freight industry is already incentivised to avoid peak congestion. Operating in quieter periods offers clear benefits: faster travel, lower fuel costs, and fewer delays. Many freight operators have already shifted much of their activity to early mornings, late evenings, or overnight.

However, this shift is limited by factors outside the control of trucking companies. Time-of-use charging may seem a simple fix, but Auckland’s wider system – from infrastructure to workforce capacity – is not yet designed to support 24-hour freight operations.

Structural gaps in a daytime-centred city Much of Auckland’s logistics and supply chain infrastructure revolves around a standard business day. To increase overnight freight, the ecosystem must support it.

Many distribution centres, retail outlets, and receiving docks remain closed outside normal working hours. Without open doors and staff on hand, freight movements stall regardless of incentives.

Noise regulations also pose significant hurdles. Strict covenants in many residential and mixed-use areas limit heavy vehicle operations at night. These restrictions are essential to protect community wellbeing but restrict when and where freight can be delivered.

Health and safety regulations, which continue to tighten, further limit flexibility. Night operations require additional measures – such as lighting, security, and lone worker protocols – which increase costs and operational complexity. While vital for worker safety, these rules make it harder for businesses to pivot toward night-time freight.

VBS charges: another push toward off-peak — but is the system ready?

Recently, the Ports of Auckland increased Vehicle Booking System (VBS) charges, and stated that the move is intended to encourage more freight pick-ups during off-peak hours.

This aligns with Mayor Brown’s time-of-use charging approach – and ironically his desire to source more revenue from the port – aiming to Truck & Driver | 63

National Road Carriers

smooth freight flows over a 24-hour period. But again, freight operators face limitations. Many would like to shift more port pick-ups to nighttime, but decisions depend on client needs, warehouse availability, staffing, and infrastructure support.

In many cases, VBS increases become a cost absorbed by freight companies or passed on to customers without significantly changing behaviour – not due to unwillingness, but because the system isn’t yet ready for full-time off-peak operation.

Workforce: the cultural shift still to come Beyond infrastructure, there’s a deeper cultural challenge. New Zealanders generally aren’t accustomed to night-shift work, especially in freight and logistics.

Recruiting and retaining drivers willing to operate overnight is increasingly difficult. Younger workers often avoid night roles, and those who do frequently require higher pay or burn out faster. If Auckland – and New Zealand – want a 24-hour economy, building and supporting a 24-hour workforce is critical. This means better training, incentives, and wellbeing support tailored to night workers.

The existing driver shortage is compounded when companies must fill overnight shifts on top of an already stretched daytime roster.

Auckland’s challenge is New Zealand’s future The issues Auckland faces – congestion, infrastructure strain, growing freight demand – aren’t unique. As other cities like Hamilton,

Wellington, and Christchurch expand, they will encounter similar pressures to decentralise peak activity and build flexible, resilient supply chains.

Auckland’s move toward a 24-hour city will set a precedent. With smart investment, thoughtful regulation, and collaboration between government, infrastructure providers, and the freight sector, Auckland can lead. But without fundamental changes to urban structure, workforce culture, and operational systems, time-of-use charges and VBS pricing will only have limited impact.

A collaborative path forward National Road Carriers supports the goal of efficient, low-congestion freight movement. But shifting freight into the night cannot succeed on policy incentives alone. It requires: • Investment in night-friendly infrastructure; • Regulatory updates (noise, zoning, health & safety) to enable flexible operations; • A cultural shift that supports and values overnight workers; • Industry-wide collaboration to redesign supply chains with off-peak capacity in mind.

We encourage government and planners to work closely with freight operators to create a system that is efficient, fair, functional, and future-ready. Auckland’s success as a 24-hour city depends on this – and the lessons learned will shape New Zealand’s cities for years to come.

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National Road Carriers

Keeping People at Work: The True Cost of injury in Road Freight

By James Smith, National Road Carriers

I

N OUR MOST RECENT EPISODE OF ON SCHEDULE, I HAD THE pleasure of speaking with Amanda Peart, Manager, Business Engagement and Partnerships at ACC. It was an eye-opening conversation that pulled back the curtain on just how much injury is costing our industry – not just in dollars, but in people and productivity.

Amanda shared some daunting, but important, statistics: over 18 million workdays were lost due to injury across New Zealand last year. That’s the equivalent of 50,000 full-time workers not turning up for work – every single day of the year. It’s a stark reminder of the hidden cost of injury and the long-term impact it has, particularly in a sector like road freight where margins are tight and people are essential.

How ACC Is Helping

Lost Time = Lost People

What Employers Can Do

One of the most striking takeaways from the podcast was the correlation between the length of time off work and the likelihood of returning. As Amanda explained, if someone is off work for 20 days, their chance of returning to their job is around 70%. But after 45 days, that drops to 50%, and at 70 days, it plummets to just 35%.

That’s not just a loss of a staff member – it’s a potential permanent loss of experience, productivity and often, morale within a team. We also know it affects more than the business. For the injured person and their family, time off work often comes with financial stress and a sense of disconnection from daily life.

Early action makes a big difference. Employers should stay in contact with injured staff, work with them on a simple recovery plan, and use the tools available. ACC’s online portal, MyACC for Business, offers visibility into injuries, medical certification, and rehab progress.

And if things get tricky? Talk to ACC or use their referral options for vocational rehab providers.

Freight Sector Paradox

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Interestingly, ACC data shows that while the number of injury claims in the road freight sector has decreased by 20% over the past five years – down from 4,683 to 3,790 – the overall cost of those injuries has risen from $32 million to $44 million, a 35% increase.

Why? Longer recovery times, increased treatment costs and the complexity of injuries are contributing factors.

This highlights a key issue: even with fewer injuries, the consequences are becoming more severe and more expensive. We may be moving in the right direction on safety, but we’ve still got work to do in keeping our people connected and supported through their recovery.

ACC’s Recovery at Work programme gives businesses tools to support staff through recovery, keeping them connected and involved in suitable tasks. Whether it’s light duties, shorter hours or just regular check-ins, staying engaged helps people heal – and increases their chances of returning fully.

Our industry has already made good progress here. Through initiatives like the Harm Free Transport and Logistics platform and successful pilot programmes with ACC, we’re seeing how effective early, proactive support can be. In fact, trials last year in two road freight businesses showed faster returns to work and reduced reliance on weekly compensation. That's a win for everyone.

