NZ Truck & Driver October 2025

NZ TRUCK & DRIVER

$10.90 incl. GST

| October 2025

October 2025

FEATURE lans Heavy Haul p for the future

ISSN 2703-6278

Issue 294

Freedom Highway

The Official Magazine of

BIG TEST Freedom Highway | FLEET FOCUS A succession for Kings – part 2 | FEATURE: Heavy Haul plans for the future

FLEET FOCUS A succession for Kings

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CONTENTS Issue 294 – October 2025

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News The latest from the world of road transport including… Inaugural life members named by the Log Transport Safety Council… Long-awaited bridge builds announced… Invercargill prepares for Hall of Fame night… Fonterra gets another Volvo EV… Truck racing news from Europe and at home…

Isuzu builds an autonomous test facility.

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Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.

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COLUMNS: 57 National Road Carriers Association

Bygone Days – Transport Wairarapa Ltd

Knuckle Boom Packs the Biggest Punch

Roading maintenance projects, results from the recent NRC Employment Outlook survey, and the benefits of a full transition to Road User Charges are the subjects being tackled this month.

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A deep-drive into the technical details of New Zealand’s largest truck-mounted knuckle boom crane which works for Antares Transport.

A succession for Kings – Part 2: Less than three years ago, Southland’s big D.T. Kings Transport company split into four separate businesses. In the final part of our Fleet Focus we look at the formation and evolution of Kings Log Transport.

CrediFlex Recently Registered The 2025 market continues to see new truck and trailer registration running at a slow rate. We take a look into the August data and feature the monthly gallery of new rigs on the road.

Part 1 telling the story of Bill Hargreaves and Transport Wairarapa Ltd from the archives of Rod Simmonds.

Fleet Focus

MANAGEMENT

Southpac Trucks Legends

REGULARS: 80/ Double Coin Tyres 81 NZ Transport Imaging Awards

The Big Kahuna: The latest in our series looking at New Zealand’s special Kenworth features The Big Kahuna – the T900 Legend which is a star within Graham Redington’s Northchill fleet.

Transporting New Zealand This month Transporting NZ looks at new roading projects which are set to provide a productivity boost, long-term strategies for highway maintenance, and the case to support universal Road User Charges as a replacement for petrol tax.

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The 2025 NZ Heavy Haulage Association held its annual conference in Rotorua recently. Greg Sheehan writes a full report on the latest initiatives which are underway in this industry sector.

Giti Tyres Big Test Freedom Highway: A new MAN TGX 26.640 is at work on a challenging freight task for Gisbornebased Freedom Transport. We enjoy the sunshine on the Pacific Coast Highway between Napier and Gisborne while the MAN makes its daily grocery run.

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FEATURES: 61 NZ Heavy Haul Conference

New Zealand Heavy Haulage Association A new video produced by the NZ Heavy Haul Association is informing the public of the rules and regulations that apply when overweight and over dimension loads are being moved.

ADMINISTRATION MANAGER

Publisher

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

Trudy Woolston

Advertising

Victor Georgiades 021 925 600 victor@trucker.co.nz

Trudy Woolston Phone

Hayden Woolston 027 448 8768 hayden@trucker.co.nz

admin@trucker.co.nz

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NZ subscription $110 incl. GST for one year price (11 issues) Overseas rates on application ADDRESS

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Olivia Beauchamp Gerald Shacklock Ian Parkes Rod Simmonds Greg Sheehan

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

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

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www.nztruckanddriver.co.nz Truck & Driver | 1

NEWS The LTSC has honoured its inaugural life members, left to right: Outgoing chairman Warwick Wilshier, life members Duncan Borlase, John Long and Bruce Nairn, and incoming chairman Campbell Gilmour.

Lifetime honours for log transport stalwarts THE NEW ZEALAND LOG TRANSPORT SAFETY Council conferred its first life memberships to honour long-time industry stalwarts at its 2025 AGM in Rotorua recently.

As the council prepares to celebrate 30 years since its creation in 1996, it has named Duncan Borlase, Bruce Nairn and John Long as its inaugural life members.

Outgoing chairman Warwick Wilshier, who stepped down at this year’s AGM after 25 years at the helm of the council, says the time was right to confer the first life memberships.

“Last year we adopted a new constitution which will set the council in a good place for the future,” Warwick says.

“As part of that we decided we would appoint our inaugural life members, and the executive has selected the first three.”

Each of the trio has lent their expertise and commitment to different aspects of the industry and made significant contributions to safety and innovation in the log transport sector.

“Bruce Nairn was our original chairman and then our secretary for a long time,” says Warwick.

“A lot of us worked for him in the early days when he was Transport Manager at NZ Forest Products and later Carter Holt Harvey Forests, and he is very highly regarded across the industry. Bruce is also a JP, and he was awarded a Queen’s Service Medal for his contribution to the industry.

“John Long has been the council’s lead supporter at NZTA on technical and engineering issues. He’s provided the leadership in training certified transport engineers to become qualified Bolster Attachment certifying engineers, Warwick says.

“We also wanted to recognise an operator, and Duncan Borlase has made a 2 | Truck & Driver

lifetime contribution to the industry. In particular Duncan has always stepped up to get involved in any of the trials we have carried out.

In his son Steve’s words; “Duncan has been an inspiration, a real industry leader who is not afraid of getting his hands dirty.”

The other major change for the council sees Warwick retire as chair after leading the organisation since 2000. Campbell Gilmour takes over as chairman.

“I felt it was time after 25 years as chairman to step aside,” says Warwick.

“I’m proud of what the council has achieved. It was born out of adversity and has become a world-class organisation with a wealth of expertise.”

He says one of its long-standing attributes has been to get business competitors to work together for the benefit of the industry.

“We have a funny saying; `we leave our guns at the door,” Warwick says.

The council was formed in 1996 as a response to a series of log truck rollovers. It has developed world-class initiatives by bringing together the transport operators, forest companies, trailer manufacturers, transport regulators and industry researchers to provide real-world engineering solutions and comprehensive training resources.

Campbell Gilmour takes on the chairmanship having been an LTSC member for 16 years, joining the executive nine years ago.

“The first thing I have to say is taking over from Warwick means I have massive shoes to fill,” says Campbell.

“The LTSC is a fantastic organisation with a lot of good people. The main thing is to maintain the group work which LTSC has been able to achieve with its partners.”

In recent months the LTSC has resumed its Roadshow programme for the first time since the Covid restrictions, bringing information updates to members in six cities during June and July.

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NEWS

A new class for Hall of Fame THE 2025 CLASS OF INDUCTEES INTO THE MOBIL 1 Delvac New Zealand Road Transport Hall of Fame will be celebrated at the annual black tie gala dinner in Invercargill on Friday September 26.

Established in 2012 with an inaugural class of eight inductees, there are now 73 members of the Hall of Fame who have been recognised for their contributions across many aspects of New Zealand’s road transport industry.

Beginning last year, the event also raises funds to assist the Street Smart driven by Tony Quinn Foundation road safety charity, which delivers a hands-on young driver training programme to New Zealand.

The collaboration stems from similar values – making sure people stay safe on our roads.

“A big focus for all of us involved in the road transport industry is making sure our drivers get home safely at the end of each day, so choosing Street Smart as the new Hall of Fame charity completely aligned with this,” says HW Richardson Group chief executive Anthony Jones.

“It couldn’t be more fitting given the influence those attending the NZ Road Transport Hall of Fame, have had on making our roads safer.”

Road crashes are one of the leading causes of death and serious injury for young people with youth vehicle accident fatalities in New Zealand amongst the highest in the OECD. Street Smart driven by Tony Quinn Foundation Road Safety is a world-class, best practice, cognitive, insight (learn by doing) based driver programme that aims to positively influence the lives of young kiwis across the country.

This year, the NZ Road Transport Hall of Fame donated $40,000 from the event to Street Smart, and the team behind the event are already in planning mode for 2025 and beyond, with even more planned as part of the annual celebration.

The 14th annual gala dinner begins at 5.30pm on Friday September 26.

The 2025 inductees will be profiled in the November issue of New Zealand Truck & Driver.

Rallying call for southern tour SOUTH ISLAND ROADS WILL SEE some special trucks on the move for a three-day event in mid-October.

The Bill Richardson Truck Rally is timed to celebrate Bill’s birthday (October 17) and also mark 20 years since his passing.

About 100 trucks are expected to join the rally with the focus mainly – but not exclusively – on vintage and classic rigs.

The event starts in Christchurch on Wednesday October 15 with registrations and official welcome function at 14 McAlpine from 5.30pm.

The first day on the road departs McAlpine St 4 | Truck & Driver

at 8.30am and visits the Roger Mahan Heritage Centre (Geraldine), a lunch stop at Geraldine, the Kyle Park Transport Museum and the Road

Metals facility before overnighting in Oamaru.

Day two also starts at 8.30am and heads south with a lunchbreak at McLellan Freight in Balclutha. Reaching Invercargill the trucks will make a lap of the city before a celebration dinner at Bill Richardson Transport World.

An optional Saturday programme begins with a 9.00am buffet breakfast at Bill Richardson Transport World before an auction at Otepuni Avenue Workshop and a visit to Roger Whyte’s Ford Collection.

Full details and entry information is available at www.transportworld.co.nz

NEWS

An artist’s impression of the new bridge for State Highway 29 at Omanawa.

Building bridges in both islands CONSTRUCTION WORK TO REPLACE THE ŌMANAWA Bridge on State Highway 29 near Tauranga is set to begin during October.

The bridge replacement is a $42 million component of the overall $92m SH29 Tauriko West Road of National Significance (RoNS) project.

The contract to deliver the first phase, which includes replacement of the narrow bridge, has been awarded to HEB Construction.

“Since endorsing the SH29 Tauriko West investment case in April, and a phased delivery approach, I’m pleased to see NZTA is continuing to work hard on this important project to improve safety, resilience, and freight efficiency along SH29, a critical corridor within the Auckland-HamiltonTauranga triangle,” says Transport Minister Chris Bishop.

“These improvements are part of the now $7 billion of already confirmed Government-funded projects around New Zealand expected to begin construction before Christmas, reinforcing the Government’s commitment to deliver a strong pipeline of projects to support jobs and growth.”

Site work has started with construction beginning in October. The use of a standardised ‘off the shelf ’ bridge design will improve delivery timeframes.

The work includes realigning SH29 with the new bridge and making minor improvements to the SH29/Ōmanawa Road intersection. The design will also accommodate a 1-in-100-year flood, enable future overweight freight loads getting to and from the Port of Tauranga, and be placed on an alignment that fits the future design of Tauriko West.

“NZTA is also in the process of awarding a contract to support phase two of the project. This includes completing route protection and consenting for a new four-lane SH29 from Redwood Interchange to Takitimu North Link interchange and upgrades to SH29A from Takitimu Drive Toll Road to Barkes Corner,” says Mr Bishop.

“Identifying the land needed and gaining consents for future phases will give landowners and the community certainty of the route and protects it from being built out in upcoming development of the area. It also ensures NZTA is ready and able to move forward when further funding for design and construction is available.

Another recent bridge building announcement signals work on the long-awaited second Ashburton Bridge in Mid-Canterbury being likely to begin next year.

An agreement between NZTA and Fletchers Construction to progress the detailed bridge design, was recently announced by Minister for the South Island and Associate Transport Minister James Meager.

“This is real progress towards the National Party’s campaign promise to start construction of the bridge in our first term,” Mr Meager says.

“A second crossing has been a long-time coming, with around 24,000 vehicles using the current bridge daily. This is a key route for ensuring our people and goods can get up and down the South Island and needs to be future proofed.

“The new bridge will be a vital connection for Tinwald to Ashburton, relieving congestion on State Highway 1, and improving network resilience south to Otago in the case of emergency events like flooding.

“Geotechnical investigations in and around Ashburton River have been completed and borehole samples are being analysed to better understand the ground conditions for the new bridge,” Mr Meager says.

“The project team is progressing property purchases, statutory approvals, and procurement. Fletchers Construction, together with its main design consultant AECOM, will refine the design, explore better construction methods, make the most of local opportunities, and address any potential challenges.”

Mr Meager says a Design and Construction contract is expected to be signed at the end of this year.

Planning progress continues to be made on a second Ashburton bridge.

Truck & Driver | 3

NEWS

The new NRC Board announced at the recent AGM. Left to right, L-R Nikki Ellis, Kieran Carr, John Baillie, Corey Burnett, Ian Newey, Pamela Bonney, Adam Norman, Kyle Wilson, and Glen Mackay.

NRC welcomes new board members THE NATIONAL ROAD CARRIERS ASSOCIATION (NRC) has announced significant changes to its Board following the 89th AGM held in Auckland on August 22.

Calven Bonney and Don Wilson are stepping down from the NRC Board after many years of dedicated service. Both have made invaluable contributions, guiding the organisation through growth and change while representing the interests of members nationwide.

And the arrival of three new appointees will shape the future of New Zealand’s road transport industry.

Newly appointed NRC Board members, Kyle Wilson, Nikki Ellis, and Kieran Carr.

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Don Wilson joined the NRC Board in 2014, serving as Chair from 2016 to 2021 and as an RTF Director from 2019 to 2021. From 2010, he represented NRC on the National Livestock & Safety Group, chairing it from 2016 until early 2025 and playing a key role in transforming it into the National Livestock Safety Council.

Calven Bonney retires after an extraordinary 51 years on the NRC Board. With family roots in transport dating back to the 1920s, Calven founded C.D. Bonney Ltd in the 1970s before acquiring L.W. Bonney & Sons Ltd in 1984.

He has held leadership roles across the sector, including as a Board Member and President of NRC, a founding Director of the Road Transport Forum New Zealand along with a term as Chair – receiving life membership from both organisations. Calven’s advocacy and commitment to industry safety and productivity were recognised in 2018 when he was inducted into the Transport Hall of Fame and appointed a Member of the New Zealand Order of Merit for services to transport and motorsport.

“As Don and Calven retire from the NRC Board, I want to personally thank them for their extraordinary contribution, not just to their individual sectors but to the transport industry as a whole,” says NRC Chair Ian Newey.

“NRC has greatly appreciated their time, passion, knowledge, and unwavering commitment. Their guidance and leadership have been a cornerstone for the Association, and we wish them both every success in the future.”

The three new Board appointees are Kieran Carr, Nikki Ellis, and Kyle Wilson, each bringing a unique perspective, deep industry knowledge, and a strong personal commitment to advancing the interests of NRC members.

Kieran Carr and Nikki Ellis join the Board after participating in the 2024/25 NRC Board Secondee Programme. Kieran, Chief Financial Officer for Carr & Haslam, is a Chartered Accountant who brings both financial expertise and transport industry insight.

Nikki, Logistics & Distribution Manager at Marlin Transport, represents the second generation of her family in the road transport industry and has gained hands-on experience across all aspects of operations.

NEWS “I have seen the benefits of NRC to the industry of having a voice in government that understands the dayto-day realities of the transport industry and can fight on our behalf,” says Kieran.

“As a chartered accountant, I bring a strong financial lens to the table, complementing the expertise of the existing board. Together, we bring a balanced approach with a well-rounded skill set.”

Nikki says she is looking forward to continuing to help drive positive change for the industry as a member of the Board.

“The hands-on experience I gained working on behalf of the Board to help redesign access gates and the truck park at the Port of Auckland along with contributing to the development of the new NRC constitution has greatly strengthened my knowledge of NRC as an organisation,” says Nikki.

Kyle Wilson brings another dimension to the Board.

Born into a family with a strong transport background, Calven Bonney (left) and Don Wilson (right) are stepping down from the NRC Board Kyle now runs Northern Rural Haulage, a bulk after many years of dedicated service. transport company primarily servicing the dairy sector.

“Through my role on the NRC Board, I’d like to see regulations shaped so they are fit for purpose,” says Kyle. engagement with the Minister of Transport, senior officials, and industry “There needs to be a fairer and more consistent approach to compliance leaders to ensure members’ voices are heard. across the industry. Too often enforcement focuses on particular pockets, Priorities include securing robust investment in roading and but it must be a whole-of-industry approach. I want to contribute to infrastructure, strengthening safety, compliance, and fair competition, building that fairness while ensuring our industry is sustainable.” and improving freight and supply chain productivity to enhance sector Ian Newey says the appointments reflect NRC’s commitment to efficiency and competitiveness. strengthening governance and preparing the organisation for future “With these new Board appointments, NRC is in a strong position to challenges. continue advocating effectively on behalf of its members,” says Ian. “This is an important moment for NRC,” Ian says.

“Our mission is to ensure the transport sector has the conditions it needs “We are farewelling two members whose wisdom and experience have to succeed – safe, fair, and productive. Kieran, Nikki, and Kyle will each been a cornerstone of our governance, while welcoming three individuals play an important role in that journey.” who bring fresh energy, passion, and vision. This mix of continuity and The NRC Board elected for 2025 comprises Ian Newey (Chairman), renewal will keep NRC at the forefront of advocating for our members.”

Glen Mackay (Vice Chairman), John Baillie, Corey Burnett, Pamela Advocacy remains NRC’s focus for the year ahead, with regular Bonney, Adam Norman, Nikki Ellis, Kieran Carr, and Kyle Wilson.

More progress at new Taupo CVSC WORK CONTINUES NEAR TAUPO TO ADVANCE THE build of the new Commercial Vehicle Safety Centre at the State Highway 1 and State Highway 5 roundabout.

The administration building has been shifted to site, and most of the belowground work at the centre and on the roads leading to it is in place.

This includes a 16.8-metre long and 5.2m wide weighbridge. The in-road weigh-in-motion scales on the five roads heading towards the safety centre have also been installed and work on the camera technology and Variable Message Signs (VMS) is progressing.

At the site, fences, gates and landscaping are underway. When the weather is warmer the final asphalt sealing work will be done within the main CVSC site.

CVSCs are sites where Police officers can carry out thorough inspections on commercial vehicles.

In-road scales and automatic number-plate readers screen passing commercial vehicles. If the vehicle is of interest to Police, the number-plate recognition cameras linked to the VMS boards will alert drivers to pull into the centre.

Police officers can then check on vehicle weight, road-user charges, certificate of fitness, logbook accuracy and driver impairment.

The Taupō centre also includes a stock effluent tank disposal facility to help stock carriers minimise spills on the highway.

The site is scheduled to be operational in April 2026.

Truck & Driver | 7

NEWS

Kiwi team to compete at Mack Masters The Barking Mack team from Truckstops Whangarei (left to right): Rainer Wichman, Posie Watts and Abbey Lewis.

A TEAM OF NEW ZEALAND TECHNICIANS HAS earned a place in the final of the Mack Masters Global Championship in November.

The Barking Mack team, the inaugural New Zealand champions from Truck Stops - Whangarei, will make their debut at the finals in Allentown, New York. Two Australian will also compete in the Mack Trucks’ global aftersales competition.

“It’s a privilege to have a New Zealand team included in this global competition,” says Scott Holt, General Manager for Mack Trucks in New Zealand.

“Our service network through Truckstops has embraced Mack Masters, to not only showcase their passion for the brand and to compete on the world stage, but to improve knowledge and skills to better support our customers.

In a milestone year, 2025 has marked the launch of Mack Masters in New Zealand, extending the competition’s reach across the Tasman for the very first time.

This year’s competition proved fierce with 23 teams achieving perfect scores at the conclusion of Round 3. To determine the finalists, a high-pressure sudden death round was introduced, where both accuracy and response time determined the ultimate finalists.

Designed to sharpen aftersales expertise, foster teamwork, and enhance customer satisfaction, Mack Masters brings together dealership service, warranty, and parts professionals in a series of rigorous knowledge-based challenges. The competition culminates in the global finals, where the top teams from around the

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After weeks of intense competition, Australian teams, VMAC_IV+ from VCV Sydney Prestons and Night Riders from VCV Brisbane North will represent Australia on the global stage.

Martin Jerresand, Vice President Service Market and Retail, Volvo Group Australia, says he was thrilled to see the competition continue to grow in strength and reach.

“Mack Masters is more than a competition – it’s an opportunity to learn, to grow, and to showcase the incredible depth of knowledge and teamwork across our dealer network. This year we had record registration numbers ever in Australia, and now, with New Zealand joining the competition for the first time, the excitement has reached new heights.”