A Smarter Way Forward At the heart of this conversation is a simple message: the sooner we act, the better the outcomes. Injured workers are far more likely to return if they feel valued, supported and still part of the team.

As an industry, we’ve got our challenges – from an ageing workforce to the complexity of some of our tasks. But we also have a strong culture of looking after our own. We just need to make sure we carry that culture through into how we handle injuries.

I encourage you to listen to the On Schedule conversation with Amanda. The stats are compelling, the solutions are practical, and the opportunity to improve outcomes – for both people and businesses – is very real.

Because in road freight, people are everything. And keeping them connected, healthy and productive is one of the smartest investments we can make.

Truck & Driver | 65

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2/11/2025 11:20:32 AM

FEATURE

Hammar launches life-saving AI

By: Ian Parkes

AWARD RECOGNITION HAS SHONE THE SPOTLIGHT ON A NEW AI-powered pedestrian detection system for sideloader operation, which is hailed as a breakthrough in heavy vehicle safety.

Hammar New Zealand is the winner of the EROAD Outstanding Contribution to Health and Safety Award, presented at Transporting New Zealand’s South Island Seminar Industry Awards in June in Christchurch.

The technology is installed on Hammarlift sideloaders and uses AI and camera technology to identify when pedestrians are too close to a trailer or vehicle which triggers visual and audio alerts for operators.

This first-of-its-kind innovation in New Zealand addresses a major blind spot risk, particularly in high-traffic yards and urban delivery zones.

It’s a fully integrated system that Hammar has developed in New Zealand in partnership with Christchurch-based security system developer Viewtech.

The new ViewtechAi Hammar is a network of five AI cameras mounted on Hammar sideloaders that detects any human form that walks into the designated danger zone.

Full integration with the sideloaders telematics means it immediately stops the lift in its tracks. But it also allows the operator to go into the danger zone and fix or remove chains.

“This is such a game changer,” says Hammar’s Ulf Johansson. “It could help prevent a serious incident or even save a life.”

Moving containers is inherently dangerous and the consequences can and have been fatal, which is devastating for everyone involved. And those impacts ripple outwards, reflecting on the whole industry.

Ulf says safety has been a continual focus at the 50-year-old Swedish company, which has around a 60 percent share of the global sideloader market.

“I have been working with various types of lifting equipment for over 15 years and I would say my priorities are safety, safety, Truck & Driver | 67

The five camera ViewtechAi Hammar demo Hammar 130 sideloader

safety, and quality,” Ulf says. “And the longer you work in this industry, the sharper that focus becomes.”

For most of that time, Ulf has been working in his native Sweden.

“We tried all kinds of things with sensors but nothing really worked,” he says.

Until now.

Viewtech breakthrough Hammar began working with Viewtech in 2023, specifically on the development of their bespoke AI cameras that detect human forms.

The new version of ViewtechAi Hammar virtually eliminates risk to people moving around a Hammar sideloader operation.

The five cameras, two on each side and one on the rear of the trailer, cover the entire operating zone including the far side of the vehicle, where the operator can’t see anyone approaching.

Ulf says they have had Viewtech cameras fitted to Hammar sideloaders for a couple of years but this latest iteration, with more interlocks, has taken safety to the next level.

In the past, if anyone moved into the detection zone, the system would flash emergency lights and sound an audible alarm from a speaker on the side of the trailer. It would disengage the cranes but the system was always active.

Obviously, the driver must still move into the cameras’ field of view to attach and detach the chains used to lift the containers. To allow that to happen, the system releases when the weight comes off the chains.

Cameras monitor all around

68 | Truck & Driver

In the new, fully integrated system, no alarm sounds or warning light flashes at this point, until the crane or stabiliser function are used again and a person is still in the hazard zone. That’s a critical difference, because triggering the alarm whenever the operator moved in to release or fix the chain means it would soon cease to have real meaning.

Now, when any function is active or a weight above one tonne is present on one of the chains and a human enters the danger zone the warnings go off and the system immediately stops the crane operation, thanks to full integration with Hammar’s on board computer system. Viewtech’s AI cameras and system trigger only respond to human forms. They don’t depend on someone wearing a safety vest or transponder to be detected.

“It doesn’t go for movement,” says Ulf. “It doesn’t go for heat.

It goes only for the human form. If you put your hand in view, even parts of a hand, it picks it up at once. You can’t really fool it. We tried it. Lying on the ground, lying on creepers that go underneath.

If you put in your foot… it really is incredible.”

It won’t even respond to cars unless selected, or animals, says Ulf. That may sound harsh but it does illustrate just how accurate the AI system is.

The weatherproof AI cameras have either a 140 or 170 degree field of view, depending on their location on the trailer body and they respond to detection of a human form in 0.01 seconds.

Viewtech claims 99% accuracy but, as Ulf says, Hammar has not been able to fool it.

Rear view AI camera

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Developing at pace Above: The ViewtechAi-equipped Hammar 110

Below: Warning labels show the danger zone monitored by the AI cameras Bottom: Another view of the AI at work

70 | Truck & Driver

Ulf says Hammar has had a distinct advantage in interfacing the AI cameras with the system of sensors and controls already installed on Hammar sideloaders trailers because Hammar’s whole vehicle package is developed and managed in house.

“If we say something here today we can get the engineers to change it tomorrow.”

Hammarlifts already had interlocks installed and a myriad of other safety systems before the Viewtech system was added to the picture. Hammarlifts, for example, have an optional automatic twist lock system securing containers on the deck. Hammar’s ‘HomeSecure’ system keeps the vehicle’s brakes applied until the legs and cranes are locked in their home position.

In the past, using equipment that doesn’t have this safety feature, drivers have accidentally driven off with the legs still down or the cranes raised, damaging doorways, parked vehicles, or even bridges.

The cameras, which are effectively small computers, run full time, because having to boot up when a person is detected means they could miss the critical moment. Their output can be recorded on a digital video recorder device mounted on the trailer which can record 400 hours of data.

Even greater capacity is available.

When a person is detected in the danger zone, the system creates ‘snippets’, bookmarked recordings that include a few seconds before the detection event, and after. They include a host of metadata including GPS location, date and time and speed, if relevant.