Tony O’Connell, Vice President, Mack Trucks Australia, echoed the sentiment and expressed his pride in the finalists.

“Our dealerships are home to some of the most skilled and dedicated professionals in the industry, and Mack Masters is the perfect stage to showcase that,” O’Connell says.

“Having two Australian teams and our very first New Zealand team heading to the U.S makes this year particularly special. We’ll be cheering them on every step of the way, and we’re confident they’ll do us proud.”

The Global Championship Finals will take place in Allentown and New York in November 2025, bringing together the best aftersales professionals from across the globe.

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NEWS An artist’s impression of the new Air Liquide facility at the Ruakura Super Hub.

Industrial gases facility for Ruakura A NEW INDUSTRIAL GASES DEPOT IS BEING developed within the Ruakura Superhub in Hamilton.

The 9,000sqm site is located at Aka Matua Lane in the Ruakura Superhub.

Tainui Group Holdings has appointed Hamilton-based Foster Construction to construct the depot which includes gas storage and loading facilities, a workshop, office, carparks and landscaping.

When complete, the current intention is that the new depot will transfer to the ownership of the new joint venture between TGH and global investment firm Brookfield Asset Management formed in April this year.

The joint venture has a goal to develop out a further 70ha of logistics development assets at the intermodal logistics precinct over the next 7-10 years.

The depot will be leased to Air Liquide, a world leader in gases, technologies and services for industry and healthcare.

TGH Acting Chief Executive, Richard Jefferies welcomes Air Liquide’s decision to operate a depot at Ruakura and further broaden the mix of product and service providers at the Superhub.

“The timely availability of industrial gases is critical for our region. This new facility is another step towards a more productive and resilient regional economy and it’s also pleasing it will see increased cargo volumes passing through Ruakura Inland Port,” says Richard.

The Superhub’s golden triangle location adjacent to the Waikato Expressway, East Coast Main Trunk rail line and Ruakura Inland Port provides multiple transport options to ensure a resilient supply chain for Air Liquide.

Fruehauf strengthens leadership team

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“His leadership style is firmly grounded in servant leadership, empowering teams to perform at their best while ensuring strong governance frameworks and transparent decision-making.”

In addition to his executive roles, Aaron has served as a board member and governance leader in several high-profile organisations, including Keith Andrews Trucks, Norwood, and the Business Leaders Health & Safety Forum. His deep understanding of governance, combined with hands-on industry knowledge, ensures that Fruehauf will continue to strengthen its governance structures and long-term sustainability.

“This appointment reinforces our commitment to strong governance, transparency, and strategic

innovation at Fruehauf,” says Jeff.

“We look forward to the insight and leadership Aaron will bring as we continue to build on our reputation for excellence in New Zealand’s transport industry.”

Aaron Smith

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AARON SMITH HAS BEEN appointed to the Fruehauf NZ Board of Advisors.

An accomplished executive and board member, Aaron has extensive leadership experience across the petroleum and capital equipment industries – including trucks, earthmoving, agriculture, and mining. He brings with him a proven track record in strategic decision-making, financial oversight, stakeholder engagement, and organisational growth.

“Throughout his career, Aaron has successfully led mergers and acquisitions, business transformations, and multi-site operations while fostering a culture of accountability, ethical governance, and sustainable growth,” says Fruehauf NZ managing director Jeff Mear.

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Truck & Driver | 9

“It’s the putting right that counts.” counts.”

Alan Martin, L.V L. V Martin & Son.

Recycling milestone

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IN ITS FIRST YEAR OF OPER ATION, THE Tyrewise scheme has collected nearly 4 million end-of-life tyres for recycling or repurposing into other useful products.

And the programme now has over 5,000 registered partners across the country.

“Tyrewise isn’t just New Zealand’s first regulated product stewardship scheme, it’s also the most successful product stewardship scheme in the country to date,” says Adele Rose, CEO of 3R Group, Tyrewise Scheme Managers.

The scheme has surpassed its targets for tyres collected and processed into tyre-derived materials since it began operating on September 1 2024.

“That’s encouraging, as it has a target of 80% of tyres recycled and repurposed into other useful products within Aotearoa New Zealand by its fourth year, and over 90% by its sixth year,” Adele says.

As part of the strategy to develop end markets and support the domestic economy, expressions of interest in funding were recently invited. This attracted over 60 applications across research and development, emerging markets, and community development categories.

“It’s exciting to see such an interest in the fund. A major goal of Tyrewise is to help develop innovative, high-value onshore uses and unlock the value in the circular economy for end-oflife tyres.

“Tyres are going from being a waste stream to a resource which creates jobs and adds value to the New Zealand economy, rather than being illegally dumped, stockpiled or landfilled,” Adele says.

Mark Gilbert, Chair of Auto Stewardship New Zealand, which governs the Tyrewise scheme, says the success of the scheme comes down in large part to its registered partners.

“Those registered partners, the importers, retailers, tyre fitters, transporters, recyclers and public collection sites make up the scheme. Without them doing the mahi, what we have achieved so far wouldn’t be possible, and we thank them for their work thus far and look forward to continuing the momentum,” Mark says.

Tyrewise operates a nationwide collection and recycling system, funded through a Tyre Stewardship Fee which is charged on all new tyres sold in the New Zealand market, replacing previous ad hoc disposal fees. Critically, this has removed the impact of free riders who don’t participate under a voluntary scheme.

It means members of the tyre industry around the country have access to a collection service through a network of registered partner transporters, with retailers retaining end of life tyres from customers for collection.

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NEWS

Rene Reinert (MAN) is a two-time race winner in 2025, pictured leading Jose-Eduardo Rodrigues at Zolder.

Kiss on track for seventh title

THE GOODYEAR FIA EUROPEAN Truck Racing Championship was back on track after its mid-summer break with the fifth round at the Most circuit in the Czech Republic on August 30-31 before continuing a fortnight later at Zolder in Belgium.

Mixed conditions challenged a 16-truck field at Most with series leader and defending champ Norbert Kiss (Hungary) setting the qualifying pace in his Revesz Racing MAN, ahead of Spaniard Antonio Albacete (MAN) and Germany’s Sasha Lenz (MAN).

Fine conditions saw Kiss win Saturday’s opening race by 6.4secs ahead of Albacete and Lenz with Jochen Hahn (Iveco), Steffi Halm (Iveco) and Rene Reinert (MAN) completing the top six.

Heavy rain saw the reverse grid second race begin under full course yellow control for the opening lap. Front row starter Jose Eduardo Rodrigues (Portugal) made the most of a clear road at the front and built a comfortable lead.

Kiss started eighth, survived a couple of off-

track excursions in the early laps and was closing fast on Rodrigues as the 11-lap race reached its conclusion but had to settle for second. Hahn, Lenz and Halm were next.

The Sunday races saw repeat winners with Kiss winning the first race from Hahn and Lenz while the reverse grid race produced the first win of the season for Steffi Halm ahead of Reinert, Kiss and Lenz.

The racing at Zolder followed a similar pattern with Kiss again setting the qualifying pace and winning the first races on each day. Jochen Hahn was the winner of the Saturday reverse grid race ahead of Rodrigues and Lenz.

The race was declared a lap early for an incident that saw Kiss and Halm make contact, with Kiss spinning into the path of Albacete who made heavy contact with the pit wall. Kiss received a 5-second penalty and was classified eighth.

After making overnight repairs to his truck Kiss won again in Sunday’s first race from Hahn and Albacete while the reverse grid race delivered

the second win of the season for Rene Reinert with Rodgrigues, Kiss and Hahn next.

With 15 wins from 20 races Kiss is in a commanding position to clinch a seventh ETRC crown with a lead of 77 points over Hahn. The battle for the minor positions is much closer with a spread of 23 points separating Halm, Lenz, Reinert and Albacete.

The busy schedule for the second half of the season continued with the penultimate round at the Le Mans Bugatti circuit in France on September 20-21 while the final round at Jarama in Spain takes place October 4-5.

2025 Goodyear FIA European Truck Racing Championship (after round 6): 1 Norbert Kiss (Hungary) MAN, 319pts 2 Jochen Hahn (Germany) Iveco, 242pts 3 Steffi Halm (Germany) Iveco, 168pts 4 Sascha Lenz (Germany) MAN, 162pts 5 Rene Reinert (Germany) MAN, 146pts 6 Antonio Albacete (Spain) MAN, 145pts

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Electric DAFs for Amsterdam

A FLEET OF 40 FULLY ELECTRIC DAF XD TRUCKS ARE being put into waste collection service for the city of Amsterdam in Holland.

The trucks are XD Electric 6x2 FAN models in a variety of body configurations designed for specific applications. They will be delivered during 2026.

A fleet of 40 DAF XD Electric trucks will go into refuse collection work next year in Amsterdam.

An important factor in the decision to choose the DAF XD Electric for this role is its bodywork compatibility. Ex-factory, the battery packs can be mounted in various positions on the chassis, so bodybuilders do not need to relocate electrical components, and there is ample space for mounting equipment such as stabiliser legs.

Amsterdam also took into account DAF’s strategy to use lithium iron phosphate (LFP) battery chemistry.

LFP batteries are free of cobalt and nickel with a long predicted lifespan making them ideal for use in trucks. They can be charged up to 100% repeatedly with minimal impact on performance or reliability.

The DAF XD is well suited to waste collection duties in inner-city areas, thanks to excellent visibility from the cab and a low entry step. The large windscreen, low belt line, and the standard DAF Corner View camera on the passenger side provide the driver with unparalleled view of vulnerable road users such as children, pedestrians, and cyclists.

The low entry with only two ergonomically positioned steps greatly facilitates easy access to the cab.

Among the 40 trucks there will be four different types of bodywork – comprising 13 rear-end loaders, 10 crane and hook lift vehicles, and 17 front loaders to collect containers.

All vehicles will be equipped with three (out of a maximum of five) LFP battery packs of 105kWh each. These supply power to the XD Electric’s 170kW or 220kW electric motor. To power equipment including the bodywork and loading cranes, the vehicles will be fitted with a 90kW ePTO.

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Another Volvo EV for Fonterra THE LATEST ADDITION TO Fonterra’s electric transport fleet is a new Volvo FE Electric which is delivering consumer products from Takanini to customers across the Auckland metro area.

Rob Howell, Director of Operations and Supply Chain Oceania Fonterra, says the electric truck represents an important step in Fonterra’s sustainability journey.

“We are working hard to reduce emissions across our supply chain,” Howell says.

“Working towards an electric fleet is another step in our journey partnering with Volvo Trucks New Zealand and EECA, providing access to the best technology to allow us to continue to make progress towards our climate ambitions.”

The Volvo FE Electric Truck, equipped with a 256-kilowatt-hour battery pack, offers an estimated range of up to 200km on a single charge. Its refrigerated body provides 14 pallet spaces, enabling transport for over 400 crates in a single delivery.

“This electric truck marks an important juncture – the start of the real-world use and testing of this type of EV technology in a

medium refrigerated truck application,” says Scott Holt, General Manager for Volvo Trucks New Zealand.

“In order for New Zealand to transition to low carbon fleets, we need leaders like Fonterra to continue to have the courage to break new ground so that others feel they can also follow,

with validation of performance and local support, all while achieving critical sustainability goals.”

Fonterra introduced its first Volvo EV in late 2022. It’s a smaller FL Electric 4x2 model which works as a curtainsider unit carting pallet loads of general dry goods and non-refrigerated products.

The Volvo FE Electric is Fonterra’s first refrigerated EV truck.

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Left: A trucker’s view of the crowds lined up to watch the Special Rigs for Special Kids convoy.

Above: The 2025 organising committee with the HVS Motors Monsta Bus.

Big crowds for Dunedin’s special day THE STREETS OF DUNEDIN AND MOSGIEL WERE lined with spectators enjoying the Sunday morning sunshine and another outstanding convoy of trucks participating in the 2025 Special Rigs for Special Kids event on August 31.

With the late-winter sunshine “the crowd came out in droves this year,” says organising committee member Michelle Veith.

“Some of them bring their family, pack a picnic and park up to watch the convoy roll past. It’s very cool to see a great crowd out there waving to the kids.”

The Special Rigs for Special Kids day has become one of the truly

successful community activations from the road transport industry.

It is the 34th year the southern region industry has supported the event, which takes local children – many with special needs – for a ride in a big rig.

There were 215 trucks lined-up in this year’s convoy which set off from the Edgar Centre and looped around the city. After returning from their truck ride the children and their families enjoy a barbeque lunch provided by the organisers and sponsors.

A Sunday August 30 date has been announced for Special Rigs for Special Kids 2026.

Fuso develops PPE for EV operations FUSO IS INTRODUCING WORLDfirst personal protective equipment (PPE) developed for operations involving battery electric trucks and buses.

14 | Truck & Driver

Branded as ARCTECT GEAR for EV, the equipment is suitable for a wide range of EVrelated tasks, from maintenance and testing to manufacturing. It has been developed in partnership with Midori Anzen and GORE Japan to offer the comfort and ease of movement necessary for daily work.

As EVs become increasingly common, the demands on mechanics are changing.

Maintenance and related tasks for EVs require a different approach compared to vehicles with internal combustion engines. Highvoltage systems introduce potential hazards such as electric shock and arc flash, making it essential for technicians working directly on these systems to have both specialised training and PPE specifically created for high-voltage environments.

In a workshop, PPE for EV maintenance must meet several critical needs: it must offer flexibility for working in tight spaces, provide effective temperature and moisture control in enclosed areas, and deliver consistent protection for frequent transitions between high-voltage

and low-voltage systems. The equipment must also not significantly deteriorate its safety performance throughout the intended service life.

To address these needs, ARCTECT GEAR for EV was developed to provide safety, comfort, and wearability in equal measure. The garment incorporates GORE Japan’s PYRAD Fabrics

by GORE-TEX LABS, a high-performance fabric engineered to be lightweight and moisture permeable while offering superior protection against arc discharge. This ensures comfort comparable to training wear, while still meeting the demands of the job.

This PPE has already been certified under multiple international standards including arc flash protection, such as IEC/EN 614822, ensuring protection up to 1,500V DC and 1,000V AC. MFTBC plans to introduce ARCTECT GEAR for EV at selected overseas service centres for mechanics in 2026. Midori Anzen will commence corporate sales of a product with similar functions in the summer of 2026.

NEWS The truck racing season begins at Manfeild over Labour weekend.

Photo: Jarod Carruthers.

Manfeild hosts Super Truck opener A NEW CLASS STRUCTURE HAS BEEN ADOPTED FOR the NAPA Auto Parts NZ Super Truck Championship which begins at Manfeild in late-October.

Trucks competing the five round 2025-26 season will conform to either Super Truck or Historic Class technical rules.

Super Trucks are defined as having electronic engine management and sensors to manage their fuel injection system while Historic trucks must be fitted with non-electronic engine controls.

There’s a weight advantage for the Historic trucks which can race at 5000kg while the Super Truck class minimum weight is set at 5300kg.

The revised rules replace the former Class A and Class B split for engines above or below 15-litres displacement.

In another change for the upcoming season the Flying Farewell (the final race of each weekend) is now titled as the Gulf Western Oil Development Series.

The Manfeild opening round on October 24-26 is sponsored by Bryce O’Sullivan Contracting and is expected to see defending champion Alex Little (Hutt Valley) debut a newly built Freightliner. The grid will be boosted by a North Island appearance from Timaru’s Tony Brand driving his Bedford.

2025-26 NAPA Auto Parts NZ Super Truck calendar: Round 1: Manfeild (Feilding), October 24-26 Round 2: Levels (Timaru). Jan 30-Feb 1 Round 3: Ruapuna (Christchurch), March 6-8 Round 4: Teretonga (Invercargill), March 13-15 Round 5: Manfeild (Feilding), April 24-26

Roadside speed camera trailers rolled out NEW ZEALAND TRANSPORT AGENCY WAKA KOTAHI (NZTA) has started the roll out of its new trailer-based roadside mobile safety cameras.

The first trailer began operating in Auckland from Wednesday September 17, joining the fleet of camera-equipped SUVs which have been operating across the country since May this year.

Nine more trailers will join the fleet in the coming months, and together with the 34 mobile cameras operating in SUVs, mobile cameras will be operating on average for over 6,500 hours every month across the country.

“This, coupled with our risk-based approach and 24/7 operation will make our roads safer for everyone by deterring speeding nationwide, and drivers who continue to choose to speed are much more likely to be detected and fined,” says Tara Macmillan, NZTA Head of Regulatory Strategic Programmes.

“The camera technology in trailers is the same as we’re using in our SUVs, but having both vehicle types gives us more flexibility to move cameras between high-risk locations quickly and easily, ensuring that we are targeting stretches of road where speeding drivers are putting themselves and others at risk.

“Using mobile trailers also allows us to have our cameras out for longer stretches of time, and to set up in places that might be difficult for SUVs to operate. Both our trailers and SUVs will be working day and night, detecting speeding wherever and whenever it occurs.

“Speeding drivers can cause serious and irreparable harm on the roads, including deaths and serious injuries. Evidence shows that we can reduce the

chances of people being killed or seriously injured in crashes if drivers travel within speed limits, and that is why we have safety cameras,” Ms Macmillan says.

Like cameras in SUVs, the camera-equipped trailers can detect speeding vehicles traveling both towards and away from them, from either side of the road. They also won’t be sign posted.

Both cars and trailers have extensive security and tracking systems and are equipped with CCTV cameras and alarm systems to protect the equipment and ensure the safety of operators. NZTA says they are monitored 24 hours a day, seven days a week.

NZTA says the new trailer-based roadside mobile safety cameras are monitored 24 hours a day, seven days a week.

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Mack Pioneer production begins THE NEW MACK PIONEER – THE FLAGSHIP LONG-HAUL model in the Mack line-up for North America – is now in production at the Lehigh Valley Operations (LVO) manufacturing facility in Macungie, Pennsylvania.

The all-new highway truck was unveiled in April 2025 and represents the most significant advancement in Mack’s long-haul offerings with gains in aerodynamic performance, driver comfort and fuel efficiency.

The state-of-the-art LVO facility, which has been producing Mack trucks for more than four decades, has been specially prepared to manufacture the Pioneer alongside existing Mack models. The production launch marks a milestone in the truck’s development journey that began in 2017.

“Starting production of the Pioneer at our Lehigh Valley facility is a proud moment for our entire team,” says Stephen Roy, president, Mack Trucks.

“Our skilled workforce has embraced the advanced manufacturing processes required for this next-generation truck, ensuring every Pioneer that rolls off the line meets Mack’s legendary standards for quality and durability.”

The Pioneer models feature several groundbreaking innovations.

Mack claims industry-leading aerodynamics with an aggressive windshield angle and optional digital mirror system that can deliver up to 11% improvement in fuel efficiency compared with previous Mack highway models.

The Pioneer offers premium driver comfort, including an optional premium seating system with dual armrests, heating, cooling and massage functions along with advanced safety systems with standard frontal airbags and the new MackProtect Advanced Driver Assistance System (ADAS) suite.

The choice of cab configurations is Day Cab, 44- and 64-inch sleeper and a top-of-the-range 76-inch sleepers in both Mid- and High-Roof layout. The largest sleeper features an innovative living environment with

NEWS

the FlexSuite system allowing the lower bunk to rotate up for additional living space.

Each configuration incorporates the Pioneer’s signature design elements, including the repositioned bulldog hood ornament integrated with performance-enhancing air intakes, and high-quality metal handles and extrusions at all interior touch points.

Ahead of producing starting the LVO facility has implemented specialised production processes to accommodate the Pioneer’s unique features, including assembly procedures for the distinctive brand bridge grille design, installation of the innovative headlamp defrost system and integration of the advanced digital systems that make the Pioneer the most connected Mack truck ever produced.

European manufacturers call for EV urgency THE EUROPEAN AUTOMOBILE Manufacturers’ Association (ACEA) – the organisation which represents Europe’s major truck and bus makers – warns the infrastructure to support electric heavy vehicles is lagging behind Europe’s adoption targets for zero emissions vehicles.

ACEA says the sector has invested billions in developing zero-emission vehicles (ZEVs) that can meet all transport needs.

However, essential conditions ranging from adequate grid connections to key legislation, like the Weights & Dimensions Directive, are not in place. Critical instruments such as competitive charging prices, dedicated incentives, CO2based road user charges and other crucial elements continue to face delays.

Under the 2030 CO2 reduction targets for Europe, the share of ZEVs in the market must increase from just around 3.5% in the first half of 2025 to at least 35%, within five years.

The commercial vehicle manufacturers say

urgent steps are needed to make the 2030 targets achievable and ensure a fair and realistic transition.

“We are already delivering the vehicles and offer zero-emission solutions for all transport needs, but most of the essential enabling conditions are not in place today,” says Christian Levin, CEO of Scania Group and Chairperson of the Commercial Vehicle Board at ACEA. “If all the other pieces don’t fall into place, we will fail. This is not a failure of engineering, it’s a failure of policy.

“The Commission must accelerate the review of the HDV CO2 Regulation to better reflect the interdependencies within the transport and logistics industry,” Levin says.

“This cannot wait until 2027. We need an urgent assessment and monitoring of the most critical enabling conditions for the climate-neutrality transition of heavy-duty road transport. The success of the climate neutrality transition does not depend on vehicle

manufacturers alone. Yet we are the only actors exposed to disproportionate non-compliance penalties despite being most ready to deliver”, Levin says.

Europe’s truck and bus manufacturers remain committed to driving the transition to climate neutrality, but highlight that success will depend on swift, coordinated action from policymakers to remove the barriers standing in the way.

Christian Levin, CEO of Scania Group and Chairperson of the Commercial Vehicle Board at ACEA.

Truck & Driver | 17

NEWS Aurora’s autonomous driver technology doesn’t tire on long overnight runs.

Driverless tech shines at night EXTENDING COMMERCIAL OPER ATION OF autonomous trucks into night hours is significantly increasing the distance being covered across the U.S.A by the Aurora Innovation fleet.

“Efficiency, uptime, and reliability are important for our customers, and Aurora is showing we can deliver,” says Chris Urmson, co-founder and CEO of Aurora.

“Just three months after launch, we’re running driverless operations day and night and we’ve expanded our terminal network to Phoenix. Our rapid progress is beginning to unlock the full value of self-driving trucks for our customers, which has the potential to transform the trillion-dollar trucking industry.”

Fort Worth to Phoenix is nearly half the distance of the busy Atlanta to Los Angeles freight corridor, taking more than 15 hours to complete.

Self-driving trucks can halve transit times, especially on long routes that exceed the 11-hour driving limit for human drivers. Aurora is currently making autonomous hauls on this lane for Hirschbach and Werner.

This capability more than doubles truck utilisation potential, significantly shortening delivery times on long-haul routes and creating a path to profitability for autonomous trucking.

18 | Truck & Driver

To further build on its commitment to industry-leading transparency, Aurora has also launched Aurora Driver Live, a publicly available livestream of its self-driving truck operations.

The livestream demonstrates the safety, reliability, and growing maturity of the Aurora Driver, offering a first-of-its-kind glimpse into the future of freight transportation.

With the latest expansion of its commercial operations, growing its driverless fleet to three trucks, beginning driverless commercial operations at night, and opening its Phoenix terminal, Aurora has clocked up 32,000 driverless kilometres at the end of June.

Aurora says autonomous trucks can also make roads safer.

Due to low visibility and driver fatigue, a disproportionate 37% of fatal crashes involving large trucks occur at night. The Aurora Driver reliably sees and understands the world around it day and night without ever getting tired.

Powered by Aurora’s proprietary, long-range FirstLight Lidar, the Aurora Driver can detect objects in the dark more than 450 metres away, identifying pedestrians, vehicles, and debris up to 11-seconds sooner than a human driver.

NEWS

Isuzu builds autonomous test course THE ISUZU HOKKAIDO PROVING GROUND (IHPG) IN Mukawa, Japan is being updated to establish a dedicated autonomous driving test course for the development of Level 4 autonomous trucks and buses.

The new test course will be developed on approximately 190,000m2 within the vast grounds of IHPG, with the investment of 7.4 billion Yen (NZ$85 million).

The course will feature multiple testing areas, including simulated urban streets, highway merging and exiting sections, and rural roads. The areas will also be equipped with various traffic infrastructure.

This will make it possible to safely reproduce complex driving scenarios that are difficult to conduct on public roads, enabling the verification and validation of autonomous driving technologies. Partial use of the course will begin from mid- 2026, with full-scale operations slated for September 2027.

Once operational, the facility will also be opened to companies and organisations outside the Isuzu Group, including autonomous driving startups, automotive parts suppliers, and the transport infrastructure sector.

The course will be Japan’s first dedicated autonomous driving test course established by a commercial vehicle manufacturer. It is designed to accommodate long, heavy vehicles such as articulated buses and truck and trailer combinations.

Isuzu Group says the course will become its core hub for the development of autonomous driving technologies. In addition to conducting comprehensive testing of sensors, AI models, and control technologies for autonomous vehicles, the course will also be connected to both domestic and overseas facilities via high-speed IT networks, allowing real-time sharing and utilisation of test data.

A new test and research facility will be constructed adjacent to the test course, with plans to provide maintenance space for autonomous vehicles as well as workspaces for collaboration partners. The test course will function as an open innovation hub, promoting research and development of autonomous driving technologies and real-world testing through collaboration with startups along with other public and private partners.

Japan has a high level of interest in autonomous vehicle development due 20 | Truck & Driver

to its changing social structure. With low birth rates, an aging population, and the concentration of people in urban areas, it has become a pressing challenge to address the aging of drivers and shortage of labour facing the transport and logistics industry.

“Autonomous driving solutions will be a future pillar of Isuzu’s business,” says Ken Ueda, Senior Executive Officer, EVP of the Engineering Division.

“The Isuzu Group will contribute to the advancement of autonomous driving technology through the operation of this test course, pioneering a future of safe and secure mobility to help realise a society free of accidents.”

The Group aims to launch Level 4 autonomous trucks and buses in Japan during fiscal 2027. To that end, Isuzu is actively developing and working to commercialise autonomous driving technologies, not only on its own, but also in collaboration with national and local governments, other commercial vehicle manufacturers, and advanced technology startups.

“This test course is essential infrastructure for the Isuzu Group as we strive to lead the world in autonomous driving for commercial vehicles,” says Hiroshi Sato, Senior Executive Officer, VP of the Engineering Division.

“We hope that in a few years, it will become a hub for open innovation, a centre for autonomous driving where various companies and organisations collaborate on research and development.”

How the new autonomous test course will be configured (top) when it’s built within the Isuzu Hokkaido Proving Group facility (below).

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Freedom Highway

22 | Truck & Driver

BIG TEST

The new Freedom Transport MAN TGX 26.640 heading north out of Wairoa.

Truck & Driver | 23

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The MAN works with a 4-axle Schmitz Cargobull refrigerated semi, typically loaded at an all-up weight of 40-tonnes.

ERY FEW NEW ZEALAND MAIN ROUTES DEMAND AS much from a truck and a driver as State Highway 2 between Napier and Gisborne.

The 215km run includes narrow gorges and tight corners, ever-changing gradients, and a wide variety of surface quality – all of which were taken into consideration

by Freedom Transport’s Samreet (Sam) Virdi when he needed a new truck for a double-shifted Palmerston North to Gisborne grocery run.

Sam wanted his drivers – and himself for the occasions when he’s behind the wheel – to have plenty of horsepower, a high level of comfort, and a full roster of modern safety features. And he reckons he’s found a good MAN for the job with his New Generation TGX 26.640 6x4 tractor unit.

Sam’s Freedom Transport is a four truck operation running a Scania, a Mercedes-Benz, a Freightliner Cascadia, and since the beginning of August, this new MAN TGX. The trucks do a variety of work with the MAN, Mercedes-Benz, and Freightliner contracted to Gisborne-based Freshways Transport for supermarket delivery runs. The Scania works between Gisborne and Te Poi (in the Waikato) on a Courier Post contract.

Sam took New Zealand Truck & Driver along for the Napier to Gisborne leg of the new MAN run on a sunny early spring morning.

The month-old MAN and its 4-axle Fruehauf/Schmitz Cargobull refrigerated semi – which went on the road in November last year – are Napier based. The unit had been driven down to Palmerston North and back again overnight by one of Sam’s drivers and we meet the truck in Napier at 6.30am as Sam takes over for trip up to Gisborne and back again.

It’s a slight change of routine for Sam. “I’ve got a team of drivers, and I normally jump on the oldest truck and let my guys drive the new ones,” he says.

This run is completed six days a week with the prime role being to supply Wairoa’s New World supermarket with groceries and produce

and then to move Gisborne fresh produce south again. And there are also empty crates and packaging to cart on a regular basis.

“The truck never gets cold on the weekdays,” says Sam. “It only gets a rest from Saturday morning until Sunday morning.”

Napier to Wairoa is a 118km run which Sam says typically takes a little over two hours. There’s about an hour of unloading in Wairoa, followed by another hour and 20 minutes to complete the 92km run further north to the Freshways yard at Makaraka, on the outskirts of Gisborne.

There’s more unloading and loading in and around Gisborne with the aim for the truck to be heading south again by 2.30pm at the latest – and back in Napier around 6pm. The night run south can include deliveries to Waipukurau and a visit to the Foodstuffs distribution centre in Palmerston North before returning to Napier around 5am.

Our load for Wairoa fills 28 of the 30 pallet spaces in the 19.5m long trailer. It’s a typical all-up weight of just on 40t for the northbound run but Sam says there will be occasions during the busy summer months when the MAN will work as a 50MAX B-Train combination. The truck has permits to work with all of the trailers in the Freshways fleet.

Hayden Woolston gets to drive the MAN for the first half of the run up to Wairoa. It’s a spectacular Hawke’s Bay morning with the low sun reflecting off the calm ocean as we grab the first photos near Whirinaki and then head into the twists and turns near Tangoio, through the first of several single lane road works sites, and past a misty Lake Tutira.

Sam swaps across into the driver’s seat at a layby near Putorino and I climb the three wide steps up into the cab and settle into the passenger seat.

The choice of truck for this run was mainly influenced by the challenges of State Highway 2.

“This road is very hard on the gear,” says Sam. “It doesn’t matter which truck you put onto it; this road is Truck & Driver | 25

P

•

•

Above: Freedom Transport owner Samreet Virdi wanted performance, comfort, and safety for his drivers on the Palmerston North to Gisborne run.

Below: The Hawke’s Bay and Gisborne regions turned on a superb early-Spring day for our Big Test. going to kill everything. You have to have a good truck and good horsepower. If the truck is tired, it’s not going to handle it.”

The 640hp D3876 engine is the highest power option in the MAN line-up.

“Having 640hp is good. It’s the sort of horsepower you need, and it probably helps the fuel economy as well,” Sam says.

Sam has driven a variety of trucks on this road – and others in the Eastland and Hawke’s Bay regions – since 2013. He says the typical drive time from Napier to Gisborne is between three-and-a-half and four hours depending on road works.

“With loading it can be an 11-hour day when it all goes to plan, but it can be 12 hours if you have a couple of delays,” he says.

“It’s important to have a comfortable truck and to have good

26 | Truck & Driver

horsepower when you are travelling this kind of road. You need a comfortable truck for your guys, so they’re not burning themselves up for 12 hours a day. You want them to go home with some energy to spend some time with their family. That’s the main reason.”

The MAN was purchased through the Tauranga Penske branch, but a major part of Sam’s buying decision was having Napier’s Young Motors as the MAN service and parts agent for the region.

“The main reason I chose MAN is that it’s really important who’s going to look after my truck. I’ve had great service from Young Motors, and I really trust those guys,” Sam says.

The MAN was sold by Michael Rolley.

“I did try some other brands, but Mike came up with a good price and a maintenance plan,” Sam says.

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The MAN makes one of its last trips across the Bailey Bridge in the Waikare Gorge. A couple of days later a new Acrow temporary bridge was lifted into place.

“I had been talking to Mike for a couple of years. He had always stayed in touch after he sold me a Western Star, and he would call in to say hello from time-to-time.

The TGX 26.640 is powered by the 15.2-litre six-cylinder engine which develops 640hp (471kW) at 1800rpm and produces peak torque of 3000Nm from 900-1380rpm. The engine is Euro VIe compliant with SCR exhaust aftertreatment and the 12-speed Tipmatic 12.30 OD automated transmission drives to a 3.08:1 axle ratio.

Leaf spring front suspension, rear air suspension, disc brakes and Alcoa Dura-bright wheels are among the main technical features.

The Jost JSK37C fifth wheel is mounted well forward to accommodate the maximum length trailer.

The MAN has a 68t GCM rating and a safety package that includes adaptive cruise control, lane assistance, and blind spot warning on both sides of the truck along with ABS/EBS and ASR traction control.

Penske NZ had the truck in stock when Sam confirmed his order, and it remains very close to standard specification with just a few extras added.

Sam optioned a rooftop Kelsa light bar and also added two working lights on the back of the cab.

“The standard lights [full LED main beam, DRL, fog, and cornering lamps] are really good. It’s just extra light for the nighttime drivers and the guys like to have some cool stuff,” Sam says.

“I also added two lights on the back of the cab. From my logging background, it’s good to have lights for working at night and they are good for hooking up and unhooking the trailer. They are also helpful if the guys want to wash the truck or they have a flat tyre or something.”

On the subject of tyres, the other addition to the TGX is a Tire Tracker tyre pressure monitoring system. The individual tyre pressures are relayed via a Bluetooth receiver unit to a display mounted atop the dash.

“I bought it from BigFoot CTI, and it will tell you exactly the pressure you are running, and it will give you a warning if you have a slow leak. It also tells you the temperature of each tyre and if the pressure gets too high,” Sam says.

Sam expects the monitoring system will save on tyre wear and tear and there was an example of its benefits just the day before our test.

“Yesterday we had a problem on this truck. My driver did his pre-check and jumped in the truck and then he noticed one tyre was down to 60psi. So, we took it around to Bay Tyres, and it had a nail in it. It took them about half an hour, and we were back on the road.

“If we hadn’t known that it would have been a puncture and maybe the tyre would have come off the bead. So, it saved us a tyre and a call-out and maybe a breakdown of a couple of hours. And sometimes on this road you are not even in phone reception.

“It [the Tire Tracker system] cost me about $1000 but it will pay itself off over the long run.”

The finishing touches to the truck with the blue and silver Freshways scheme plus red pinstriping is the work of Marty’s High Performance Signs in Mt Maunganui.

“I asked for Freedom across the front, and it came back with the silver scrolls and the Lion graphics on it. I really like what they have done. Sometimes it’s just best to let them get on with the job,” Sam says.

After the temporary Waikare Gorge single lane bridge we cruise past Kotemaori, and the Mohaka Viaduct and I mention to Sam that the TGX feels very stable on the road. The cab suspension soaks up the worst of the bumps and holes but pleasingly the cab doesn’t float around very much on the twists and turns.

“Part of the reason could be it has 55 (profile) steerers on it,” Sam says.

The front tyres are Goodyear FuelMax S 385/55 R22.5 super singles with Goodyear KMax 275/70 R22.5 drive tyres.

Truck & Driver | 29

The MAN D3876 six-cylinder (above left) is a 15.2-litre unit producing 640hp (471kW) and 3000Nm of torque.

The right-side fuel tank is 490-litres capacity (above right) while the 80-litre AdBlue tank is just below the cab on the passenger side.

“I’d like to have a try with 65 steerers, but I’ll talk to Penske about it.

“A higher profile would be good because we go up and down a lot of driveways and I don’t want the trucks getting damaged in the front. It would give a bit more ground clearance and it’s something I am thinking about.”

I also notice that the lane departure warning seems less sensitive and intrusive than in many other trucks, adding to the relaxing feel of the drive.

In this section of the trip there are some steep climbs and descents to sample the performance of the MAN. Most of the climbs are completed in either ninth or eighth gears with the speed dropping back to about 37kph at just under 1500rpm in eighth. The strong torque delivery of the 15.2-litre is exactly what

it suggests on paper with most of those climbs seeing a steady 1300-1400rpm on the tachometer.

There’s one occasion when the TGX drops back into seventh gear for just a few seconds before completing the climb in eighth.

The Tipmatic transmission shifts smoothly and has three drive modes – Efficiency, Performance and Manoeuvre.

“Manoeuvre is for when you are unhooking or hooking up trailers.

It’s really good to have it in Manoeuvre when you are slowly crawling under the trailer. You are not damaging the fifth wheel or the king pin,” says Sam. “I recommend to drive this truck in Efficiency mode. In Performance you are just revving the truck higher and chewing more fuel.”

The more relaxed performance in Efficiency mode also matches

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the caution which Sam wants his drivers to maintain on this road.

“On this road you are not going to gain much.

You might go past a lower horsepower truck on a hill but there are so many stop-go road works on this road that a few minutes later he’s right behind you again.”

The Fruehauf semi spent a few months working at the same weights on this road with Sam’s Freightliner Cascadia.

“The Cascadia goes through a lot more gear changes but it’s only a 505hp truck,” Sam says.

On one hill Sam briefly switches to Performance mode to demonstrate the earlier downshifts and higher revs the truck uses.

“You are just revving the engine and burning more fuel. You only go to 4-5kph faster and then you need to use the brakes more on the downhill.

“The truck has got good torque when you go up a hill in eighth gear at 1300rpm you’re using the torque and not revving the truck.

“Efficiency [mode] is good because on this road it’s all about consistency. At 40t on this road in Efficiency mode you don’t need any more. That’s how I think about. Other guys might not agree with me.”

So far Sam has been happy with the fuel consumption figures.

“We find driving in Efficiency we are using less fuel. We have compared it and decided to keep it in Efficiency.”

To date the MAN has averaged 48.5L/100km over its the first 20,000km on the road.

“It’s a new truck. At the moment we are doing good, and I think it [fuel efficiency] will get a bit better because the truck is still brand new.”

Sam says he encourages the consistent driving theme with his drivers.

“I have travelled this road since 2013, and every day is a different day. You have to be careful and take your time. I tell my guys; `it’s not a race’.

“You never know where there could be someone broken down or something on the road. When it rains it can be really slippery, and some parts can be frosty in the winter.

“There are a lot of road works and especially at the time we travel there can be a lot of guys setting up their cones in the morning. And when we are coming back at the end of the day the same road workers are picking up their cones.

“You can’t rush on this road. If you go fast and you are slamming the brakes on, then you just wait at the next set of road works. The most you could save is five minutes or so, but it’s better to be safe than sorry.

“You just want consistency so you’re not going too hard on the truck.”

Sam says there’s one aspect of the TGX which he feels could work slightly better.

“This truck doesn’t have a retarder in it, but it has a five-stage engine brake that works like a retarder. I’ve just noticed it lags a little bit when you put it into a gear.

TD35527

SS

Heading under the Mohaka Viaduct on the run towards Wairoa.

Truck & Driver | 31

Above: Multi-function steering wheel provides control of the main display, cruise control and infotainment system.

Below: Modern interior includes under-bunk fridge, sleeper space and ample dash storage. Switch cluster on the lower edge of the driver’s door controls the exterior lighting, locking, windows and hazard lights.

“I didn’t realise when I bought the truck that it didn’t have the retarder.

“I just think on these roads, if it had a retarder, it would be a bit more helpful.”

Apart from the momentary lag, Sam says the engine brake works well.

“Stage 1 or 2 is really good holding you on the long hills if you put

32 | Truck & Driver

it in the right gear. I think stage one is a bit too strong when you’re unloaded and there’s not really much difference going to stage two.

“I use the fifth stage when you are coming to a stop and sometimes when you are fully loaded coming down the steepest hills. I shift manually on the downhills, just to stop the engine from overrevving.”

On a flat stretch of road, the TGX uses a relaxed 1300rpm in the

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Kelsa light bar atop the roof is one of a small number of extras fitted to the MAN.

overdriven top gear to run at 90kph and many of the gentle climbs are handled in the direct drive 11th gear which in Economy will lug down to about 70kph.

In contrast to several other trucks we’ve been in recently, the MAN’s speedo readout is very close to the EROAD speed display, with just a 1kph difference at 90kph.