As well, all lifting operations are recorded and posted to the cloud for review. Alerts about incidents or near misses can be sent by email as well as to the cloud, accessed via the operators’ Viewtech Fleetview system. They can be

Hammar safety scorecard Pre 2015: Tested and certified with 25% overload of Safe Working Load Emergency stop on wireless remote control and on rear of trailer HOPE - Hammar Optical Positioning Equipment for correct alignment when driving or reversing by the side of the container Operator safety vest, and first aid kit is supplied with every Hammar Extra stabilizers fitted on non-lifting side for extra stability when double stacking High lifting cranes so shorteners are not needed.

Composite footplates supplied for stabilizers on soft grounds Ferry lashings Automatic crane twist locks

2016 Canbus-based PLC computer system monitoring pressures, positions and angles of cranes and stabilizers (override is NOT available) Loads on crane displayed on wireless control

Above: Ulf Johansson

Below: Hammar’s AI-equipped Hammar 130

Bottom: Side protection bars also help keep vulnerable road users safe

Major upgrade on warning signs, Hazard area, keep clear signs, lifting charts, safe working load, chain certificate tags.

Signs placed on several positions around the trailer and cranes

2019 WideLeg design with +562 mm wider tunnel for easier and safer reversing of a companion trailer PSI Tyre pressure monitoring and inflation system

2020 With PowerPack option oil and diesel combi tank is mounted protected inside the chassis beams. Diesel filling available from both sides

2021 Hammar HomeSecure introduced. Brakes are locked until all cranes and stabilizers are folded

2023 AI cameras; 2 cameras stop machine and alarm while remote active

2024 Viewtech Hammar AI Pedestrian Detection System is fully integrated, activating when in operation or when weight is applied to the chains.

This allows the operator to unlock the chains without alarms.

It is connected to the cloud with recording and monitoring capabilities Aluminium side guards on both sides of the trailer to prevent pedestrians and cyclists going under the trailer.

Truck & Driver | 71

Above from left: Hammar’s AI-equipped Hammar 110; camera between signs has a 140 degree field of view; cameras integrated with Hammar’s PLC Below: The camera picks up and records human movements

viewed on monitors at the head office, or on a phone.

There is a monitor in the vehicle too, says Ulf. However, as the operator will be outside the vehicle when performing a lifting operation, using the remote control, the cab monitor is just for the rear view camera, which has the same AI human detection system.

From New Zealand to the world This system is not just a local solution, says Ulf. Ulf came to New Zealand last year to lead the sales and marketing team here but it gave him the opportunity to work directly with Christchurch-based Viewtech on finalising the bespoke system for Hammar.

“We have been doing this work for a long time but close co-operation with Viewtech has made the big difference. It really is a game changer.”

Hammarlifts with the system fitted are available for demonstrations in both the South and North Islands, Ulf says.

This co-developed Kiwi creation will now be part of the Hammar safety solution offered to customers around the world. It can also

72 | Truck & Driver

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be retro-fitted to existing later model Hammar sideloaders.

Ulf says customers can choose the full system or just some components, with fewer cameras, but he expects most corporate customers will see the added value in such a comprehensive solution.

As well as providing next level safety, making it almost impossible for anyone to enter the safety zone when there is weight on the chains, the AI system makes a new level of data capture and analysis possible.

That is an extra layer of benefit to operators. It means all incidents including near misses can be analysed and systems amended to reduce those risks even further.

“If you don’t have the data then you can’t change behaviour,” says Ulf. “It’s also a big safety net for the driver. Even if you have the perfect driver, the driver can’t look everywhere – he can’t see through the container for example, and it eliminates the risk of human error if someone comes in from the side.”

A wider view of Viewtech

Jonathan King from Hammar New Zealand accepts the award for the EROAD Outstanding Contribution to Health and Safety from EROAD’s Amelia Tilby at the South Island Seminar Industry Awards.

Viewtech’s AI system is not unique to Hammar.

The company has been operating since 2001 and it has supplied more than 2500 AI camera systems to New Zealand businesses providing building security as well as safety and vehicle systems.

Viewtech founder Darren Jenkinson says cameras do not lie. It helps logistics companies resolve claims about items supposedly damaged in transit, or consignments being incomplete on delivery.

When the whole operation has been filmed, footage can quickly be forwarded to customers, often providing definitive answers.

“We can help businesses solve damage or health and safety violations extremely quickly. Viewtech Fleetview works with ViewtechAi pedestrian detection and now provides a total safety and video management tool for companies with extremely large, expensive and dangerous machines that work around people.

We’ve even had our system used on Worksafe mandates.”

Darren says investment in the AI system is small compared with the potential costs of accidents, especially severe ones.

And if an event does occur, having complete video recordings on multiple cameras, means a six week investigation of an incident

74 | Truck & Driver

could be done in six hours. That’s a huge saving for insurance companies, which means having this kind of protection can be negotiated into lower insurance premiums.

It’s a point verified by Ulf. He says Hammar’s existing HomeSecure system has already allowed some customers to reduce their insurance premiums.

Hammar’s wider safety aims Ulf is also on a mission to win broader support in New Zealand for another safety system that can be fitted to Hammar trailers.

‘Side underrun protection’ bars fitted between the wheel sets prevent pedestrians, cyclists, scooters, motorbikes, even cars from going under the trailer and potentially under the wheels.

They are mandatory in Europe and adding them to trailers seems like a small but sensible safety feature. Effective barriers can still be very light, says Ulf. Hammar’s commitment to safety has been a continuous part of the company’s evolution.

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LEGENDS

Legendary trucks for legendary people

A MODERN LEGEND: THE KENWORTH T900 LEGACY AT J SWAP CONTRACTORS

T

HE KENWORTH T900 LEGEND IS MORE THAN JUST A TRUCK; it’s a rolling tribute to Kenworth’s Australian manufacturing history. This special edition vehicle, based on the classic T900, captures the spirit of old-school trucking with modern engineering.

With a limited production run of only 257 units, owning one is a mark of distinction, and for the team at Matamata-based J Swap Contractors, acquiring their T900 Legend was a unique opportunity to own a piece of history, brand new.

Securing a piece of history The journey to adding the Legend to their fleet for J Swap Contractors was apparently driven by persistence. Service manager Andrew Swap credits salesman Adam McIntosh of Southpac Trucks for keeping the limited-edition model on their radar.

“He was keeping us in the loop... and annoying us,” Andrew Swap recalls jokingly. And it all boiled down to one question “Did we want to do it?”

Prompted by the rare chance to buy a 1990s-style truck in brandnew condition, a perfect complement to their fleet which already included restored classic T900s (ex-Mike Lambert with plates T9002 and T90011). Andrew says that the decision was ultimately a “Yep, righto, we’ll do it.”

He says that the ordering process itself was a one-shot deal, with all orders required on a single, specific day. However, all the paperwork was handled by Adam, and the truck arrived a year later. Build number 59, with the number plate T9OO59 – in keeping with their classics.

According to Andrew, the T900 Legend came with a largely

76 | Truck & Driver

Andrew Swap

Wayne Booth

predetermined, high-end specification package designed to honour its heritage. This included a Cummins X15 Euro V engine delivering 550hp, an Eaton 18-speed manual transmission, 46-160 Meritor diffs, and Kenworth air suspension.

A notable nostalgic touch was the engine being painted black with red rocker covers, reminiscent of the iconic Cummins N14 engine from the T900’s original era.

The interior was (and still is) equally impressive, featuring a Diamond VIT trim, a full white and chrome gauge package, leather seats, and a custom steering wheel and gear knob.

“They already had all the flash stuff on them... it was all part of the package,” Andrew says.

“We just choose the upholstery colour.”

J Swap Contractors configured its Legend as an alloy tipper and chose a unique colour scheme, reversing the fleet’s standard blue-onwhite design to make the Legend stand out even more.

“We decided to do it as an alloy tipper, which I sort of regret now,” says Andrew.

“It would have been better, maybe as a tractor unit with a sleeper on the back of it. But anyway, that’s what we decided at the time.”

The impressive Kenworth was then sent to Cliff Mannington at Truck Signs for the signage and finishing touches.

A working showpiece While it is a prized possession, the J Swap Contractors’ Legend is no hangar queen.

The truck performs general tipper work, the same as all the other

trucks in the fleet, it’s even serviced with the same attention as the rest of the fleet. However, Andrew says that special care is taken to ensure it remains in pristine condition, with a dedicated driver assigned to keep it looking sharp.

“We definitely make sure there’s a driver on it that’s gonna keep it looking nice. You get different drivers that look after their trucks differently, those that keep it shiny and nice looking,” says Andrew.

The truck is a recognised standout, having been displayed at shows and even parked inside the company’s cafe for a month. Its presence is felt on the road, with Andrew describing it as one of the ‘certain trucks’ in the area that people notice.

During a separate interview, Stephen Swap told us that had he known at the time how good they were, he’d have probably gone for 10 of them.

Andrew laughs, “I don’t know about 10, but I definitely regret not having one as a tractor unit, that we could tow a transporter or trailer with. That would have been very cool.”

Andrew confesses that despite him being behind the purchase and the subsequent attention, he has driven it but not spent a whole lot of hours in it.

“I’ve done a load in it, but not a whole day.”

The Legend from the driver’s perspective Conversely, driver Wayne Booth, operated the Legend for two and a half years and covered 262,000km, and for him, the truck was a dream come true. He says he wasn’t working for Swaps at the time, but when offered the choice between the Legend and a modern Kenworth K200, he didn’t hesitate – at the job or the Legend.

A self-professed fan of “old school stuff,” Wayne had previously driven a T900 and loved the classic shape. He found the Legend to be

a more comfortable modern interpretation of the original, while still retaining its classic character.

His affection for the truck was profound.

“To be honest, and this isn’t being silly, there’s nothing I didn’t like about that truck. I loved it from the day it went on the road,” Wayne says.

He adds, “I’m 60 now, and when I got that truck... It turned the clock back 30 years in how I felt.”

This passion is translated into meticulous care.

Booth considered keeping the truck in “like new” condition to be his personal responsibility.

“I washed it every night. I spent every Saturday polishing it. It’s just what I did,” he explains.

His dedication ensured the truck was always immaculate, drawing comments from other drivers on the CB radio who were amazed by its constant shine. For Booth, the effort was about personal pride and representing J Swap Contractors well.

“I needed it to look better than anything else,” Wayne says.

And in fairness, it does look legendary.

Truck & Driver | 77

FEATURE

Safety Zones is Volvo’s new connected service which will activate an automatic speed limitation function when vehicles are operating in predefined geographical areas.

Truck Tech: Volvo upgrades its advanced safety systems VOLVO TRUCKS IS DEVELOPING NEW SAFETY AND DRIVER assist technologies as well as extending the capabilities of its existing systems.

The truck maker has recently announced two innovations, further cementing its status among the leading brands for both active and passive safety.

This was highlighted at the recent announcement of the initial Truck Safe ratings by the EuroNCAP organisation, with multiple Volvo models achieving the 5-star rating.

The latest development by Volvo Trucks is the Safety Zones connected service which will activate an automatic speed limitation function when vehicles are operating in predefined geographical areas.

The main objective is increased safety in busy city areas, less damage within the truck depot, and less stress for drivers who will know they will not accidentally exceed the speed limit.

Using Safety Zones, transport companies can set speed limits for each truck as it enters a predefined geographical area, a technology often referred to as “geofencing”. Volvo is one of the first truck manufacturers to launch a service of this kind.

When the truck is operated within the area, acceleration above the zone speed limit is restricted by the engine. And the truck actively brakes to reach the zone speed limit if it enters the zone with a higher speed.

“With this service, a transport company can secure that the speed of the vehicle is kept low. For example, in a harbour or at a logistics centre, or in areas with a lot of people and traffic moving about like busy city centres and around schools,” says Johan 78 | Truck & Driver

Rundberg, product manager at Volvo Trucks.

“The aim of the service is to make the traffic environment safer and to reduce stress for the driver. At Volvo, we continuously develop our safety systems with the purpose of taking steps towards our long-term vision of zero accidents with Volvo trucks.”

The fleet manager defines the geographical zones on a digital map, configures the allowed speed limit and has full control of which zone should be used for each truck. The driver will see in the instrument display that he or she is in a speed-limited zone and what the maximum speed is.