The cab of the TGX is typical of modern European trucks with the mid-roof version offering plenty of high ceiling height, generous room between the seats and a well-organised layout of instruments and switchgear.

“It’s got plenty of space. It would be a good machine if someone wanted to live in it,” says Sam.

“We never sleep in it. But if we had to because a road was shut down, there’s a comfortable bed back there.”

The air suspension driver’s seat has full power adjustment as well as being heated. Sam says the visibility out of the cab is very good and the slim A-pillars minimise any blind spot issues.

Sam says the Climatronic air conditioning works efficiently, and he likes the full length air ducts at the base of the side windows which demist very quickly at the press of a button.

A fridge and a pull-out storage compartment are under the bed and two slide out compartments in the lower part of the centre console provide storage for paperwork. Three large storage lockers sit above the windscreen while two USB points plus 12V and 24V

Fourth axle steering on the Fruehauf NZ-built Schmitz Cargobull semi is useful on the twists and turns of the Napier-Gisborne route.

34 | Truck & Driver

outlets are available in the dash and there are two more USBs in the bunk area.

The gearshift, mode selection and engine brake are on the right hand steering column stalk with the indicators, wipers and highbeam control on the left. Sam says the auto high beam function works well on this truck.

The steering column has reach and rake adjustment and the four-spoke wheel has dash display, audio, phone and cruise control buttons.

“Most of the things that you use are on the steering wheel,” says Sam. “The Bluetooth is good, and you can have an easy conversation.”

A handy design touch is a small switch panel at the base of the driver’s door that allows the exterior work lights and hazard lights to be operated without climbing back into the cab as well as buttons to lock the doors and close the windows.

On our approach to Wairoa there’s another single lane road works. It’s on level terrain and when the traffic light turns green the MAN gets moving in third gear, skipping through fifth and seventh to easily pick up top gear again with minimal effort.

It’s shortly before 9am when we arrive in Wairoa. Access to the loading dock is through the busy supermarket car park.

“It’s quite tight with a lot of cars moving around and you have to reverse in on a bit on an angle. The mirrors are helpful and there’s a good view down both sides,” says Sam. All of the northbound cargo is unloaded at Wairoa and the next leg on the journey is light work with a couple of pallets of empty crates to be returned to Gisborne.

“It’s only two lifts of empty crates today to be returned to Freshways. Normally, there are a few more,” Sam says.

It’s about an hour later when we are crossing the Wairoa River bridge to start the second leg of the trip. The sun is shining as we climb to the Wairoa Lookout and descend again for the scenic Pacific Coast Highway run through Whakaki, Nuhaka and onto Morere with light traffic making for easy progress.

A few minutes later we are climbing the Morere Hill which is

signposted as an 11% grade. It’s an easy ninth gear climb in the unloaded TGX. “If we were loaded, we’d be in seventh,” says Sam. “Coming home loaded at 40t you put the truck into seventh gear and stage five of the engine brake, and you don’t have to touch the brake pedal. It holds at 35kph all the way,” says Sam. “If you know your truck, know the weight and know the road and then you just put it in the right gear and the right stage of the engine brake.”

It’s just over an hour into the trip and the highway drops toward seal level and straightens as we travel through Muriwai and click off the final few kilometres of the trip.

“After I unload at the yard (Freshways) I’m going to Leaderbrand to pick up salads and things. Then I’ll go back to the yard and load up with citrus or something like that. We go back to Napier at pretty much the same weight.”

Sam says he enjoys the work with Steve Weatherall’s Freshways operation.

“Steve gave me an opportunity back in 2013. It was my first job as a truck driver in New Zealand,” Sam says.

“My first job was doing containers on this road. I tried logging and driving a fuel tanker for a while, but I’ve been an owner-driver with Steve since 2021.

“Steve has every sort of truck in his fleet and every time I buy a truck, I get Steve’s views on it because at the end of the day it’s his work we do and his trailers we are going to cart.”

Running back and forward between Napier and Gisborne might be hard on trucks but Sam reckons it brings out the best in trucking industry people.

“You see the same trucks and same faces all the time. You don’t want to be the truck driver that never waves to the other drivers or is tailgating people and not letting them past when you are loaded,” says Sam. “It’s a pretty small community of people and you have to earn their respect. They are helpful guys and if someone has trouble they will stop and help.”

Ready to unload at New World Wairoa. The signwriting on the MAN is the work of Marty’s High Performance Signs.

Truck & Driver | 35

T

HE NAPIER TO GISBORNE HIGHWAY IS NO JOKE – IT’S ONE of the toughest routes in the country for both trucks and drivers. And since Cyclone Gabrielle, it has only become more challenging. The good news is that the repairs from the cyclone have made significant progress.

A highlight of this test drive was getting to operate a new European truck through this demanding route, with the added benefit of the driver comfort that comes with it. The MAN TGX 26.640 6x4 tractor unit did not disappoint.

I started my drive in Napier, towing a quad semi Schmitz Cargobull trailer, heading about halfway up the Pacific Coast Highway to Wairoa with owner Sam Virdi alongside in the passenger seat.

Entering the cab is a smooth experience, thanks to the sturdy grab handles and well-spaced steps. Inside, the cab has a modern design with ample headroom and plenty of storage. I did find it a bit tricky to find a spot for my water bottle, but overall everything was within easy reach.

The multi-function steering wheel functions are very comprehensive, covering most driver needs. The gearshift mode selector, located on the right-hand stalk, was straightforward to

36 | Truck & Driver

Hayden Woolston operate, and once in drive, we were off.

Cruising out of Napier’s back streets and through the roundabouts, I was impressed by how well the quad semi tracked through intersections. The excellent mirrors provided clear visibility to the left rear wheels of the trailer, which does become important on this challenging route.

Driving along the Bayview waterfront on a beautiful spring morning, it wasn’t long before the real work began. From Tangoio the road becomes steep, narrow, with overhangs and tight corners— meaning full concentration is essential.

Following Sam’s recommendation, I kept the truck in Efficiency

• SPECIFICATIONS • mode, which proved to be a wise decision, as there’s no need or even a chance to race through here. My initial impression was that the steering felt slightly heavier than usual; Sam explained it might be because the fifth wheel is positioned further forward to accommodate the maximum length trailer, which makes sense.

As we navigated steeper hills, I was thoroughly impressed with the power of the 640hp D3876 15.2-litre engine. It pulled effortlessly up every incline, never feeling like it was struggling – even with the stop-and-go roadworks that made maintaining momentum challenging in places.

The engine’s refined performance is matched by the 12-speed TipMatic automated transmission, which shifted smoothly and precisely throughout the drive.

The TGX was a pleasure to operate on this route. With the engine and gearbox doing the grunt work, driving became an enjoyable cruise. The cab remained stable with minimal roll, and the interior acoustics were good – aside from some slight wind noise on the occasional stretches of road where we were

able to run near the speed limit.

The driving position was comfortable, with a well-designed seat providing excellent support.

One aspect I found challenging was the engine brake. It has five stages, but I couldn’t notice much difference between stages two and five. Additionally, it turns off when the accelerator is pressed.

While I understand this isn’t unique to this truck, it can be frustrating during constant hill climbs and descents. Having a clearer distinction between stages would make it easier to utilise the engine brake effectively on winding hills.

Overall, I would be happy to drive this truck on this route any day – though perhaps not during a cyclone. Sam shared some stories about how tough that time was for drivers, and I can only imagine the difficulty.

After stepping out of the truck, some of my team remarked; `Wow, that must have been a tough drive.’

“Yes, but it was fun,” I replied. And honestly, I think the MAN and its European comfort and refinement made the experience enjoyable.

MAN TGX 26.640 6x4 BL SA Engine: MAN D3876 LF 16 six cylinder in-line, Euro 6e with SCR and EGR Capacity: 15.2 litres Maximum Power: 471kW (640hp) at 1800rpm Maximum Torque: 3000Nm (2212 lb-ft) at 900-1380rpm Fuel capacity: Diesel 490 litres, AdBlue 80 litres Transmission: MAN TipMatic 12.30 OD 12-speed automated manual Ratios: 1st – 12.92 2nd – 9.98 3rd – 7.67 4th – 5.94 5th – 4.57 6th – 3.53 7th – 2.83 8th – 2.19 9th – 1.68 10th – 1.30 11th – 1.00 12th – 0.77 Reverse – R1 12.03, R2 9.29 Final Drive ratio: 3.08:1 Front axle: 8,000kg rating Rear axles: Hypoid tandem drive with differential lock (23,000kg max) Brakes: Disc with ABS/EBS and Advanced Emergency Braking Auxiliary brakes: MAN Turbo EVBec high performance engine brake (630kW) Front suspension: Parabolic leaf spring with stabiliser bar Rear suspension: MAN ECAS eight-bag air suspension with stabiliser bar GVM: 26,000kg GCM: 68,000kg

Truck & Driver | 37

MEDIUM-DUTY TIPPER WITH SLIDING TRAY 2-IN-1 SOLUTION

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Driving the economy

The Kapiti Expressway opened in 2017 and now work is beginning on the Otaki to North of Levin section of SH1.

Roads, and paying for them T HE GOVERNMENT’S COMMITMENT to substantial roading improvements is paying off – supported by staunch advocacy from the transport

by Dom Kalasih Chief Executive Ia Ara Aotearoa Transporting New Zealand

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on

sector.

A recent example is Transport Minister Chris Bishop’s announcement about the new Ōtaki to north of Levin highway (O2NL). NZTA has signed construction contracts with two alliances to build this Road of National Significance and construction will get underway this spring.

The existing Kāpiti Highway currently sees up to 19,500 vehicle movements per day, and this project is the final leg of the Wellington Northern Corridor. It will mean we have a multi-lane motorway/expressway standard road for those travelling between Wellington and a bit past Levin, about 95km.

Google says if I left my Wellington office now it would take me an hour and 18 minutes to drive to Levin. Bearing in mind a significant part of the journey in the future will have a 110kph speed limit, when O2NL is completed it’s likely I’ll be able to make it in about one hour.

Getting an extra 18 minutes back in my day would be huge.

With trucks having a 90kph speed limit, the savings won’t

be quite as pronounced, but nevertheless there will be time savings as well as other benefits. These new roads are safer and less stressful to drive on – unquestionably benefitting the communities they connect and our economy.

I don’t believe there has been sufficient appreciation of how better roads unlock productivity, but Transporting New Zealand will continue to make this case to elected officials and the wider public.

Plans to scrap petrol tax and introduce RUC for all Whether it was a deliberate, political strategy or not, days after announcing O2NL Chris Bishop then announced that Cabinet has agreed to take the first steps towards scrapping petrol tax and transitioning to universal RUC at a later date.

Public reaction appeared mainly negative. As tends to happen with these things, there was a lot of speculation as to what would happen, and particularly that people would end up paying more.

It’s important at this stage to keep in mind the scope of this announcement. The Minister’s announcement was about plans to introduce legislation that would enable an improved collection system.

Truck & Driver | 39

Driving the economy

Given changes in the fleet and power train technology, the respective contributions from and to monies collected from petrol and diesel use are changing. Electrification and improvements to fuel consumption in the light vehicle fleet have led to a reduction in the money collected from that part of the fleet, despite them still imposing similar infrastructure costs.

Over the last several years and putting Covid aside, using very approximate numbers, the total annual revenue collected has been in the order of $4 billion. Historically the income from petrol has been greater than that from diesel, but that’s changing.

The current National Land Transport Programme (NLTP) 2024 – 2027 includes planned investment of $33 billion over that threeyear period, or on average $11b each year. There is a significant gap between intended investment and actual revenue, and we simply cannot afford to have a large proportion of the light vehicle fleet not contributing fairly to the maintenance and improvement of our roads. That is a recipe for even more congested, unsafe, pot-holed roads.

The road freight industry has been paying and administering weight-based road user charges for heavy vehicles for nearly 50 years, so it’s not as if there is only one way of collecting the revenue.

Time will tell with what happens with RUC rates for respective vehicle classes. I have no doubt we will be closely involved in those developments but for now, to put some context around vehicle contributions based on the typical annual distances travelled, a modern petrol hatchback is likely to pay in the order of $660, whereas a truck and trailer is paying in the order of $50,000.

Transitioning the light vehicle fleet from pay-at-thepump fuel excise duty will be a significant undertaking, but essential to ensuring the transport system is sustainably funded. Having modern, well maintained transport infrastructure is critical to moving people and freight in a safe, affordable, and reliable way.

The Ministry of Transport has been engaging with us on this change for a considerable period, so it’s good to see the Minister actively addressing this issue. It’s also encouraging to see that Government isn’t rushing to implement the transition but is focused on ensuring the RUC system is user-friendly and accessible.

I’m optimistic that the light vehicle fleet can be carefully transitioned to universal RUC without undue inconvenience or disruption to motorists, particularly with constructive help from the road freight sector.

The reality is that doing nothing is not an option.

Transport Minister Chris Bishop speaking in Parliament.

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 members@transporting.nz

Dom Kalasih, Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz

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

Keith McGuire, Membership Manager Upper North Island 027 445 5785 • keith@transporting.nz

Jim Crouchley, Membership Manager Lower South Island 027 261 0953 • Jim@transporting.nz

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Driving the economy

Increasing numbers of fuel-efficient petrol vehicles are contributing less to the National Land Transport Fund.

by Mark Stockdale

New Zealand considers adopting universal RUC

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OU’D HAVE TO HAVE BEEN LIVING UNDER A rock back in August not to have seen the publicity around the Government’s recent announcement to abolish petrol tax and replace it with Road User Charges (RUC).

That could make New Zealand just the second country in the world to introduce universal RUC – after Iceland phases it in this year. Albeit that country has a population of just 373,000 in an area roughly a third the size of ours, so one would imagine it’s a bit simpler to implement and enforce (a distance-based tax already applies to some heavy vehicles in Iceland, while RUC was introduced for plug-in and hydrogen vehicles in January 2024). Indeed, New Zealand phased 100,000 plug-in vehicles into RUC last year with little fuss. But adding in another 3.5 million petrol vehicles, well that’s a big ask!

This wasn’t actually the first time the current Government announced plans for universal RUC, but this time the Minister of Transport highlighted planned legislative changes to foster private sector innovation to enable those 3.5m vehicles to transition to electronic RUC (although paper RUC will be retained as an option for those than can’t easily adopt eRUC, such as some motorcycles, vintage cars or people with no credit).

“We’re not going to shift millions of drivers from a simple system at the pump to queues at retailers. So instead of expanding a clunky government system, we will reform the rules to allow the market to deliver innovative, user-friendly services for drivers,” Minister Chris Bishop said.

42 | Truck & Driver

Those legislative changes include: • Removing the requirement to display RUC licences, allowing for digital records instead.

• Enabling the use of a broader range of electronic RUC devices, including those already built into many modern vehicles.

• Supporting flexible payment models such as post-pay and monthly billing.

• Separating NZTA’s roles as both RUC regulator and retailer to foster fairer competition.

• Allowing bundling of other road charges like tolls and time of used based pricing into a single, easy payment.

As the Government had previously noted, the need to introduce universal RUC is driven by the changing composition of the light vehicle fleet, with increasing numbers of fuel-efficient petrol vehicles meaning they are contributing less than their share to the National Land Transport Fund to pay for road maintenance, operations, and improvements.

“For decades, petrol tax has acted as a rough proxy for road use, but the relationship between petrol consumption and road usage is fast breaking down. We are also seeing a fast uptake of fuel-efficient petrol hybrid vehicles. In 2015, there were 12,000 on our roads, while today there are over 350,000,” Bishop said.

While that may be so, it is also true around the world – where fuel taxes are the norm – and yet aside from Iceland no other country has yet made

Driving the economy

the move to universal RUC, although several are trialling RUC schemes or have introduced RUC for electric vehicles (and the state of Hawaii is planning universal light RUC by 2033).

The government plans to introduce legislation in 2026 to enable these changes, and hopes that third-party providers will be able to offer innovative eRUC services by 2027.

“The changes will support a more user-friendly, technology-enabled RUC system, with multiple retail options available for motorists.

Eventually, paying for RUC should be like paying a power bill online, or a Netflix subscription. Simple and easy,” Mr Bishop says.

As expert users of RUC, the heavy vehicle sector is already familiar with electronic licences, but these changes should increase competition (with benefits to device costs and admin fees), and possibly lead to in-vehicle technology or even smartphones being used as RUC devices, whilst foretelling the end to paper labels of any kind. More flexible payment methods and bundling of things like tolls are also positive administrative changes that Transporting New Zealand supports (although we don’t favour congestion charging for heavy vehicles). We have already been providing advice to the Government on how the transition can be managed as smoothly as possible, given our sector’s familiarity with the RUC system.

Moving NZTA out of the role of retailing RUC is interesting, and again whilst some companies already do this for fleets that have highvolume transactions, this change will need to be monitored to ensure that overheads do not become a disproportionate amount of the RUC

transaction for motorists who buy in small blocks to manage their budgets. Currently eRUC is not economically viable for private motorists, but as it is, the current ‘paper’ transaction fee ranges from $12.44-13.71 which is quite a big portion of the cost of minimum 1000km licences for light vehicles. Contrast that to petrol tax which incurs no admin fees and no effort on the part of 3.5m petrol vehicle owners, and RUC admin fees might be a hard sell.

Likely in the mix too will be a review of the RUC fees – for light vehicles especially. Bringing 3.5m vehicles into distance-based charges will need modelling to estimate what the fee should be in order to earn the same revenue as from petrol tax – plus the Government will want to raise more revenue to address the growing transport funding deficit. Such a review could tip over into heavy vehicle RUC rates. Transporting New Zealand will use the opportunity to push our policy for reduced RUC rates for high productivity and low emission heavy vehicles.

Tellingly though, the Minister’s announcement didn’t say when petrol tax would actually be phased-out – or how even.

“At this stage, no date has been set for the full transition of the light vehicle fleet. That’s a deliberate choice, as we’re focused on getting the system right rather than rushing its rollout,” Mr Bishop says.

It’s probably wise not to commit to a finite date for what Chris Bishop himself describes as “the biggest change to how we fund our roading network in 50 years.” In fact, arguably it’s even bigger than that – it’s the biggest change to NZ’s tax system since the introduction of GST in 1986.

No small feat.

Fernhill Bridge costing region millions

T

RANSPORTING NEW ZEALAND IS CALLING FOR urgent bridge strengthening on a key Hawke’s Bay freight route.

Weight restrictions on Fernhill Bridge on SH50 in Hawke’s Bay are costing the region millions of dollars, with many freight companies having to complete a 40km return detour to make deliveries.

Fernhill Bridge is a crucial freight corridor linking a large agricultural area with the region’s industrial centre in Hastings. It is also the main access point to the Taihape Road from Hastings. Weight restrictions introduced in 2022 have limited access to a maximum of 31 tonnes for eight axled vehicles.

Transporting New Zealand completed a survey of six local operators, that found the detour was costing just those six local freight companies and their customers an estimated $2.36 million a year and producing an additional 500 tonnes of CO₂ emissions through additional diesel consumption. This was based on an average of 54 detoured trips per day across the surveyed companies, or nearly 20,000 trips per year.

Hawke’s Bay transport operator Stephenson Transport travels through the area around six times a day and must detour.

“Running a truck is costly – we all know that, and adding 30 minutes to a trip has a significant impact,” says CEO Todd Stephenson. He says it also makes managing logbook hours a challenge.

Transporting New Zealand Membership Manager Lindsay Calvi-Freeman says that the bridge urgently requires strengthening work and NZTA need to get the project underway.

“NZTA have stated that strengthening Fernhill Bridge is their highest priority project in the Central North Island. Despite this, no work has been done. Freight operators either have to undertake expensive detours or use more, less efficient, smaller trucks.”

Lindsay says that the cost-benefit on this strengthening project is very clear.

The longer NZTA wait, the more delay and expense local businesses and consumers will have to endure.

“We’re told strengthening the bridge will cost around $10 million. For just six operators, the cost of doing nothing exceeds that within five years. It’s a no-brainer to get it done now.”