When entering a zone, the truck will automatically brake to meet the set speed limit with the driver notified via the instrument display.

For safety purposes, the driver can override the speed limit by doing a kick-down on the accelerator pedal. If the driver uses cruise control, the speed cannot be set to a speed higher than the zone limit.

Safety Zones is a subscription service within Volvo Connect, Volvo’s digital service platform, that combines vehicle positioning with rules set for specific zones on a map.

The telematic unit onboard the truck transmits its GPS position and receives instructions set by fleet management. The speed limits can be set from 20kph and above, and up to 300 zones can be active in a truck.

The service automatically sets and limits the cruise control to the maximum set speed in the zone. Volvo Connect Positioning service is a prerequisite for Safety Zones.

In the Volvo Connect portal, the fleet manager will receive an

The Volvo Dynamic Steering system reduces the steering effort at low speeds by 75% and can now react to a front tyre blowout.

event notification whenever the truck enters or leaves the zone, tyre, it does not wait for the symptom to occur – this means a more and if the driver violates the maximum speed. Entering, leaving, rapid reaction. override and speed violation events are visible to the fleet manager This new function adds to the list of Volvo Dynamic Steering in Volvo Connect. benefits, for instance lowering the needed steering force at low The new service is now available on Volvo’s heavy-duty trucks speed by 75% – a major benefit for truck drivers as it reduces Volvo FH, FM and FMX Euro 6 and with electric drivelines. This stress and strain when spending long hours in the drivers’ seat. includes the new Volvo FM Low Entry, a truck that comes with Volvo Dynamic Steering not only supports emergency situations electric drive only and which is especially suitable for traffic in like tyre failure, but it also helps drivers maintain effective city areas. From September it will be offered for selected existing manoeuvring, steering control, and stability under various speeds trucks. and road conditions. The first generation of the system was Volvo has also announced a further refinement for its dynamic introduced in 2013. steering system, updating it with a new function that can detect a Truck driving can be the cause of long-term occupational hazards front tyre blowout and immediately take action to keep the truck in the form of physical strain and driver fatigue, particularly to safely on the road. the driver’s neck, back and shoulders. This is caused by long The new generation of Volvo Dynamic Steering is designed to hours sitting in one spot, exposed to vibrations and having to detect a front tyre puncture and in a split second automatically continuously make small adjustments to the steering due to mitigate the impact by assisting the driver to keep the truck on a different road conditions. Volvo Dynamic Steering reduces the steady course. The system reduces the side forces that a sudden vibration levels and can adapt the steering to different road loss of tyre air pressure can create in the case of a flat tyre. conditions.

“A flat tyre can easily cause a truck to suddenly veer to the side and the consequences can be fatal. This Safety Zones allows speed limits to be set for busy logistics areas such as ports. innovation improves safety for drivers and surrounding road users and makes our Volvo Dynamic Steering system better than ever,” says Anna Wrige Berling, Traffic Safety Director, Volvo Trucks.

When a tyre blowout occurs on a front wheel, the initial puncture and the escaping air typically cause the front wheels to steer and the vehicle to tilt, which will make the vehicle deviate from its course.

“Without any support systems, it would be up to the driver to immediately seize control of the steering wheel to avoid an incident, however statistics shows that this is a very difficult situation to handle.”

Volvo Dynamic Steering can assist the driver in keeping the truck in the lane. If the system detects a front flat Truck & Driver | 79

Volvo recently achieved 5-Star ratings in the first phase of new EuroNCAP truck safety protocols.

Volvo Dynamic Steering is designed to detect and reduce involuntary steering movements and to automatically compensate for unevenness in the road surface and eliminate vibrations.

At higher speeds, dynamic steering allows the truck to maintain its direction on poor surfaces and in strong side-winds.

It will detect skidding tendencies and automatically provide light counter steering assistance to help stabilise the vehicle and can detect lane departures and provide gentle counter-steering and vibration alerts to the driver.

The technology is based on the truck’s hydraulic power steering, assisted by an electronically regulated electric motor that continuously adjusts steering and provides added turning force when needed.

The system is available in combination with the Stability Assist function, providing light steering wheel assistance to stabilise the vehicle in when detecting skidding tendencies.

It can also be combined with a Lane Keeping Assist function, supporting the driver to keep the truck on track when detecting a deviation from the intended direction.

Another system that is based on Volvo Dynamic Steering is Pilot Assist which continuously monitors the truck’s position on the road and provides continuous active steering support. It also monitors the vehicle ahead to ensure a safe distance.

Volvo Dynamic Steering can be customised with personal settings which allows individual adjustment of steering wheel resistance and responsiveness for convenient and comfortable driving. Drivers can choose from pre-programmed settings that are designed to deliver optimal steering for different road types and situations or freely adjust different parameters for full customisation.

The system also relieves stress and strain on the driver’s back, neck and shoulders by reducing the need for continuous steering adjustments and corrections.

The upgraded Volvo Dynamic Steering is available in Europe for Volvo’s FH, FH Aero, FMX and FM models.

80 | Truck & Driver

Anna Wrige Berling is the Traffic Safety Director at Volvo Trucks.

FEATURE

Scania’s Pre-Sales and Logistics director Rob Covich (left), Managing director Victor Carvalho (centre) and NVP director Raul Rodriguez officially open the Wiri facility.

By: Colin Smith

Preparation for continuing growth SCANIA IS CONTINUING TO MAKE SIGNIFICANT infrastructure investments supporting the New Zealand truck market with the recent opening of its New Vehicle Preparation (NVP) facility and Training Centre at Wiri.

The purpose-built facility at 10 Langley Road, Wiri replaces the former NVP operation at Drury and is additional to the National Training Development Centre in Hornby, Christchurch which opened in late-2022.

The objective of the NVP is to speed up the process of preparing new Scania trucks for delivery to customers.

The new facility will carry out customisation and accessory fitment as well as more involved chassis and electrical adaptation work for specialised trucks.

The 1030sqm of floor space has four work bays along with storage space for parts and additional trucks. The previous Drury facility had been working to capacity for some time and the new location has the further advantage of being very close to Scania NZ national headquarters in Wiri Station Rd. Also being launched in conjunction with the new facility is an extended range of option packages to suit the full range of Scania models. There are currently about 80 packages being offered, double the number available a year ago, with further packs under development.