Hawke’s Bay needs a productive road network to unlock its economic potential and support its booming primary industries. Just to provide some perspective this is a region producing 60% of the country’s apples, 11% of the sheep, 12% of the beef, 10% of the grapes, 69% of the squash and is home to 8% of New Zealand’s pine forest.

Transporting New Zealand is calling on NZTA to urgently allocate funding to the project and schedule a date for the strengthening work.

76 years on from its opening in 1949, Fernhill Bridge is due for a major strengthening upgrade (the 70-year-old wooden truss bridge it replaced is shown in the foreground).

Photo: Fernhill Bridge – Grammer family By Attribution Alone, Ian Matheson City Archives.

Truck & Driver | 43

Driving the economy

by Mark Stockdale

Bipartisan support needed to solve our roading woes

N

EW ZEALAND HAS A GROWING LAND transport funding deficit, which is predicted to reach $6 billion a year by 2030. Meanwhile the current government has devised a list of 15 Roads of National Significance (RonS), not to mention many other scheduled roading upgrades in the latest National Land Transport Plan.

This is why Transporting New Zealand supports using tolling as an additional revenue-raising tool to allow investment to happen earlier – or indeed at all – for much needed improvements to the State Highway network, and particularly the RoNS. There is some support from the public for tolling too. A poll by The Post/Freshwater Strategy in December 2024 showed 41% support for privately-funded road projects versus 49% opposed. But motorists who regularly used toll roads were more likely to prefer highways be funded from tolls.

The current funding model simply won’t deliver the safe, efficient transport system this country needs. But another roadblock to progressing roading infrastructure improvements is changing political priorities. Time and again, we have seen new roads announced by one government, only to be cancelled by another. Think of the East West link and Mill Road in Auckland, the Whangarei to Port Marsden Highway, Cambridge to Piarere expressway, and the Woodend Bypass in Canterbury, which were all cancelled by the Labour government, but are now back on the table.

This to-ing and fro-ing creates uncertainty for the infrastructure sector, and as Infrastructure NZ says this “limits their ability to invest in labour and capital, and limits the number of potential suppliers for projects”.

“The infrastructure sector needs better clarity of when projects will be brought to market and confidence that timeframes and priorities will be predictable. This means minimising the influence of political changes.”

What New Zealand needs, in other words, is cross-party or bipartisan support for key infrastructure projects like these, at least amongst the two main parties. This is in fact what often happens in other countries.

There’s no reason such agreements couldn’t be made here. Indeed they have before. Rumour has it that the last Labour government obtained support from across the political spectrum for universal Road User Charges – even though no such announcements were made until after the current National-led coalition government had been installed. But you’ll notice that opposition parties haven’t been speaking out against the

proposal, despite the opportunity to win some cheap political points.

Of course, a key challenge for Labour, who in all likelihood will need to rely on the Green Party and Te Pāti Māori support to form a Government, is their partners’ opposition to spending money on roads, and instead favouring walking and cycling, public transport, and rail.

However, these differing political priorities shouldn’t mean long-term transport projects, many funded by tolling or delivered through publicprivate partnerships, should end up on the chopping block.

It wouldn’t be the first time we’ve seen a bi-partisan approach achieve good results for the country. Our cross-party approach to trade and foreign affairs has supported impressive free trade agreements and boosted our exports. Political consensus on the need to decarbonise saw Labour and National led governments persevere with our emissions trading scheme and emissions reduction framework.

Unfortunately, this constructive approach can appear to be the exception, rather than the rule. Witness the recent announcement to abolish the NCEA, and the news that Labour were invited to have early discussions with the Government, but failed to take up the opportunity.

The Government may have been confident they were on the right track, and had support from their coalition partners, but perhaps they could be more proactive in engaging with the opposition, especially for big-ticket issues with long timeframes like transport infrastructure.

We have seen some positive steps taken towards a long-term approach to infrastructure investment. The current government launched a 30-year National Infrastructure Plan last December, which it is hoped will ensure greater stability of infrastructure priorities to help plan for and fund. As part of the announcement, Infrastructure Minister Chris Bishop said it was important the Plan had bipartisan buy-in, and to that end he will be briefing opposition MPs every 6-months whilst also debating the Plan under parliamentary business.

Around the country we hear that New Zealand has infrastructure woes, not just with roads, but with failing water infrastructure, aging hospitals and run-down schools. We need to have a mature conversation about tackling these and take them out of the 3-yearly election lolly scramble and get all politicians to work together in the best interests of NZ Inc. That’s why Transporting New Zealand is asking all political parties to commit to the following: 1. Continue work to transition all light and heavy vehicles to Road User Charges from 2027 (at the earliest).

2. Support sustainable roading funding through use of road tolling and utilising public-private-partnerships.

3. Support the infrastructure pipeline by maintaining the transport projects identified in the National Land Transport Programme 20242027, including the roads of national and regional significance.

4. Ensure road maintenance and economic growth are both maintained as strategic priorities in the Government Policy Statement on land transport.

5. Continue to support uptake of low emission and high productivity heavy motor vehicles through land transport rule reform and pricing incentives.

T O C

I ( e e

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46 | Truck & Driver

FLEET FOCUS

A succession for Part 2 Story Colin Smith Photos Gerald Shacklock and Kings Log Transport

In part two of the Fleet Focus looking at how Southland’s big D.T. Kings Transport Ltd was split into three separate transport operations during the summer of 2022-23, we cover the changes underway at Kings Log Transport.

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Grant Loader (left) and Gordon Harding (right) became the owners of Kings Log Transport in early-2023.

EARLY FOUR YEARS AGO WHEN DISCUSSIONS about the future ownership structure of D.T. Kings Transport were in full swing – and the idea of splitting the company among the shareholders was first floated – it was clear the log transport division was already operating somewhat as its own entity.

The sole focus on carting logs was a contrast to the wide variety of livestock, sowing, spreading and rural cartage work being done by the rest of a transport operation that was approaching a fleet size of 200 trucks.

So, creating a new log truck operation from the DTK fleet was a relatively straightforward process, while splitting the fleet for the two other new entities – Kings Rural Transport and Riverton Rural Transport – was a little more involved.

Last month New Zealand Truck & Driver looked at the Kings Rural Transport and Riverton Rural Transport operations. The third new transport company created from the DTK separation is Kings Log Transport, owned by Invercargill’s Gordon Harding and Grant Loader.

Grant had been the general manager at D.T. Kings Transport for about 10 years while Gordon was a shareholder and manager of the logging operation in the previous company.

“If there was any division within the old company, it was the logging operation. It was completely different to everything else,” says Grant.

“So, when it came time to split things up and allocate the trucks, if it had bolsters on it, then it became ours.”

Gordon and Grant took over on April 1, 2023, and made the subtle name change to Kings Log Transport.

“On April 1, 2023 we had about 80 trucks and just over 90 staff,” Grant says.

“It’s grown a little bit since then. We sort of go up and down a bit with the demand.”

Grant describes the second half of 2024 and the early months of this year as; “pretty much flat out. The fleet size got up to about 92 trucks and the staff is now around 100,” he says.

Gordon Harding has spent the majority of his working life with the Southland company in its two previous iterations.

“I started driving log trucks about 25 years ago in an old 340 Nissan with a 3-axle trailer. I drove that for about three years and went onto a 400 Nissan which was pretty flash back in the day.

I drove that for a couple of years and then went into the office dispatching gravel out at Pukemaori,” says Gordon.

“From the gravel I got thrown into dispatching the log trucks and it all went from there. I was offered shares in the old company [when D.T. Kings Transport was split from D.T King & Co in 2013] and here we are.

“Starting as a truck driver and getting to where we are now feels pretty amazing,” Gordon says.

Gordon has seen the scale of the log transport business grow substantially during the progression from D.T King & Co to D.T. Kings Transport and now KLT. “Back at the time I started dispatching the log trucks there were about 17 trucks,” Gordon says.

“Not long after that we picked up a big contract and we went from 17 to about 40 loggers in one year. I was dispatching out of a diary with a pen and paper.”

It’s been a different path for Grant Loader who moved into transport from a background in the construction supplies sector.

“I started with Kings in 2012,” says Grant.

“Paul Balneaves was trying to find a replacement for himself to run the company and after interviewing for about three months I got the job.

“I’d been running divisions of big construction supply companies before that.

“I kicked off out at Pukemaori and in the first year we restructured Truck & Driver | 49

Above: Two new Freightliner Cascadias joined the KLT fleet earlier this year to cart woodchips between Awarua and Bluff.

Below: UD Trucks have provided the backbone of the KLT – and previously D.T. Kings Transport – logging fleet. the company once. It used to have CVC [Commercial Vehicle Centre] and all that in the same company.”

The 2013-2022 era of D.T. Kings Transport was one of significant expansion.

“We built the fleet over those 10 years from 120 to nearly 200 trucks,” says Grant.

And the shareholder structure established in 2013 had served the company well, at least in the medium term.

“We had taken on six younger shareholders [in 2013] but after 10 years some of them had eyes on having their own business,” says Grant.

“So, I sat down with Paul [Balneaves] one day to plan the future.

“It was going to be hard to replace those guys if they wanted to leave and there are some great positives to having shareholders who have skin in the game,” Grant says.

“But we also had the problem of: what would happen if someone

50 | Truck & Driver

wanted to leave? And none of the individual shareholders were really in a position to buy the others out.”

The option of splitting the company wasn’t seen as the initial solution but took shape as more planning for the future was done.

“We came up with a hair brained scheme to split the company.

It had become a big machine with nearly 200 trucks, and it was getting harder to manage,” Grant says.

“Once we talked about the split idea it kind of naturally went in that direction. We thought it might be difficult, but it actually split apart really naturally.”

The idea progressed quite rapidly.

“We did it over the course of about a year. We structured it all out and ended with the splits,” says Grant.

“Everybody bought into the idea that there would need to be a fair bit of give and take involved in it. But at the end of the day everyone was going to get a good business, and they’d be able to go off and do their own thing.”

The two rural carriers split off in December 2022 and the log transport change came on April 1, 2023.

“We were last because I was still doing the split restructure stuff and when everyone else was out and settled in, I jumped in with Gordy because I thought it would be best thing going forward.”

The choice of Kings Log Transport as the new company name and retaining the established red and gold colours comes down to continuity, practicality and Southland history.

“We didn’t want to change too much. Kings is pretty well known and it’s a reliable name. We wanted to keep it as close as possible,” Grant says.

“To be fair we made very little change in the logo and the branding and that was by design.

Running down the road they [the trucks] hardly

look any different. We kept the same logo and the same fonts and everything; we just changed a few letters really.”

There’s been a lot more than a rebranding task to keep the new business partners busy since stepping into full ownership.

Multiple areas of focus include fleet replacement plans, new safety innovations, updated admin systems to streamline the business, and diversification into two new activities.

The re-branding remains a work in progress and is directly linked to the fleet renewal programme. It will be a few more years before all the trucks carry the updated KLT logo.

“We put on roughly 10 to 12 new trucks on each year at the moment and it will cycle through as we go along,” Grant says.

“But we have got to increase that in the future, probably starting next year.

“We had a real heavy buying period about seven years ago [in the early phase of 50MAX and HPMV introduction] and those will start coming out [of the fleet] in the next year or so.

So, we will increase that to about 15 or 20 new trucks a year and it won’t take long until everything is rebranded.

“A couple more years and we’ll have them all done. The other thing is we’ve been so busy that any time off the road has a huge impact for us.”

For many years the backbone of the Kings fleet were UD Nissan trucks, a natural association due to the D.T. Kings ownership of the CVC dealerships.

In recent years it’s become a much more diverse lineup of truck brands with Scania, Mercedes-Benz, Volvo, International, Mack and Freightliner along with UD represented in the logging fleet.

“Ten years ago, it was pretty much all UD,” says Gordon.

“When the 50MAX and the 9-axle units came in we needed that extra bit of horsepower. That’s when we looked at the Macks and it’s gone from there really.

Grant says there’s another factor in the wider choice of brands.

“Nissan [UD] stopped making 8x4s for a while,” Grant says.

“We hung off for a while waiting for UD to bring out another truck, but it never happened. Then all of a sudden, the trucks we had were getting a bit long in the tooth and that’s when we started with the Mack Granites and some Volvos.”

A new brand to the fleet is Freightliner with two Cascadias purchased earlier this year for a new role. After many years of carting logs into the Southwood chipping plant at Awarua, KLT trucks are now carting away from the plant as well, delivering the export wood chips to Southport at Bluff.

“It’s the mill we feed the whole logs into, so it’s just the other side of that operation,” Gordon says.

And about four years ago a firewood business was established.

“We stared towards the end of D.T. Kings run, and we’ve built a bit of traction in the firewood business. We’re splitting some and supplying logs to people who want to cut it up themselves. It’s growing and it’s keeping a couple of guys busy through the winter when we’re a bit quieter,” Gordon says.

The red and gold logging trucks work across the wider southern region and are a regular sight on roads between Timaru and Bluff – and across to the western corner of Southland.

The bulk of the roughly 1 million tonnes of timber they

Top: International was among the brands added to the fleet when more horsepower was needed.

Above: A subtle name change and new logo identify the fleet as Kings Log Transport.

Below: Several Scanias have been among the additions to a more varied fleet.

Truck & Driver | 51

Mack Granite (left) and International RH (opposite page) have become an important part of the KLT operation. cart annually on the trucks is pine and eucalyptus exported via Bluff, with a much smaller proportion via Port Chalmers.

The KLT main yard is in Invercargill with a second depot in Dunedin’s Kaikorai Valley.

“We also base trucks out of the Tuatapere, Otautau, Pukemaori and Thornbury rural depots and we’ve got trucks scattered from here to Dunedin. Just about every town you can think of between Invercargill and Dunedin has a Kings truck or two based there,” says Gordon.

The location of the main yard at Invercargill’s Basstian St

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commercial zone has some clear benefits. When it comes to routine maintenance and new builds, KLT never has to venture very far.

“Everything is just down the street. We’ve got Lindsay [Coutts, owner of Modern Transport Trailers] on the corner. Further down we’ve got Royans who sandblast and paint our gear, and there’s a wheel alignment shop further down the street,” says Gordon.

“Basically, from the time a new cab/chassis arrives the truck can stay in the neighbourhood here until it’s completed. It doesn’t have to move off the street.

“Kings Mechanical has their main workshop in our yard, and they do the COFs and most of the maintenance work.”

Behind the scenes KLT has also modernised its admin and accounting systems.

“When we took over, we pretty much replaced all the systems with modern cloud-based tech,” says Grant.

“The existing system had been pieced together over 20 years, and it was outdated. We scrapped it all and now all of the accounting, wages, logbooks are electronic.

“Every truck now has a tablet and telematics, and the docketing is all electronic now. It’s been a complete change.”

The technology also extends to fatigue monitoring and incident cameras fitted in the trucks.

“That’s helped lead us to the 5-star rating we have with the LTSC (Log Transport Safety Council) which not too many companies have,” Gordon says.

An in another area of innovation King’s Log Transport has also joined an alternative logbook management trial being carried out by

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Above: Much the logging work from the late 1970s was carried out by TW Series Nissans (left) while Internationals (right) have become a key part of the current day fleet.

Below: Full fleet pic from the D.T. Kings Transport 75th jubilee in 2013 shows off the rapid growth of the logger fleet at the time. In the front is an International KS-7, bought new in 1945. selected companies in the log transport sector, which allows drivers to take an increased number of shorter rest breaks.

Carting logs out of the Southland forests can be demanding work and Gordon says there are two important features for a southern logging truck.

“Everything has got CTI (Central Tyre Inflation) and a good heater, and we changed the systems a couple of years ago so the drivers can stay in the cabs while they are getting loaded. They can stay out of the rain and the tablet in the cab has the scales on it.

“BigFoot CTI has made a huge difference in traction and in tyre wear as well to be fair.”

Gordon is an LTSC board member, and he keeps a close eye on new technology in the industry.

“There’s quite a lot of innovation going on and we are putting the latest bolsters and auto tensioners on the new build trailers,” he says.

“We always take a look at anything new that comes along.

Anything that makes it safer or easier for the drivers – we’ll look at that and give it a crack.”

54 | Truck & Driver

There have been minimal changes in staff since KLT was established back in April 2023.

“Our staff are great. We’ve got a really good team that has been here since before we put together the new company, and we haven’t changed anyone in the last two years,” says Grant.

“We’ve got the right people in the right spots, and we want them to be happy and stay with us.”

While Kings Log Transport is a separate entity in the same way as Kings Rural Transport and Riverton Rural Transport have emerged from the DTK break-up, the connections that date back to the company founded by David Thomas King at Tuatapere in 1938 still remain.

Grant says there is good cooperation between the new companies.

“They keep to their knitting, and we keep to ours, but we still share some resources,” he says.

“We still fuel up at their businesses and vice-versa and park our trucks at their yards. Things are still quite reciprocal, and we even share drivers when we need to.”

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National Road Carriers

A new era for road rehabilitation Justin Tighe-Umbers, CEO, National Road Carriers Association

T

HE LATEST ON SCHEDULE PODCAST BROUGHT A REFRESHING dose of optimism to New Zealand’s roading sector. Andrew Clark, NZTA Waka Kotahi’s National Manager for Maintenance and Operations, outlined the scale of work underway across the state highway network – and how the agency is keeping the travelling public front of mind.

The 2024/25 work season tells the story. NZTA delivered 329 lane kilometres of full road rehabilitations – nearly triple the 121km achieved in 2023/24 – while maintaining resealing rates. Replacing fatigued pavements with more resilient surfaces marks a turning point for New Zealand’s road network.

This has been enabled by increased funding. The 2024–2027 National Land Transport Programme allocated more than $4 billion to maintenance and operations, including over $2 billion ringfenced under the State Highway Pothole Prevention Fund. The government’s intent was clear: get back to basics and improve the quality of the asset itself, not just patch problems.

Doing Things Differently Funding alone does not deliver better roads; it is how the money is spent that matters. The Tīrau to Waiouru Accelerated Maintenance Project (T2W) is a clear example. Andrew talked about how this was one of the most ambitious programmes ever undertaken, it condensed four years of work into two, rebuilding and resealing almost 120 lane kilometres of SH1 in less than six months.

The statistics are striking: 110,000 road crew hours, 198,000 tonnes of aggregate, up to 145 truckloads daily, zero lost-time injuries, and 32 contracting firms working together. At completion, T2W will have rebuilt 27% of the SH1 corridor between Tīrau and Waiouru.

This output was only possible through block closures – shutting sections of highway completely for 24/7 work. While unpopular at first, they reduced long-term disruption. Utilities such as Transpower and Chorus also completed upgrades, avoiding years of rolling works. Public sentiment swung from 9% positive at the outset to 91% by reopening – proof that results win support. Feedback from transport operators has been overwhelmingly positive.

Pride in the Network For freight operators, reliability is critical. NZTA’s renewed focus on keeping the freight sector at the centre of decision-making is rebuilding pride in the network.

This engagement is evident in the next T2W phase, where feedback has led to a modified approach that avoids full closures.

It also extends to traffic management. From 1 September 2025, the new risk-based New Zealand Guide to Temporary Traffic Management replaces the old prescriptive model. For freight, this means fewer ‘lonely cones’ and unnecessary hold-ups, leaner setups, and lower costs – a welcome change given traffic management has consumed around 15% of project budgets.

A Smarter Approach to Durable Roads Operators often express frustration at rework soon after roads reopen. Andrew explained how NZTA is tackling this. Much of the groundwork is now completed before the final asphalt layer is applied. This allows continual testing and correction of defects, with asphalt laid during short overnight closures. Drivers may notice holding treatments in the meantime, but these are deliberate – part of a strategy to ensure durability and value.

A New Delivery Model From April 2026, NZTA will replace the long-standing Network Outcomes Contracts with the Integrated Delivery Model (IDM). Asset management and customer communication will return in-house, while 17 Integrated Delivery Contracts handle most maintenance and renewals.

For NRC members, this means faster delivery, less duplication, and more predictability on freight routes. With at least 20% of work contestable each year, more local contractors will be directly involved, bringing regional knowledge that lifts quality. Payments can be withheld if standards are not met, ensuring accountability and stronger, longer-lasting roads.

Looking Ahead The summer maintenance season is underway. From September through April, NZTA crews will reseal, rebuild and renew across the country, coordinating projects to avoid repeated stops on key routes.

Not every decision will please everyone, but momentum is undeniable. Andrew and his team are taking a fresh approach, listening to the freight community and trying new ways to improve the network.

If you are interested in roads and road building, this podcast is a must-listen. NRC will continue to engage closely with NZTA to ensure freight operators’ needs remain central. Keeping heavy transport moving safely and efficiently is vital for New Zealand’s economy – and industry experience will play a key role in shaping how this ambitious programme is delivered.

Listen to On Schedule: https://natroad.co.nz/podcasts-webinars Truck & Driver | 57

National Road Carriers

By James Smith, GM Policy & Advocacy, NRC

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HE LATEST EMPLOYMENT OUTLOOK SURVEY CONDUCTED

by National Road Carriers (NRC) offers both encouraging signs and important warnings for our industry. While the appetite for recruitment is strong, the figures also highlight ongoing workforce and regulatory challenges that must be addressed if the road transport sector is to thrive.

turning offshore to fill vacancies.

However, even here there are barriers. Only 42.86% of respondents are Accredited Employers under the Accredited Employer Work Visa (AEWV) scheme, which means many operators are either excluded from, or struggling with, the complexities of the current immigration framework.

Positive Intentions, Persistent Gaps

Policy and Industry Priorities

Encouragingly, 85% of respondents signalled their intention to expand their workforce over the next 12 months. This level of confidence suggests operators remain committed to growth and see opportunity ahead.

When we break down the roles in demand, the picture becomes clearer: • 60% are looking for Class 5 drivers, the backbone of heavy freight.

• 31.14% for Class 2 drivers and 28.57% for Class 4 drivers, demonstrating the need across the board for skilled operators.

• Beyond drivers, 17.14% are seeking mechanics or technicians, 14.29% administration or clerical staff, and 14.2% warehousing and freight handling staff.

These figures underline what NRC members have consistently told us: the industry isn’t just short of drivers but faces pressure across a wide spectrum of roles essential to keeping freight moving.

For NRC, the survey reinforces three strategic imperatives: • Workforce development: A strong pipeline of domestic talent must be built, with better pathways into the industry and more investment in training.

• Practical immigration settings: The AEWV scheme must be fit for purpose, allowing operators easier access to overseas talent when the local pool is exhausted.

• Balanced regulation: Compliance and environmental standards are important but must be implemented with transitional support, so operators are not overburdened by costs.

Looking Overseas to Fill the Shortfall The survey also shows that 37.14% of operators are looking to recruit overseas workers. This highlights both the resilience and the limitations of the local labour market. While employers are keen to bring Kiwis into the sector, shortages are so acute that many are 58 | Truck & Driver

A Call to Action The survey results show an industry eager to grow but constrained by labour shortages and policy bottlenecks. We know freight is the lifeblood of New Zealand’s economy – when trucks stop, New Zealand stops. That’s why it’s essential that government and industry work together to ensure the workforce issues facing road transport are addressed with urgency.

The commitment of NRC members to expand their workforce is heartening. With the right policy settings, training investment, and access to overseas skills where needed, we can unlock that ambition and secure the future of road freight in New Zealand.

National Road Carriers

The case for a full transition to RUC

James Smith, GM Policy & Advocacy, NRC

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EW ZEALAND’S ROAD NETWORK IS THE LIFEBLOOD OF our economy. Every day, freight operators, commuters, and communities rely on our roads to move goods, connect towns, and keep the country moving. Yet, as vehicle technology evolves and the ways we pay for road use shift, we are facing a growing challenge: ensuring there are sufficient, reliable funds to maintain and expand the road network we all depend on.

At National Road Carriers (NRC), we believe the full transition to Road User Charges (RUC) is no longer optional – it is essential.

With improvements in vehicle fuel efficiency and the increasing uptake of electric vehicles, the traditional method of funding roads through fuel excise is under serious pressure. Put simply, we have “a kink in the pipe above the tap”: less fuel consumed means less tax revenue flowing into the system, yet the demand on roads continues to grow.

This reduction in funding, combined with councils diverting funds intended for roading into other projects, compounds the problem. While local initiatives such as cycleways and traffic calming measures are well-intentioned, they are often funded at the expense of core roading maintenance. This “skimming off the top” reduces the water flowing to essential infrastructure, leaving roads underfunded and taxpayers’ money at risk of being spent without proper accountability.

Transitioning the full vehicle fleet to RUC offers a fairer, more sustainable solution. RUC ensures that every vehicle contributes equitably to the cost of maintaining and expanding our road network, directly reflecting the wear and tear a vehicle imposes.

Importantly, RUC is technology ready. Electronic RUC systems, integrated with e-logbooks and other digital tools, can streamline compliance, reduce administration costs, and improve data accuracy. For operators, this means simpler reporting and more certainty. For regulators, it means stronger oversight and reduced leakage. And for the public, RUC may be cheaper than fuel tax for some drivers, and – most importantly – it gives confidence that roads will be properly maintained, safer, and fit for purpose.

Currently, we see a funding gap widening as efficiencies increase. Without decisive action, we risk a situation where the

roads deteriorate just as demand continues to grow, and where investment is misdirected or insufficiently governed. Improvements are already underway, but without a disciplined approach to fund allocation, too much remains at risk. Roading authorities must be held accountable to ensure that funding earmarked for roads is spent on roads – not on vanity projects.

Stronger governance across the board is critical. Asset owners must take responsibility for prudent, transparent management of taxpayer dollars. We cannot continue burning money without clear accountability while expecting our infrastructure to meet the demands of a modern economy.

NRC is actively engaging with Ministers, the New Zealand Transport Agency, and councils to address these challenges and advocate for meaningful change. That change should mean the full rollout of electronic RUC with stricter requirements to ringfence road funding, and clearer accountability measures to ensure councils and agencies spend funds where they are intended.

The benefits of moving fully to RUC extend beyond fairness. With the rollout of electronic systems, operators can track charges in real time, reduce administrative burdens, and gain better insight into their vehicle costs. For policymakers, e-RUC offers precision, helping to close the funding gap created by lower fuel consumption and the shift to electric vehicles. This is a chance to modernise New Zealand’s road funding system in a way that is equitable, transparent, and future-ready.

We are at a crossroads. The decisions we make today about how we fund our roads will determine the quality and reliability of the network for decades to come. NRC is clear: the full adoption of RUC, paired with rigorous governance and investment discipline, is the path forward. We must ensure that every vehicle contributes fairly, that every dollar flows to the projects it is intended for, and that New Zealand’s roads remain safe, efficient, and resilient for the communities and businesses that depend on them.

The time for action is now. Our roads are vital; their funding cannot be left to chance or mismanagement. By embracing a fairer, smarter system through RUC, we can secure the roads New Zealanders rely on – today and into the future.

Truck & Driver | 59

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OVER 185 DELEGATES AND PARTNERS FROM ALL OVER NEW Zealand converged on the Novotel Hotel on Rotorua’s lakefront for the 61st NZ Heavy Haulage Association Annual General Meeting and Conference.

Premier sponsors of the August 20-22 event were Mack Trucks – celebrating 125 years of this well-known international truck brand – and Modern Transport Engineers, manufacturers of heavy haulage and specialist transport trailers including house moving trailers.

Gold sponsors were Teletrac Navman and NZ Truck & Driver magazine.

Silver sponsors were Strait Shipping – Bluebridge, Rothbury Insurance Brokers and Health & Safety Connexions.

Bronze sponsors were TRT (Tidd Ross Todd) Traxion Distribution, Manawatu Hydraulics Ltd, SI Lodec NZ, MITO, Bigfoot Equipment Central Tyre Inflation Systems, Mobil Card and ACM Removals Ltd who specialise in asbestos removal.

As with any industry conference the support of sponsors is invaluable to the costs of running events such as these and NZ Heavy Haulage Association thanks these companies for their involvement and continuing support, in some cases over several decades.

The conference sessions began on the Wednesday afternoon with the house movers session.

Under proposed changes to the RMA reforms, the house moving sector can see there is an opportunity for a national planning standard to be implemented, as part of new RMA laws, across all zones in NZ. In other words, one rule for all.

The Hon. Chris Bishop has indicated in correspondence to NZHHA CEO Jonathan Bhana-Thomson, that he has passed information on this matter to officials drafting new legislation, to look at standardised rules for building relocations, into an RMA rule across the whole country.

District plans submissions have been made for more than 25 years around the country, to support the relocation of both new and used homes. NZHHA aims to have no specific rules other than those surrounding a building on the site and permissive rules for second hand buildings, that encourage relocations, as long as they comply with rules regarding a reinstatement timeline and standards.

Consequently in July, RMA Minister Chris Bishop announced the

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government will introduce legislation to stop councils proceeding with any district council plan changes, in advance of new RMA planning systems coming into force.

Discussion on the rejoining of houses – cut to enable road transport – has resulted in engineering designs being produced to support this activity and it is the house movers sector that intends to go back to MBIE and request that these standards be added to NZS3604 (or similar) to ensure continuity as an industry best practice.

Generic plan details on rejoining houses were shown and discussed at length, with members agreeing on the protocol to become an industry standard, which will likely need to followed by non-members as well.

Staff in any industry require training and the house mover sector is not alone in this regard. It is intended to commence a 12-16 week staff entry level training course to provide opportunity for new entrants to this industry, particularly young people looking for a career with formal recognition at the end of the training period. This is a work in progress, but has considerable support from house moving companies.

The old bone of contention regarding removal and reinstatement of road signage was again discussed with members, particularly Rotorua Mayor Tania Tapsell with NZ HHA chief executive Jonathan Bhana-Thomson.

Truck & Driver | 61

Relocation Contractors (left) and NZ Building Removals (right) had their Macks on show outside the Rotorua Novotel. surrounding road works sites with no on- site traffic control staff and insufficient room for houses to transit without some sign removal. Or indeed signage blown over or damaged by others, but with the house mover copping the blame for non-reinstatement.

It was agreed that all members take this responsibility seriously and to also report damaged or downed signage, to enable early replacement.

A fascinating statistic produced at this meeting was that a schedule of oversize permits issued by NZTA for house moves throughout NZ from July 1, 2024 to June 30, 2025 totalled 3119 actual houses, some of course cut into two or more sections to enable road transport to various locations throughout NZ. House movers consider that they are NZ’s largest recycling industry by far!

Conference sessions recommenced on the Thursday morning, with a welcome from Rotorua’s mayor Tania Tapsell. This young lady would have to be a breath of fresh air in local body politics, as she gave an invigorating look at what Rotorua can provide as a place to call home.

Tourism was obviously high on the agenda, but industry centred on forestry and supported by everything associated with it, was brought to the fore as she officially opened the conference.

Bridget Tapper as sector convenor chaired the overweight sector meeting and she outlined gains made over the past year, such as permitted access to toll roads like the Northern Gateway from Orewa to Puhoi and Tauranga Eastern Link as safe and very efficient corridors for over-dimension and overweight freight.

Working together with NZTA, access to sections of motorway, such as SH1 between Papakura and Ramarama, as reconstruction at Drury commences, and sections of motorway in the South Island like Belfast to Pegasus need to be made available as a safe travel alternative for large loads.

Overhead issues with lines companies continue to be a problem as the industry stresses a need for co-operative approvals that align with the requirements of VDAM rules regarding load heights.

Promotion of our industry, raising the profile of oversize load pilots and the work that they do to keep motorists safe, is now available as a road safety video. It can be seen on social media sites and Linked-in as a highly informative message as to what to do, not if, but when you encounter large loads on our roads.

It highlights that traffic may be required to STOP, so that you stay safe when a load such as a wide house is being transported down the road.

Safe working areas around the rear of transporters with moveable ramps is an area of concern, as injuries caused through complacency, are caused as ramps fall or lower, striking workers without warning.

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Above: Robin Ratcliffe (left) received a Lifetime Achievement Award and Greig Running (right) was presented with an Outstanding Service Award by chairman Mark McNeilly.

Below: Inspector Scott Richardson gave an update on Police CVST priorities.

were enlightening, making this previously fraught experience easier and quicker, for either HPMV or overweight applications. Previously issued permits are also available as data stored can be retrieved.

NZTA are currently reviewing bridge structures on the State Highway network, looking at bridge designs prior to 1972, with a view to identify and work towards a replacement scheme, for under strength structures, no longer able to accept loads required by today’s freight tasks.

Overweight permit addendums on new roading are also being made available in a more timely manner to coincide with the opening 64 | Truck & Driver

of these new roads. The new section of SH3 at Tararua (through the Manawatu Gorge replacing the old slip prone section between Woodville and Ashurst) is a prime example.

The axle weights and loading group (AWLAG) with involvement together with the NZ Crane Assn. and NZTA, will be renewed after many years absence, to partner discussion surrounding regulation and compliance on just that – axle weights and groupings, to benefit productivity and also on truck/trailer design.

Sandy Walker, NZHHA’s roading networks advisor to local councils and NZTA, made a presentation on temporary traffic management issues – in particular access through works sites and the placement of road cones. The aim is to provide adequate travel through sites without the requirement to shift or reinstate cones for loads travelling on widened trailers.

This information is available to NZHHA members via its website.

Most people do not realise that average temporary traffic management plans (TMP) can contain anywhere between 19 and 54 pages of data to be detailed for even the smallest of works required on a road.

NZHHA also have design envelopes for requested dimensions for minimal travel widths and heights that allow, for instance, houses to travel on the networks.

An interesting co-operative with Auckland Transport, now stipulates that works designers must obtain approval from NZHHA before TMP’s are enacted. Other local bodies are being encouraged to follow suit.

Inspector Scott Richardson from CVST gave the delegates a broad brush picture of what his team are up to with the introduction of new facilities at Rakaia and Ohakea, plus the soon to be opened Bombay and Taupo safety centres. The aim is to give even better coverage on the main freight routes on SH1 in both North and South Islands.

He also mentioned that CVST’s relationship with NZTA struggled at times, as NZTA staff turnover every couple of years made establishing working relationships with senior people difficult.

Current RUC’s on trucks have become less of a worry as electronic systems become more widespread, but safety is the CVST’s priority.

Fatigue management, up to date COF’s and load security are far more important matters that they are focused on.

Well known heavy vehicle senior permitting manager, Andrew Morrison from NZTA’s contractor WSP, presented a general permitting update covering the whole of NZ. He outlined the inclusion of local roads on a lot of NZTA state highway permits, as more district councils now work more closely with NZTA, with the issue of both specific overweight and HPMV permits.

In the past ten years specific overweight permits have risen from approx. 1500 in 2015 to an estimated 3000 this year 2025. An increase on motorway travel and use of the Lyttleton tunnel is also being looked at from a safety perspective on individual applications.

Matt Bailey from Transport Specifications Ltd. gave an interesting look at a system called “Permit Pilot”. This app- based system

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Modern Transport Engineers displayed new Sitrak C9 and new trailer builds. transfers a PDF document to an intuitive map and highlights restrictions with easy to read icons. There are 77 different road controlling authorities (RCA’s) in NZ that all issue overweight permits. This new system will initially only be for overweight permits but over-dimension will also come in the future.

Next up was Geoff Taylor, NZTA’s Portfolio Manager. Projected changes to the way they run things include the display of “H” plates on HPMV trucks, the removal of display items such as RUC’s, Rego, and/Loading Cert’s in front windows particularly on bonneted trucks with smaller windscreens.

They also, are more concerned with safety items such as fatigue management and work times not being managed correctly. There is a noticeable lack of correct rest periods being recorded in log books and this is a major safety factor now being more thoroughly checked

by CVST. NZHHA Chief Executive Jonathan Bhana-Thomson looked at the year in retrospect on overdimension matters. The achievements gained include access to toll roads (banned under VDAM) used as a way to raise our industry profile for safer load movements, and the acceptance of general oversize carriers to membership.

Minister of Transport Chris Bishop, has indicated that a more common sense approach by government to other rules surrounding the update of VDAM, which will reduce complexity and better alignment with other jurisdictions requirements. A longer term piece of work will be reviewing VDAM because requirements have not kept up with the changes in the international motor industry.

Other changes being sought include; travel times on weekends; travel area boundaries; piloting requirements on load categories; pilot vehicle signage; pilot vehicle warning lights and smaller detailed amendments.

The closure of main throughfares for road maintenance with no adequate detour available for large oversize loads such as houses and the ability to communicate with STMS staff to arrange access to closures, are more items that are works in progress as NZHHA seek to improve contact with contractors working in this segment.

The Friday sessions commenced with both the heavy recovery sector and the oversize load Pilot’s meetings held concurrently because of time constraints.

The heavy recovery meeting was the largest gathering of recovery operators the Association has hosted in some time, and included a briefing from NZTA’s Geoff Taylor – who also holds the responsibility for this sector.

Topics that were discussed with the group included determining the difference between recovery and onward towing, managements of fatigue for recovery drivers, the upcoming code of practice for assessing the capacity of specific vehicles, and the requirements and process for gaining a V endorsement. Dion Ward-Allen was elected as the heavy recovery convenor during the meeting.

The Pilot session covered a large range of topics, foremost the availability now of a piloting safety video which outlines the role of

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Left: Chairman’s awards were presented to Debbie James (left) and Kim Unahi-McLellan (right).

Right: The 2025 NZ HHA board members (left to right): Nick Monk, Bridget Tapper, Paul Britton, Mark McNeilly, Andy Silcock, Dave Haskins, and Karl Goodwin.

Pilots, and the requirements motorists must be aware of. It is a legal requirement to STOP if signalled to do so by a Pilot, and to pull over and wait for the load and the rear Pilot to pass before continuing on your way.

There was discussion on roof signage and the colour of wording and background on the sign; the use of purple lights only for the movement of loads larger than 5.00m wide; and use of a sign that says “PREPARE TO STOP”.

Other items included pilot certificate cards now being available again; and permitted access through closed works sites as the Pilot is generally first on the scene to discuss with the STOP/GO controller.

There was discussion about how an STMS may ask to see a permit but there is no legal authority to give it to them, and the removal of Pilot licences by NZTA for serious misconduct was discussed. As Pilot licences are an NZQA qualification, this brings about a further need for clarification before a cancellation is affected.

Session 6 included a presentation from Andrew Clark, the NZTA Manager Maintenance & Operations and Frankie Evans the NZTA Journey Manager for the Tirau to Waiouru major maintenance project.

They jointly spoke about a new maintenance delivery model for contractors and a guide to temporary traffic management that should allow a wider path through sites for vehicles such as widening transporters.

Frankie Evans outlined the project for the major maintenance planned for SH1, as well as levels of investment by NZTA for the redecking or complete replacement of some bridges on the state highway network. Currently there are 13 bridges in this category to

be completed over the next three years.

The Annual General Meeting wound up the formal sessions of conference with Mark McNeilly, a South Island heavy haulage operator returning as Chairman for his second year. The Board elected representatives are Bridget Tapper and Nick Monk (heavy haulage); Dave Haskins and Andy Silcock (house movers); and Karl Goodwin (pilots). Paul Britton was also elected to the board as a seventh member.

Friday evening is always the very popular awards dinner sponsored by Mack Trucks.

Major awards were presented to the following: Chairman’s Award: Debbie James and Kim Unahi-McLellan, both ladies for their outstanding support at conferences for many years, organising the registration desk and ladies programmes.

Outstanding Service Award: Greig Running for a huge contribution of time to the Association with 15 years as a board member – including four years as chairman and six years as the house mover convenor.

Lifetime Achievement Award: Presented to Robin Ratcliffe for his dedication to building trailers for our industry segment – both heavy haulage and house movers.

A highlight of the evening was a magician followed by a sheriff collecting fines for various misdemeanours by delegates – a task hilariously carried out by Karl Goodwin – and an auction of sponsored goods by gifted auctioneer Isaiah McLellan, son of the late Alex McLellan – a chip off the old block!

Overall a thoroughly enjoyable and memorable conference.

By Greg Sheehan….Retired Pilot No.251A (Class1)

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LEGENDS

The Big Kahuna Graham Redington’s Kenworth T900 Legend

I

N THE WORLD OF TRUCKING, THERE ARE FLEET TRUCKS, the dependable workhorses that form the backbone of a business, and then there are legends – not just in name, but in spirit, presence, and the story they tell.