At the official opening was an S 620 fitted out with 17 different

option packages as a showcase of what is available to Kiwi customers.

Scania NZ Managing Director Victor Carvalho says that Scania’s focus on after-sales service is a cornerstone of the company’s commitment to its customers.

“After-sales is the backbone of Scania New Zealand, and we see it as an essential part of delivering value to our customers,” says Carvalho.

“There are two key elements to this. The first is our investment in people. When a customer invests in a Scania truck, they are not just purchasing a vehicle – they are investing in an asset that is expected to deliver the best possible cost per kilometre.

“We are confident our vehicles offer the best fuel consumption on the market, but we also know that uptime is critical for our customers.

Two new R 45 battery electric 6x4 tractor units on display at the NVP.

Truck & Driver | 81

The NVP Centre will handle the final stages of Scania truck preparation and customisation.

“Through our national training centre, we ensure that our technicians are the best trained in the industry. Last year alone, we invested more than 11,000 hours in training, alongside a $2 million investment in tools and equipment.”

The New Vehicle Preparation Centre is purpose-built to handle the final stages of vehicle preparation and customisation. Carvalho says it’s been developed along similar lines to a Scania NVP facility in the Netherlands and designed to meet the specific needs of New Zealand truck drivers.

It will allow Scania to deliver high-quality vehicles to customers as quickly as possible, ensuring stringent quality controls are adhered to throughout the process.

“With this new centre, we are reaffirming our commitment to delivering vehicles to our customers with the highest quality and in the shortest time possible,” Carvalho says.

“We are aware that long transit times can be frustrating for

Guests at the opening with the new R 45 battery electric heavy-duty trucks

82 | Truck & Driver

our customers, and we know how important it is for them to have their vehicles on the road as soon as possible. The New Vehicle Preparation Centre has been designed specifically to address that need.”

The facility will allow Scania to streamline its vehicle preparation processes, ensuring quicker turnarounds while maintaining its renowned standards of quality and attention to detail. This investment is another step in Scania’s continuous drive to innovate and improve its service offerings, ensuring the company remains at the forefront of the industry.

New product that had only just landed in the country were among the vehicles on display at the NVP launch evening, including two examples of the 45 R battery electric regional haul truck.

The 45 R is a 6x4 tractor unit and is Scania’s most capable BEV model.

With 624kWh of installed battery capacity and peak power output

Be P

Scania NZ managing director Victor Carvalho welcomes guests to the NVP official opening.

c e p S o t s e t r h u g i S L e B rson e t e P

will support Scania’s goal of continuing growth in the New Zealand market.

The brand achieved 649 registrations in 2024, a four-fold increase in volume from 167 registrations in 2018. Scania NZ has now enjoyed the number one position in market share for heavy trucks for five consecutive years.

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Invercargill’s E.H. Ball ITM has a new Scania five-axle crane truck named King Kong to deliver building supplies and trusses throughout the Southland region. The Scania P 500 B10x4*6NB has a 500hp 13-litre engine, Opticruise transmission and hub reduction with a lifting pusher axle ahead of the driving axles to assist with deliveries into steep driveways. The deck build and rear mount Palfinger PK 53002-SH crane fitment are by Transport Engineering Southland. Sold by Kere Menzies.

Registrations remains sluggish NEW TRUCK AND TRAILER REGISTRATIONS FOR JUNE confirms the slow progress of the New Zealand market through the first half of 2025.

The June 2025 monthly registration total for new trucks (4.5 tonnes GVM and above) of 293 units is 14 ahead of the May total. But it’s down from 437 registrations in June 2024 and the year to date (YTD) total is now 1759 units, compared to 2083 units at the same time last year, representing a 15.6% drop year-on-year.

The trailer market, with 76 June registrations, is also down on the same month last year of 116, and is now 29.2% behind 2018’s all-time best June figure of 164. Trailer registrations in the first half of this year are 468 units, down from 776 at the same point last year.

The overall truck market leader in June is Isuzu with 76 registrations to build its half year total to 333 registrations. Second placed Hino (276/53) and third placed Fuso (229/29) continue in the same positions they held in May. Scania (191/27) remains fourth, while Volvo (120/16) is joined by Kenworth (120/20) in a tie for fifth ranking. Iveco (107/18) retains seventh followed by DAF (64/10) and Mercedes-Benz (64/11) while UD (58/9) rounds out the top-10 in the June YTD figures.

In the 3.5-4.5t GVM crossover segment, LDV has reached 143 units YTD by adding 19 registrations for the month, edging the top spot away from Fiat (142/17). Both brands have double the registrations of third placed Mercedes-Benz (71/16).

In the 4.5-7.5t category, Isuzu (123/30) is strengthening its lead, ahead of Fuso (82/15), Iveco (63/10), Hino (47/12), Mercedes-Benz (38/5), Foton (34/4), Volkswagen (31/6) and Hyundai (25/4).

Isuzu (136/32) continues to dominate the 7.5-15t segment, with Hino (98/15) a long way behind in second and Fuso (70/6) third.

In the 15-20.5t segment, Isuzu (35/4) commands the top spot ahead of Fuso (10/0) and UD (7/2) in third.

In the very small 20.5-23t segment, Hino (8/2) remains at the top ahead of Scania (4/2). Isuzu (2/2) joined this segment in June with its first registrations for the year.

In the premium 23t to maximum GVM category, Scania (181/22) continues to dominate, slightly extending its leadership ahead of Kenworth (120/20) and Volvo (116/16) during June.

Hino continues to perform solidly (88/20) to retain fourth ahead of Isuzu (69/10) in fifth position. DAF (64/10), UD (49/7), Iveco (27/4) and Mercedes-Benz (22/6) all retain their positions month-on-month to round out the top-10 brands.

In the new trailer market, Fruehauf (73/12) continues to lead the market for both monthly and year-to-date registrations.

Transport Trailers (43/7) continues in second ahead of Patchell (36/8) while Roadmaster (32/7) moves ahead of Domett (28/3) into fourth place.

TMC (22/5) retains sixth while TES (21/7) moves ahead of M.T.E (20/4) and Transfleet (17/2). Lowes (15/2) completes the YTD top-10.