For Graham Redington, Managing Director of the Northchill Group, his Kenworth T900 Legend, chassis number 65, is unequivocally the latter. Christened The Big Kahuna, this rig is more than just a truck; it’s the culmination of a lifelong passion and a rolling masterpiece that turns heads on every Kiwi road it graces.

The Kenworth Legend series holds a special place in the hearts of trucking aficionados. These are not mere retro-styled trucks; they are meticulously crafted tributes that blend iconic, oldschool aesthetics with the pinnacle of modern engineering and performance.

When Kenworth announced the T900 Legend in 2017 to celebrate the classic model, it was a call to action for collectors and die-hard fans. For Graham Redington, the call was impossible to ignore, and the story of how The Big Kahuna joined his fleet is one of perfect timing, a bit of negotiation on the home front, and a deep-seated love for the Kenworth badge.

A Deal Struck in the Factory The journey began not with a plan, but with a chance conversation.

Graham was at the Kenworth factory to see a new K200 coming off the production line for his fleet. It was there that Brad May, then the sales manager for Kenworth, planted the seed.

“Brad May said to me, `would you look at a T900 Legend’?”

Graham recalls. The question was loaded with significance.

Kenworth had previously released a limited run of 75 T950 Legends,

68 | Truck & Driver

and as Graham notes, “none of them came to New Zealand.” So, the prospect of a new Legend series, and the chance for a Kiwi operator to get in on the action, was tantalising.

Graham’s interest was immediate and specific. “So, I said to him [Brad], ‘Well, shit, I’ll take a T900 Legend, as long as I can get the number I want. I want number 65, as it was the year I was born’.”

This wasn’t just about acquiring a limited-edition truck; it was about making it deeply personal from the very first step.

Of course, such a purchase required a conversation with his wife Michelle. At the time, Graham and his son Mitch, who sells Kenworths, were already in the middle of a project – a Mack Superliner they intended to restore. When Graham pitched the idea of the T900, his wife’s response was supportive but pragmatic: “That’s cool but sell the Superliner.”

For Graham, the decision was simple; “I’ve always been more of a Kenworth person through and through,” he admits. “So, it was a no brainer, really.”

The Superliner was sold, paving the way for a new Legend to enter the fold.

The ordering process itself added to the truck’s mystique.

Kenworth opened the order books for a single 24-hour period.

“Whatever’s ordered in that 24-hour period is all they’ll ever build,” Graham explains.

In that frantic window, dealers scrambled to secure a build slot for their most passionate customers. When the dust settled, around 285 orders for the T900 Legend had been placed. And among them, secured for Graham Redington, was the one he wanted: “mine was build number 460065, so chassis number 65”. The birth year truck was a reality.

The Making of a Masterpiece A truck of this stature couldn’t simply be standard. From the moment it left the factory, The Big Kahuna was destined for a level of customisation that would set it apart even from its limited-edition brethren.

The truck was shipped not to New Zealand, but to Geelong, Australia, to the renowned workshop of the Klos brothers.

“My truck went from the factory to Klos brothers in Geelong. Justin and Turk, they laid down all the stripes and the colours,” Graham says.

The chosen colour scheme reflects the modern identity of the Northchill fleet, a sleek, powerful Toyota grey. This colour wasn’t a long-standing corporate mandate but an evolution.

“We never, ever planned to have grey trucks,” Graham explains, “but I bought a K200 off a mate of mine in Aussie [Nick Duke], and it was already in Toyota grey.

And then we just decided to keep some grey trucks, and they sort of evolved from there.”

The grey became synonymous with the company’s logistics business, and many of the trucks wear a proud motto on the back: ‘Life’s too short to drive ugly trucks’.

The customisation in Geelong was a hands-on affair. Graham flew his signwriter, Cliff Mannington from Mount Maunganui, all the way to Australia to ensure every detail was perfect. Cliff hand-painted the signwriting along with Justin Klos at the Klos Bros workshop, underlining the level of craftsmanship invested in the project.

The Klos team also handled the extensive stainless work and the entire custom fit-out.

One of the most remarkable details is the pinstriping, which was all meticulously done by hand. As Graham proudly says; “The one brush they used, that stayed with the truck.”

It’s a small artifact that represents the soul and artistry poured into the vehicle.

Once the work in Australia was complete, the truck was shipped across the Tasman.

It received its final finishing touches, including the fifthwheel fitment, at

SouthPac Trucks before it was finally ready.

The result is a seamless blend of classic lines and modern fleet identity, a truck that is both a personal treasure and a flagship for the Northchill Group.

The name itself is a final, perfect touch.

“My wife named it that, because I’m the boss,” Graham laughs. With the fitting plate NO65, The Big Kahuna was officially born.

More Than a Truck For Graham, this was never about adding another unit to his sizable fleet of 40 trucks and 52 trailers. This was personal.

“I never bought it as a fleet truck. It was

Truck & Driver | 69

always my own truck,” he says. “Even though they’re all our trucks, but that one’s mine.”

Its usage reflects this special status. It’s not on the daily grind; instead, Graham says, “I only really ever do the concerts.”

After seven years, the odometer has only just ticked over 208,000 kilometres, incredibly low mileage that underscores its role as a cherished showpiece.

So, what makes it so special to him?

“It was just a one-off truck, a pretty special truck,” he says simply. It represents the best of both worlds; “It was just a cool truck back in the day. This is pretty much that same truck again, but just with the latest running gear.”

It’s the visual and visceral appeal that truly resonates; “It’s a head turner, it’s just old school cool,” Graham says.

His passion for unique rigs doesn’t stop here. He’s since gone on to buy a Legend SAR and even briefly owned a W900 he intended to restore before realising he had too many projects. It’s clear that trucking is more than a business for Graham.

When he does get behind the wheel, the experience is everything he hoped for. “It’s beautiful to drive,” he says. “It drives like a nine-tonne lounge suite. It handles well because it’s got a longer wheelbase than normal.”

The Other Driver’s Seat The keys to The Big Kahuna are not handed out lightly. In fact, besides Graham, there’s really only one other person who gets to drive it: Toby McLean,

70 | Truck & Driver

Operations Manager for Ontour Logistics Ltd. Toby, who normally pilots a K104, confirms the truck’s protected status. “It’s Graham’s baby and it doesn’t really get used too much unless my truck’s out for maintenance or something,” he says.

“There’s not a lot of kays, but it wasn’t brought to be a fleet truck either.”

Toby’s perspective is invaluable, as he can compare the Legend to its modern and classic counterparts.

“It’s like a Nine-oh, but a little bit lower and handles a bit better,” he says. “So, it’s pretty much like a 909 but sportier.”

Toby appreciates the blend of old and new. “It’s cool because it’s got all the old school features, the flat dash and the split windscreen,” he says, adding that it’s “just an old shape with all new stuff.”

Getting into the cab is a trip back in time, with one feature standing out in particular.

“The cool thing is that they’ve got the air powered windows, so they go up and down with air powered switches. It’s like being back in the 80s,” Toby says.

Yet, beyond these retro touches, everything feels familiar and perfectly integrated, just like a new 909. Graham has also put his personal stamp on the interior with a very powerful aftermarket audio system and a Texas Ranger CB that’s been converted to 27 Megahertz.

When asked what he likes most about the truck, Toby’s answer is immediate.

“The stance of it probably, it is a beautiful looking truck”. It’s an experience to drive it, not just a job. “It certainly turns heads,” he confirms. “You feel cool driving it too.”

Even a near-perfect truck isn’t immune to a driver’s critical eye, and Toby does have one minor critique.

“The high intakes,” he says. He prefers a different style of vortex intake that sits lower at the same height as the bonnet, believing they are “10 times better than what’s on it now.” It’s a small detail, but it speaks to the level of thought drivers put into the form and function of their rigs.

Does his reliable K104 “miraculously break down a lot” to give him more seat time in the Legend? Toby laughs it off. “No, it’s really reliable. But I drive the Legend every now and again, just to charge the batteries.” And when it’s time to hand back the keys? That’s not an issue. “I actually have my own set!” he reveals with a grin.

It’s the ultimate sign of trust from the big boss.

The Big Kahuna is more than just Graham Redington’s personal truck. It’s a rolling ambassador for the Northchill Group, a head-turning icon at concerts and truck shows, and a physical manifestation of a passion for the Kenworth brand. It’s a story of opportunity, craftsmanship, and personal history, all embodied in nine tonnes of chrome, steel, and old-school cool. It is, in every sense of the word - a true SouthPac Legend.

FEATURE

Above: The Mack R685 from 1975 which made Eketahuna famous.

Bygone days Transport

Below: Bill Hargreaves was always immaculately dressed.

Wairarapa Ltd

Based on his extensive archive of historic fleet photos, Rod Simmonds continues his look back at transport industry history, this month featuring Transport Wairarapa Ltd. THE STORY OF TRANSPORT WAIRARAPA/HARGREAVES Transport Group is pretty complex but intriguing all the same. As a start point, putting the focus on the 1980s and how things were rapidly changing in the industry is probably as good as any era to look into.

The lasting memory was always the impressive 40-plus front row line-up of trucks every weekend at the Solway depot in Masterton, and repeated at Feilding, Eketahuna and Dannevirke yards right up to the sale to Eastern Equities/Hawke’s Bay Farmers Transport.

By Sunday half or more were gone on livestock work and during the week all manner of trucks and configurations would appear, including trucks from other branches.

Bill Hargreaves (who passed away 2004 aged 77) initially started in Dannevirke like his father – also named Bill – who operated as a local carrier in the 1920s. Bill started out on his own around 1950 as a spreader/sower contractor then bought out his father’s small fleet to build scale.

Growth came quickly and in the early 1960s Bill bought out competitor Dannevirke Transport to become the main carrier in the region.

Further south the Transport Wairarapa Ltd shareholders agreed to sell to Bill in 1965. At the time TWL had over 100 trucks and was also the dominate player in its area.

To keep increasing the scale, Eketahuna Transport Ltd was Truck & Driver | 71

Kenworth W-Series 6-axle livestock unit was based out of Masterton. bought in 1979 and the large Manawatu Transport Ltd fleet based in Fielding in 1981. The growing company dominated the East Coast and southern North Island for stock and wool, spreading and all the typical rural jobs, including mail runs!

To get around some of the restrictive 150km road limit protecting the rail service, Bill also bought out local freight operators so he could easily offer daily freight services between Wellington, Wairarapa, Palmerston North, Dannevirke, Napier and Wanganui.

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They even ran a daily bus dedicated to NAC (National Airways Corporation) at the time connecting the Wairarapa to Wellington which also carried urgent freight. Furniture removals, rural mail runs, machinery haulage, timber, posts, roading and agricultural spraying all filled the portfolio of the business.

The 1970s-1980s was the hey-day of government subsidies and huge flocks of sheep. Wool was paying good returns and adding fertiliser was financially worthwhile. Freezing works were in all the

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main centres and trucks were kept busy all year round. The large Borthwick’s Waingawa freezing works was just 4km from the Solway depot and Gear Meats Petone 90km away across the Remutakas.

In 1990 Bill retired and a manager was appointed to run the company. Things just were not the same!

Unfortunately, the combination of the harsh new Labour Government policies from the mid-1980s and subsequent rural downturn, some internal issues and finance problems meant the TWL empire was in distress and their competitor Farmers Transport Ltd – which dominated East Coast livestock transport – took over the scaled back operations from mid-1993.

The long successful business could not weather the cash flow issues and was put into receivership in June 1993. The company was able to repay all its debts after selling off the rolling assets and traded out of receivership retaining the properties in Masterton, Eketahuna and Dannevirke. Today it is a property investment company.

Some pretty savage cuts, redundancies and restructuring occurred once FT took over and many long serving drivers, mechanics, and admin staff ended leaving the family-owned

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The big Leyland 3-deck TWL sheep transporter.

business. A lot of equipment was auctioned off and the yards leased out in part. Haulage Parts which was Bill’s own business continued in Palmerston North for many years, but the rural scene was never the same again.

As with most rural businesses, people have close relationships with despatchers and drivers so when “foreigners” started to turn up the local rural loyalty shifted to many local owner drivers and smaller companies in a short time (for example David Pope Transport, see story in the September 2025 issue) offered opportunities for others to fill the gaps.

At its height Transport Wairarapa Ltd had trucks and depots in many remote areas – Pirinoa, Apiti, Tinui, Wimbledon, Rangiwahia, Ashhurst, Rongotea to name a few. The depots were proudly displayed across the front of the trucks stock crates. Someone once commented: “They need the name on the front, so they remember where home is…”

The mix of makes always intrigued the keen truck spotters. At the time they would have run every make and model available on the market. Initially it was English marques – Bedford, ERF, Ford, Leyland, Austin and Foden. The Europeans followed with the first

An Eketahunabased International 3070 leaving the Wellington abattoir.

Truck & Driver | 73

Bonneted and cabover Scanias at the front of the line-up at the Dannevirke Saleyards.

Above: The variety in the fleet included many Ford livestock units, French-made Saviem spreaders, and a Hino for Mobil fuel deliveries.

DAFs, Volvos and Scanias of just about every model with some French Saviem and Renaults were mixed with mighty UD Nissans, Hinos, Isuzus, Internationals plus owner drivers using Kenworths, Leaders and Macks.

The variety was due to Bill typically updating the fleet with multi truck orders.

Whoever came up with the best deals got a foot in the fleet. If they let him down on support of their brand they would not be asked again!

Trailers were typically a mix with Domett, Fruehauf, Steel Bros. and TMC with a variety of crates.

The huge numbers of sheep in the Wairarapa prompted some of the largest combinations put on the road, including one of the first 3-deck truck and trailer combinations being the Leyland driven by Doug Gray.

The freight side included early model swing lifters and curtain siders – all built with flexibility in mind. The rear section of the Masterton depot had special compound for fuel tankers, and the company was a long-term Mobil Oil distributor for Wairarapa.

A loyal team of mechanics, fitters and apprentices did as much in-house work as possible, from routine maintenance to full engine, gearbox and diff replacements.

Many of the trucks used were under-powered for what was expected of them so many engines and swap outs to Roadranger gearboxes helped in part. There was also a full spray booth, and they did everything including the final prep and paint for new additions to the fleet.

Shane McManaway (MNZM) recalls when he was in the TWL Toyota herbicide sprayer he asked for painted wheels to match the rest of the fleet. The local legend

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Clockwise front top left: Scania, Hino, Volvo and Australia-made Leader, were all represented in the multi-brand TWL fleet.

Fergie told him to drive past the spray booth slowly and he will do one side, then turn round for other, then off you go…

Bill was one of the first to apply vinyl logo and stickers to cabs.

He also “computerised” the back-end office of the business to capture all the work and costs. It was a first for the time at such a scale.

Bill also spent a lot of time with the then NZ Road Transport Association lobbying Wellington for increased weights and concessions for the benefit of the industry as a whole.

When Bill’s wife Bernice passed away 1987 it was a huge loss

to the family and to the business – she was regarded as the glue keeping everything together!

Bill was inducted to the Road Transport Hall of Fame 2019 with his legacy continued by his daughters and son Nigel, who are all still actively involved in Masterton Trucking and the Hargreaves Yards storage facility.

At its peak Transport Wairarapa owned more than 300 road vehicles and employed 150 staff making it one of the largest privately-owned transport companies in the southern hemisphere at the time.

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FEATURE

By: Ian Parkes

KNUCKLE BOOM PACKS THE BIGGEST PUNCH

The largest knuckle boom crane truck ever installed in New Zealand is a showcase of power and flexibility THE CRANE IN QUESTION IS A 125 TONNE/METRE FASSI 1250R.2.6. It has some impressive capabilities. The knuckle boom arrangement offers huge versatility and the power and reach of this crane make it ideal for customer Antares Transport.

The previous biggest was another crane installed by Allcrane Sales and Service, a F1150RA, a 115T/m class crane operated by KT Cartage in Kerepehi. For the record, in third place is Maximus Cranes with a Palfinger PK 1050 Tec, in Hornby, Christchurch.

But top of the line power is just half of this unit’s bag of tricks.

The crane truck has also been designed as a multi-use tow vehicle, making it ideal for the varied and heavy demands placed on Antares.

Antares is the transport company Alan Marychurch set up on behalf of CLL Service & Solutions Ltd to transport the heavy duty equipment and supplies used by this specialist industrial piling and foundations company. They specialise in piling, retaining, and ground stabilisation, and their workscope includes some of the country’s biggest roading projects.

Antares has featured in this magazine before, having purchased

some other envelope-pushing 23- and 25-metre trombone trailers, for transporting the 19-tonne and 20m long drill extensions and pipes used in CLL’s drilling rigs.

So just what is the new crane capable of? As configured, this truck-mounted powerhouse crane can lift 22.5 tonne at a radius of 4.15m. With 82.5 degrees of crane angle and the boom hook at just over 19m above the ground, it will lift 5.8 tonne. Drop the height to 17m and it will lift nine tonnes. With the booms selected it can extend to 15.45m radius and still lift 5.7 tonne.

“It is quite the weapon,” says Karl Leonard, Technical Manager and Mobile Crane Sales at Allcrane.

Karl is often in touch with Alan, discussing Antares’ various crane project requirements.

Versatility is high on Alan’s list of requirements, and this crane installation is where those discussions led.

“In late 2023 we discussed the idea of building a 10x4 tractor truck with the largest crane he could put on a truck, which would still have a fifth wheel and a Ringfeder, giving it both semi and full trailer capability,” Karl says.

Truck & Driver | 77

“That was quite a narrow window to get through.”

The Scania R650 was already available and Karl went through a feasibility study looking at different cranes to see which option left enough capacity in the rear axle set for the fifth wheel, or for a pup deck.

“We had a pretty good idea of what would work but we looked at a few configurations, and ran the numbers to see what lifting looks like for this crane, where it would be mounted on the truck, and where the stabilisers would have to go,” says Karl.

Collaborative effort The project involved a three-way collaboration between Allcrane, specialist truck body builder Otel, the trading name of Onehunga Transport Engineering, and a heavy vehicle engineer.

Otel owner and general manager, Kane Metcalfe, says achieving a low centre of gravity was key to giving the crane the maximum viable capacity that Antares wanted.

Otel and Allcrane are located side by side, in the same building in Penrose, Auckland, and often collaborate on projects.

They settled on the Fassi F1250R.2.6 firstly because of its range but also because of its ‘low-base’ option, which allowed the slew ring of the crane to be placed lower.

This version of the crane comes with a partial subframe which Otel integrated into the bespoke subframe they fabricated.

“This allows for a much lower centre of gravity, and it reduces overall weight as the crane base forms part of the subframe,” says Kane.

“It was actually really difficult build but it was great, as usual, working with Karl. As he’s right next door, it’s very easy to work things out together.”

“It was probably the most difficult thing we’ve done,” says Karl.

“But,” says Kane, “You just take your time, and work through things methodically together.”

The complexity was weight distribution, positioning on the axles and the position of the Ringfeder and fifth wheel, given that it has a steering rear axle, says Kane.

The outriggers are also placed further forward than normal, increasing stability and offering a better balance of the final weights.

Kane says it is “quite the challenge” to design a vehicle with heavy equipment aboard that is stable when driving, also tows well and has stabilisers mounted in the right places to provide a wellbraced platform for heavy lifting.

“The certifying engineer brought everything together and made sure it was going to work,” says Karl.

The team was in for a pleasant surprise. When the crane arrived, which Karl says was delivered in record time, it was put on the chassis with simulated weights.

Left to right: The bracing bars that allow for the twist-lock mounted pup deck; the pup deck installed over the fifth wheel, tidy stabiliser installation, Allcrane’s Karl Leonard and Otel’s Kane Metcalfe

78 | Truck & Driver

Caption

“It turned out we had been overly cautious in our studies,” says Karl. “That meant we could order two more hydraulic boom sets, extending the crane’s range and making it a six hydraulic boom crane.”

Another first for this crane installation was the addition of a set of front bumper mounted stabilisers. That actually give the crane a full 360-degree operation. Not many truck-mounted cranes can do that, operating at full capacity over the cab.