Truck & Driver | 85

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

Vol 333 276 229 191 120 120 107 64 64 58 55 43 31 12 12 9 8 8 5 4 4 1 1 4 1759

2025

% 18.9 15.7 13.0 10.9 6.8 6.8 6.1 3.6 3.6 3.3 3.1 2.4 1.8 0.7 0.7 0.5 0.5 0.5 0.3 0.2 0.2 0.1 0.1 0.2 100

Vol 76 53 29 27 16 20 18 10 11 9 8 6 6 0 1 3 0 0 0 0 0 0 0 0 293

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

Vol 143 142 71 43 38 16 9 7 1 470

2025

% 30.4 30.2 15.1 9.1 8.1 3.4 1.9 1.5 0.2 100

Vol 19 17 16 4 2 0 0 1 0 59

4501-7500kg GVM Brand ISUZU FUSO IVECO HINO MERCEDES-BENZ FOTON VOLKSWAGEN HYUNDAI FIAT JAC RAM Total 86 | Truck & Driver

Vol 123 82 63 47 38 34 31 25 12 7 4 466

2025

% 26.4 17.6 13.5 10.1 8.2 7.3 6.7 5.4 2.6 1.5 0.9 100.0

Vol 30 15 10 12 5 4 6 4 1 0 0 87

June

June

June

23,001kg-max GVM % 25.9 18.1 9.9 9.2 5.5 6.8 6.1 3.4 3.8 3.1 2.7 2.0 2.0 0.0 0.3 1.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 100

% 32.2 28.8 27.1 6.8 3.4 0.0 0.0 1.7 0.0 100

% 34.5 17.2 11.5 13.8 5.7 4.6 6.9 4.6 1.1 0.0 0.0 100

A new addition to the eight-truck fleet at Auckland’s Chinz Logistics is an Isuzu NQR500 in long wheelbase 4x2 configuration. The 190hp NQR has a 6-speed automated manual transmission and Isuzu RO66 differential and is working in a general freight role in Auckland and the Waikato. The roof kit, sun visor and stone guard are supplied by Visor Distributors. The 6m dual side curtain sider body and 1.5t Anteo tail lift were built and fitted by Elite Truck Specialist at Wiri. Sold by Matt Moir, CAL Isuzu Wiri.

7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON HYUNDAI IVECO MERCEDES-BENZ SHACMAN UD SCANIA JAC Total

Vol 136 98 70 21 17 14 4 3 2 1 1 367

2025

% 37.1 26.7 19.1 5.7 4.6 3.8 1.1 0.8 0.5 0.3 0.3 100

Vol 32 15 6 4 2 3 0 0 0 0 0 62

15,001-20,500kg GVM Brand HINO FUSO UD SCANIA VOLVO ISUZU MAN IVECO FREIGHTLINER SHACMAN Total

Vol 35 10 7 5 4 3 2 2 1 1 70

2025

% 50.0 14.3 10.0 7.1 5.7 4.3 2.9 2.9 1.4 1.4 100

Vol 4 0 2 3 0 2 0 1 0 0 12

20,501-23,000kg GVM Brand HINO SCANIA ISUZU FUSO IVECO Total

Vol 8 4 2 1 1 16

2025

% 50.0 25.0 12.5 6.3 6.3 100

Vol 2 2 2 0 0 6

June

June

June

% 51.6 24.2 9.7 6.5 3.2 4.8 0.0 0.0 0.0 0.0 0.0 100

% 33.3 0.0 16.7 25.0 0.0 16.7 0.0 8.3 0.0 0.0 100

% 33.3 33.3 33.3 0.0 0.0 100

Brand SCANIA KENWORTH VOLVO HINO ISUZU FUSO DAF UD IVECO MERCEDES-BENZ MAN SINOTRUK FREIGHTLINER INTERNATIONAL MACK SANY FAW HYUNDAI Total

Vol 181 120 116 88 69 66 64 49 27 22 10 8 8 5 4 1 1 1 840

2025

% 21.5 14.3 13.8 10.5 8.2 7.9 7.6 5.8 3.2 2.6 1.2 1.0 1.0 0.6 0.5 0.1 0.1 0.1 100

Vol 22 20 16 20 10 8 10 7 4 6 0 0 3 0 0 0 0 0 126

Trailers Brand Vol FRUEHAUF 73 TRANSPORT TRAILERS 43 36 PATCHELL 32 ROADMASTER DOMETT 28 TMC 22 TES 21 M.T.E. 20 TRANSFLEET 17 15 LOWES TANKER 12 JACKSON 11 11 CWS KRAFT 9 FAIRFAX 9 MD ENGINEERING 6 SEC 6 MILLS TUI 5 5 LUSK TRT 5 WARREN 5 MTC EQUIPMENT 4 EVANS 4 STEELBRO 3 TEO 3 HAMMAR 3 3 MAKARANUI LILLEY 2 OTHER 55 Total 468

2025

% 15.6 9.2 7.7 6.8 6.0 4.7 4.5 4.3 3.6 3.2 2.6 2.4 2.4 1.9 1.9 1.3 1.3 1.1 1.1 1.1 1.1 0.9 0.9 1.0 0.6 0.6 0.6 0.4 11.8 100

Vol 12 7 8 7 3 5 7 4 2 2 1 0 2 1 2 0 0 0 0 1 1 0 0 0 0 0 1 0 10 76

June

June

% 17.5 15.9 12.7 15.9 7.9 6.3 7.9 5.6 3.2 4.8 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0 100

% 15.8 9.2 10.5 9.2 3.9 6.6 9.2 5.3 2.6 2.6 1.3 0.0 2.6 1.3 2.6 0.0 0.0 0.0 0.0 1.3 1.3 0.0 0.0 0.0 0.0 0.0 1.3 0.0 13.2 100

A new Fuso Shogun FS 3146S joins the fleet of Daimler products at Canterbury-based Rooney Group. The 8x4 with a Euro 6 460hp 11-litre engine has the 12-speed ShiftPilot transmission and leaf spring suspension which provides excellent traction in slippery terrain. With its ease of operation and light tare weight, the Shogun is an ideal platform for a Vermeer VX200-1600 vacuum unit. Rooney Group was founded in 1976 and has grown from a single bulldozer to operating one of the most advanced fleets in the industry. Handover by Hamish Stonehouse at Keith Andrews Timaru.

A pair of new Volvo FM 540 8x4 tractor units are making South Island fuel deliveries for Allied Petroleum. Specified with D13 engines and I-Shift transmissions, the tankers have rear air suspension, disc brakes and a safety system which includes EBS/ABS, Stability Control, Side Collision Warning, Lane Keeping Support, Forward Collision Warning with emergency brake and a driver’s airbag. Features include DG fitout, CB radio, spotlights, 3M paint protection, stainless AdBlue tank cover and an accessory roof bar.

Wiri-based TSS Sensitive Freight has this new Isuzu FVY1400 auto working in a nationwide general freight role. The 300hp 6x4 has an Allison 3500 6-speed automatic transmission with Meritor MT44-144GP rear diffs. The truck features a roof kit, side skirts, sun visor and stone guard by Visor Distributors. The 9m hard side box body was built by Alimax in Silverdale, and a 3t Anteo tail lift is fitted. Sold by Matt Moir.

Truck & Driver | 87

Mahi Kuri (Working Dog) is a new Mack Anthem 8x4 logger for Northland’s I.K. and S.M. Newey Ltd. It’s the first Anthem for the Newey fleet and is being driven by Chris Te Pania. A 535hp Mack MP8 13-litre, M-Drive automated transmission, Meritor 46-160 axles and Primaax rear air suspension feature on the Anthem. Patchells built the log bolsters and 3-bay, 5-axle trailer equipped with ExTe chain tensioners. Signs by Caulfield Signs, Rotorua. Sold by Carl Capstick.

Placemakers can complete building materials and frame/truss deliveries to challenging destinations with a new Isuzu FTS 800 4x4 working from the Penrose branch. The 260hp FTS has an Allison LCT2500 6-speed automatic transmission with Isuzu FD052 and R100 front and rear diffs. CAL Engineering Hamilton built and fitted the 5m steel deck and paired it with a front mounted Palfinger PK12.501 SLD5 hydraulic crane. The sun visor and stone guard are by Visor Distributors. Sold by Matt Moir.

88 | Truck & Driver

Two new UD Quon GW26-460L tippers are Gisbornebased for Downer NZ. The duo is carting aggregate fitted with Transport Trailers bodies. Power is provided by 460hp GH11 engines matched to the ESCOT-VI 12-speed AMT. The rear axles are single reduction with hypoid gears and cross locks. Disc brakes with ABS/EBS are fitted along with the UD safety roster featuring Traffic Eye Brake and Traffic Eye Cruise Control, Lane Departure Warning, Electronic Stability Control, Hill Start Assist, Lane Change Support and Blind Spot Information System.

Normans Transport has a new Volvo FM 540 8x4 Globetrotter for North Island general freight cartage driven by Hayden Dunlop. With 540hp and 2600Nm of torque, the 13-litre D13 is paired with the I-shift 12-speed AMT, Volvo RTS 2370B rear axles and 8-bag air suspension. Disc brakes, the full Volvo Advanced Safety Suite including passenger side view camera are fitted. The curtainsider unit built by TMC has a 14-pallet body and 22-pallet 5-axle trailer. Paint by Royans (Christchurch) and sold by Mark Ellerington.

LOGBOOKS

Logbook prices are wholesale and include postage and handling. Bulk purchase discounts are automatically applied during checkout.

A5 Logbooks Price per unit 1 box (50 units) or more.......... $7.00 +GST Less than 50 units ................. $8.10 +GST

A4 Logbooks Price per unit 1 box (35 units) or more.......... $17.50 +GST Less than 35 units ................. $19.00 +GST

Order online: transporting.nz/shop or contact admin@transporting.nz

Truck & Driver | 89

The Millar Engineering team from Timaru has put a new Hino 700 Series to work on its crane and civil construction projects. The FS 3248 was modified to 10x4 configuration in-house by Millar Engineering and is powered by Hino’s 480hp Euro VI engine driving to a 16-speed TraXon AMT with intarder and drive axles equipped with cross locks and inter-axle differential. A HMF 7020K-RCS rear mount crane was supplied by Crane Sales NZ.

Sam Singh and Heather Cunningham are the drivers for a double shifted Volvo FH 540 cement tanker which has joined the Papakura-based Golden Bay Cement fleet. The 6x4 tractor unit is towing a 3-axle Feldbinder semi-trailer and works in the Auckland and Waikato regions carrying up to 24.6t of cement. The 13-litre 540hp FH has an I-Shift transmission. Sold by Blair Stapleton.

90 | Truck & Driver

Owner/driver Elvin Prakesh from Auckland’s Shivmaan Transport has taken delivery of a new UD Quon GW26-460L. The 6x4 tipper has a Cambridge Welding Services 5m body built in 450 grade steel with 4mm floor and sides, a 50mm Ringfeeder and KiwiTarp cover. The 460hp GH11 works with an ESCOT-VI 12-speed AMT. The Traffic Eye safety system includes cruise control with auto stop. Sold by Mike Waaka

McNulty’s Transport in Cromwell has added a new International RH-R6BT bulk unit to its 20-strong fleet. The 6x4 has a TES tipper body and high-side 5-axle trailer for bulk work in the Central Otago and Southland regions. A 615hp Cummins X15 developing 2050 lb-ft of torque is matched to an Eaton Roadranger 20918B manual and Meritor 46-160 axles. Features include premium interior trim, stone guard, alloy bumper and bug deflector. Sold by Shaun Jury, Intertruck Distributors Christchurch.

Simrat Transport (Guvinder and Sukhjit Singh) from Tauranga have a new Volvo FH16 750 Globetrotter for general freight work. The 8x4 with 750hp D16 producing 3550Nm of torque is fitted with the 12-speed I-Shift transmission, RTS 2370B rear axles, 8-bag rear air suspension and disc brakes. The Volvo advanced safety suite includes LCS LKA, DAS, ACC, EBA, and passenger side view camera. Roadmaster built the 14-pallet curtain sider body and 22-pallet 5-axle trailer. The Globetrotter cab includes microwave and fridge and extras including driving lights and LED strip lighting. Paint by Haddock Spray Painters and livery by SignArt Mt Maunganui. Sold by Mark Ellerington.

Truck & Driver | 91

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