Front bumper outriggers Karl says they liaised with Scania, supplying their engineering data. That meant they could order the additional outrigger system through Fassi, which put extra legs on the front of the truck. Fassi used the vehicle’s VIN number to make sure the fitting and its ratings matched the vehicle exactly. “They even used the vehicle’s specific paint code.”

“The truck now has a total of six outriggers, which we have done before on the rear of trucks, but this is our first Fassi with front bumper outriggers,” says Karl.

The team could capitalise on the added head room: Based on those numbers they could add a 2-tonne line pull winch, if wanted in the future.

The Fassi F1250R.2.6 is also the first example of Fassi’s Techno range to go on the road in New Zealand. The new Techno range

Fassi’s 10-fold boom cross section

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Above from left: The front bumper mounted stabiliser, neat chain trays, additional securing hooks has a boom structure that has 10 folds rather than eight. Karl explains theoretically the strongest boom would be a cylinder but that’s technically challenging for the sliding mechanism. Instead the square section boom sides has additional folds to round it out, making it 10-sided.

“With the Techno range, we get a stronger boom structure from the telescopic booms,” says Karl. It actually delivers 30 percent more lifting capacity at high angles than the previous equivalent model. “That’s a huge increase.”

The Fassi features the IOC or Internet of Cranes system. The operator has to give permission first but Allcranes can log into the crane and monitor the crane’s operations and operator inputs.

The main benefit is that they can diagnose issues and provide technical support. It is designed to minimise downtime, deliver data and manage service requirements.

Alan Marychurch says Antares uses the crane truck for transporting CLL’s heavy industrial drill rig components.

“CLL has 29 drill rigs, and gear up to 150-tonne, so we can be shipping anything up to 15-tonne attachments for those rigs.”

In the past that gear was loaded by third party all-terrain cranes. The new knuckleboom crane means Antares can now do that job themselves.

“The difference is I can tow a trailer and cart out what I’m lifting.”

Allcrane Sales and Service Ltd has been selling and servicing new and used cranes in New Zealand for over 30 years. Brands represented include Adano, Fassi, Jekko, Marrel, A.T.I.B, Scanreco/Fabercom, Cormach, Euromec and Bergero tarping solutions.

10-tonne at 10m lifting test under way at Otel 80 | Truck & Driver

New Zealand Heavy Haulage Association

Purple and amber lights on a Pilot Vehicle identify a load exceeding 5m width.

Oversize safety and awareness video launched

By Jonathan Bhana-Thomson – Chief Executive, New Zealand Heavy Haulage Association

Jonathan Bhana-Thomson

T

to park at a particular location – please stay there until the load has passed, or everyone’s travel could be delayed.

Oversize Load Pilots

Load pilots use channel 11 on CB and will call ahead to inform other truck drivers to be aware ahead of seeing the first load pilot. While not all trucks have CB’s installed, it can be a useful tool for pilots to alert at least some of the truckies about the load coming towards them. The video identifies this as one of the methods used by pilots when required – and to listen for this.

HE ASSOCIATION’S RECENT ANNUAL CONFERENCE INCLUDED the launch of a video to educate other heavy vehicle road users about oversize loads.

The video provides information to other road users – in particular truckies – about what to do when they come across an oversize load being moved.

The first vehicle in an oversize convoy that is wider than 3.1m will be a licenced load pilot. The number, lighting and signage is dependant of the size of the load (Categories 1 to 4). However, the video points out that generally an on-coming driver needs to slow down and be prepared to stop if indicated by the load pilot.

Pilot Vehicle Lighting Particular things to look out for are amber lights on the pilot vehicle – which mean the load is between 3.1 and 5m in width. If the pilot has purple and amber lights the load following will be wider than 5m – most likely taking up the entire road width.

Pilot Signage There are also different rooftop signs on the pilot vehicle. WIDE LOAD FOLLOWS will generally be up to 5m in width, while DANGER SLOW DOWN and HOUSE FOLLOWS will be displayed on pilot vehicles for loads wider than 5m.

On-coming drivers need to be aware of the difference, but the message is to slow down, especially if you are driving a heavy vehicle, and to look for instructions from the load pilot.

This includes looking for a Stop/Go paddle that may be held out the window by the load pilot, which gives a specific instruction to on-coming traffic. The paddle is another key thing for other road users to look for to be able to be safe. The video points out that it is a legal instruction to obey the Stop/Go paddle – the same as at road works sites.

At night pilots sometimes use a red or green traffic wand to give instructions to slow down or to proceed. If a load pilot directs you

CB Communications

Position of the Oversize Load The position of the oversize load on the road will often be determined by the layout of the roading infrastructure, and any restrictions on the road. Other road users should look out for restricted weight bridges, where the transporter may be travelling slowly down the centre of the bridge. Other trucks following are required to be 30m away from the rear of the load – this may be controlled by load pilots. In these cases front pilots will need to also stop all on-coming traffic, and this will be due to the weight of the load – not just the width of the load.

Many NZ roads now have a wire rope median. This may mean some oversize loads slightly overhang the median, and in some situations may require all on-coming traffic to be stopped.

Wide oversize loads will try to stop in appropriate places to let following traffic pass, and the video identifies that following traffic should wait until indicated by the rear pilot to pass the load and other vehicles in the convoy. This could include overhead line escorts, or even a second load in the case of a tandem load.

Video Available Now The Association is making the video available as widely as possible, and encourages the freight industry to use it in health and safety briefings, as well as sharing it with their networks. It is available from the Association’s YouTube channel: youtube.com/@ NZHeavyHaulageAssociation Truck & Driver | 81

THE NEW GENERATION

Put the future to work Kenworth stands by its history of design of trucks that are easy to operate and maintain. The new generation Kenworths integrate the latest technology while upholding this philosophy, making our newest models smarter than ever. Put the future to work for your business.

*TRP assist 0508 22 55 77 EMAIL: info@spt.co.nz

www.spt.co.nz

TARANAKI Adam McIntosh

AUCKLAND Steve Willcocks 027 525 0015 Mitchell Redington 021 555 326

HAWKE’S BAY – MANAWATU – WANGANUI – WELLINGTON Mark O’Hara 027 2466 954

WAIKATO Adam McIntosh Tim Finlay

027 603 1023 021 452 805

BAY OF PLENTY - GISBORNE Tim Finlay 021 452 805

SOUTH ISLAND Mike Gillespie Chris Gray Richard Reid

027 603 1023

027 4322 491 027 2816 840 021 451 970

FIND OUT MORE

WWW.SPT.CO.NZ

TD35447

96-98 Wiri Station Road PO Box 76463 Manukau City, Auckland, NZ PHONE (09) 262 3181 FAX (09) 278 5643

NORTHLAND Mitchell Redington 021 555 326

A new Kenworth K220 8x4 with 2.3m flat roof sleeper has joined the fleet at Taranaki’s Sandford Bros. for dropsider tipper work. Powered by a 550.578hp Cummins X15 producing 1850 lb-ft of torque, the K220 has an Eaton RTLO 20918 manual 18-speed Roadranger, Meritor 46-160 rear axles with full X-locks, and Airglide 460 rear suspension.

A slim-line air intake system is fitted with stainless Eagle intakes. Based in Waitara and driven by Lyall Sole, the K220 has a Jackson Enterprises 7.5m dropside tipping deck. Sold by Adam McIntosh.

Registrations remain slow

TD35447

ON

THE NEW ZEALAND NEW TRUCK MARKET CONTINUES to deliver a similar pattern of lower monthly registration figures, and the year-to-date (YTD) numbers are now tracking a long way down from where they have been in recent years.

August saw 356 trucks (with a GVM of 4.5 tonnes or more) registered, lifting the January-August YTD total to 2482 registrations, according to official NZ Transport Agency data.

It’s a decrease from 487 units recorded in August 2024 while the YTD registration total is a 34.14% decrease on the total of 3769 units registered in the same period last year.

With 71 new registrations in August the trailer market YTD number now stands at 621 units, down from 1040 last year and well short of the YTD record of 1183 units which was set in 2018.

In the overall 4.5t to maximum GVM truck market, Isuzu with 61 August registrations (458 YTD) still leads New Zealand market with a YTD market share of 18.5%. Last year Isuzu achieved 76 registrations in August and its YTD tally was 756 units.

Hino (367/38) holds second place and has grown its market share year-on-year by maintaining its registration numbers in the tough market.

Hino is only 11 units behind its 2024 YTD total, climbing from fourth to second in the YTD rankings and has grown its market share from 10.3% to 14.8%.

Fuso (362/50) holds third position and its market share is down from 17.3% last year to 14.6% this year.

There were few surprises in the crossover 3.5-4.5t GVM segment, with Fiat (190/22) continuing to lead with 26.5% of the market share.

Mercedes-Benz (175/86) moves into second place with an impressive 86 registrations for the month while LDV (172/16) holds third ahead of Ford (61/7) well behind in fourth.

In the 4.5-7.5t GVM class, Isuzu (165/25) continues to be dominant with a 23.1% market share. Fuso (137/25) is in second position with a 19.2% share. Third position is held by Iveco (101/31) ahead of MercedesBenz (80/40).

In the 7.5-15t GVM category Isuzu (197/25) continues to build a clear lead ahead of Hino (126/11) and third placed Fuso (114/15).

In the 15-20.5t GVM division, Hino (43/4) retains the lead, well ahead of Fuso (17/2) and UD (11/1).

In the tiny 20.5-23t segment Hino retains the top spot with one registration for the month and 12 YTD, taking its YTD share to 50.0% ahead of Scania (8/2) now taking 33.3% of the market. There were only three registrations for the month.

In the premium 23t to maximum GVM division, Scania (239/28) continues to lead and enjoys a 21.9% market share YTD. Kenworth (154/14) retains second ahead of Volvo (146/12). Hino (115/12) continues in fourth place ahead of Fuso (93/8), DAF (92/15), Isuzu (89/10), UD (66/9), Iveco (39/8) and Mercedes-Benz (30/6) to round out the top 10.

In the trailer market, Fruehauf (97/14) continues to build a break over the rest – ahead of Transport Trailers (53/3). Patchell (51/8) retains third with Roadmaster (40/1) in fourth. TMC (34/7) moves ahead of Domett (33/2) into sixth and MTE (28/3) also moves ahead of TES (27/2).

Transfleet (24/3) and Lowes (19/1) retain their positions rounding out the top 10.

Truck & Driver | 83

Brand ISUZU HINO FUSO SCANIA IVECO KENWORTH VOLVO MERCEDES-BENZ DAF FOTON UD HYUNDAI VOLKSWAGEN MAN FIAT SINOTRUK FREIGHTLINER INTERNATIONAL JAC MACK SHACMAN SANY FAW OTHER Total

Vol 458 367 362 253 164 154 151 115 92 81 79 60 42 32 14 11 10 10 8 7 6 1 1 4 2482

2025

% 18.5 14.8 14.6 10.2 6.6 6.2 6.1 4.6 3.7 3.3 3.2 2.4 1.7 1.3 0.6 0.4 0.4 0.4 0.3 0.3 0.2 0.0 0.0 0.2 100

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

Vol 190 175 172 61 58 38 13 9 1 1 718

2025

% 26.5 24.4 24.0 8.5 8.1 5.3 1.8 1.3 0.1 0.1 100

4501-7500kg GVM Brand ISUZU FUSO IVECO MERCEDES-BENZ HINO FOTON VOLKSWAGEN HYUNDAI FIAT JAC RAM Total 84 | Truck & Driver

Vol 165 137 101 80 71 55 42 38 14 7 4 714

2025

% 23.1 19.2 14.1 11.2 9.9 7.7 5.9 5.3 2.0 1.0 0.6 100.0

August Vol % 61 17.1 38 10.7 50 14.0 30 8.4 40 11.2 14 3.9 12 3.4 46 12.9 15 4.2 10 2.8 10 2.8 9 2.5 8 2.2 2.0 7 0.3 1 0.0 0 0.3 1 0.6 2 0.0 0 0.6 2 0.0 0 0.0 0 0.0 0 0.0 0 100 356

August Vol % 22 13.1 86 51.2 16 9.5 7 4.2 35 20.8 0 0.0 0.6 1 1 0.6 0 0.0 0 0.0 168 100

August Vol % 25 16.2 25 16.2 31 20.1 40 26.0 10 6.5 8 5.2 8 5.2 6 3.9 1 0.6 0 0.0 0 0.0 154 100

23,001kg-max GVM Atiamuri is home for the new A.T. Cook Contracting Scania R 560 B6x4HZ. Driven by Irish Pete, the R 560 is doing agricultural work in the central North Island fitted with a Kraft dropsider deck and new 5-axle Kraft dropsider trailer. The Euro VI 13-litre with 560hp is paired with an Opticruise G33CM 14-speed with 4700D retarder and drives to a RB735 hub reduction rear end. Spring front suspension, rear air suspension, ABS/EBS disc brakes are fitted. Features include a fridge, CTI, Dura-bright alloys, light bar, and XT bumper. Factory cab and chassis paint with graphics

by Caulfield Signs Rotorua. Sold by Callan Short.

7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON HYUNDAI IVECO MAN MERCEDES-BENZ SHACMAN UD SCANIA JAC CHEVROLET Total

Vol 197 126 114 26 21 16 16 4 3 2 1 1 1 528

2025

% 37.3 23.9 21.6 4.9 4.0 3.0 3.0 0.8 0.6 0.4 0.2 0.2 0.2 100

August Vol % 25 40.3 11 17.7 15 24.2 2 3.2 3 4.8 0 0.0 6 9.7 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 62 100

15,001-20,500kg GVM Brand HINO FUSO UD IVECO SCANIA VOLVO ISUZU MAN FREIGHTLINER SHACMAN MERCEDES-BENZ Total

Vol 43 17 11 7 5 5 5 2 1 1 1 98

2025

August % Vol % 43.9 4 44.4 17.3 2 22.2 11.2 1 11.1 7.1 1 11.1 5.1 0.0 5.1 0.0 11.1 5.1 1 2.0 0.0 1.0 0.0 1.0 0.0 1.0 0.0 100 9 100

20,501-23,000kg GVM Brand HINO SCANIA ISUZU FUSO IVECO Total

Vol 12 8 2 1 1 24

2025

August % Vol % 33.3 50.0 1 33.3 2 66.7 8.3 0.0 4.2 0.0 4.2 0.0 100 3 100

Brand SCANIA KENWORTH VOLVO HINO FUSO DAF ISUZU UD IVECO MERCEDES-BENZ MAN SINOTRUK INTERNATIONAL FREIGHTLINER MACK SHACMAN SANY FAW HYUNDAI Total

Vol 239 154 146 115 93 92 89 66 39 30 14 11 10 9 7 2 1 1 1 1119

2025

% 21.4 13.8 13.0 10.3 8.3 8.2 8.0 5.9 3.5 2.7 1.3 1.0 0.9 0.8 0.6 0.2 0.1 0.1 0.1 100

Trailers Vol Brand FRUEHAUF 97 TRANSPORT TRAILERS 53 PATCHELL 51 40 ROADMASTER TMC 34 DOMETT 33 M.T.E. 28 TES 27 TRANSFLEET 24 19 LOWES FAIRFAX 17 JACKSON 15 14 TANKER KRAFT 12 CWS 12 MILLS TUI 7 MD ENGINEERING 7 SEC 6 6 WARREN LUSK 5 TRT 5 PTE 5 MTC EQUIPMENT 5 STEELBRO 5 HAMMAR 5 FREIGHTER 5 COWAN 5 EVANS 4 TEO 4 MAKARANUI 3 TROUT RIVER 3 LILLEY 2 OTHER 63 Total 621

2025

% 15.6 8.5 8.2 6.4 5.5 5.3 4.5 4.3 3.9 3.1 2.7 2.4 2.3 1.9 1.9 1.1 1.1 1.0 1.0 0.8 0.8 0.8 0.8 1.0 0.8 0.8 0.8 0.6 0.6 0.5 0.5 0.3 10.1 100

August Vol % 28 21.9 14 10.9 12 9.4 12 9.4 6.3 8 15 11.7 10 7.8 9 7.0 8 6.3 6 4.7 1 0.8 0 0.0 2 1.6 0.8 1 2 1.6 0 0.0 0 0.0 0 0.0 0 0.0 128 100

August Vol % 14 19.7 5 7.0 8 11.3 1.4 1 7 9.9 2 2.8 3 4.2 2 2.8 3 4.2 1.4 1 3 4.2 2 2.8 0.0 0 2 2.8 1 1.4 0 0.0 1 1.4 0 0.0 1 1.4 0 0.0 0 0.0 0 0.0 1 1.4 1.4 1 1 1.4 2 2.8 3 4.2 0 0.0 0 0.0 0 0.0 2 2.8 0 0.0 5 7.0 71 100

TD35525

4501kg-max GVM

Schmitz Cargobull refrigerated trailers – engineered with superior insulation to keep your cargo fresher for longer, while cutting fuel costs and protecting the cold chain every mile.

Units available ex-stock now.

r e l i a r T t r a m S s e n i s u B d o o G

TD35525

CONTACT YOUR NEAREST DEALER AND BOOK FOR A FREE DEMONSTRATION AUCKLAND BRANCH (HEAD OFFICE): 21 Hobill Ave, Wiri, Auckland, New Zealand Phone +64 9 267 3679

FEILDING MANUFACTURING PLANT: 10 Mahinui Street, Feilding, New Zealand P: +64 6 323 4299

SUPPORT SERVICE & REPAIRS: Elliot Crofskey P: 027 442 0047

AFTERMARKET SUPPORT: Gary Griesel P: 027 442 0017

SALES: Upper North Island: Paul Cranston P: 021 442 831

CARGOBULL: Amanda Cotter: P: 027 442 0034

Central: Chad Thomas P: 027 442 8741

Cargobull support manager: Josh Mear P: 021 0263 3591

South Island: Perry Davis P: 027 373 4448

PERMITS: Bianca Cillers P: 027 442 0038

ADAMS AND CURRIE 15 Parkhouse Road, Wigram, CHCH P: 03 348 9510

Brendon Parkers Fridge Technician P: 027 442 1444

Peter Laurenson General Manager P: 027 432 0906 Steve Sewell Operations Manager P: 021 442 842

ww w.f rue ha uf.c o.nz

This new Kenworth K220 for the Self Loader Logging fleet of Taupo has seen Bryan Smith paint the truck into the original colour scheme of R. Smith Logging, his brother’s company which he purchased in 2007. The powertrain matches a Euro V 600.615hp Cummins X15 with an Eaton RTLO 22918B manual 18-speed Roadranger transmission. Driven by Rotorua’s Vaughan Topless, the K220 rides on load share front suspension, Airglide 460 rear suspension and has Dura-bright alloys. Exterior features include a single 570-litre fuel tank, painted drop visor, seven roof marker lights, Patchell single pin bumper modification, stainless headlight covers, lower grill panel with markers and twin Eagle air intakes.

Patchells built the log bolsters and 5-axle trailer. Sold by Adam McIntosh.

R a c a

A new Hino 700 FY3248 crane truck has been added to the JCLink – Logistics fleet based at Newstead, near Hamilton.

The 8x4 with 480hp (353kW) and RTLO 18918B manual transmission moves general freight, containers and cabins North Island-wide with its 6.5m flat deck and HMF 3220 K6 crane supplied and built by Crane Sales New Zealand.

86 | Truck & Driver

Dunedin Hiab & Crane Hire recently put this Fuso Shogun FV2651J tractor to work on a Dunedin-Christchurch return run with general freight and building supplies to keep the 510hp OM471 engine honest. Driver Chris Burgess appreciates the quietness and smoothness of the Shogun, along with the Active Braking Assist level 5 technology which includes adaptive cruise control and pre-collision avoidance systems. Sold and delivered by Tristan Duffell of Keith Andrews Trucks.

W O P C C In In

Br

Austin Transport Tippers has put its first new DAF on the road in Nelson. The CF 530 FAT 6x4 has a 530hp Paccar MX-13 with 16-speed TraXon AMT transmission.

Transfleet Trailers built the tipper body and 4-axle trailer and a Bigfoot CTI system is fitted. The unit is driven by Bill Dudley who is really enjoy the comfort and quietness of the DAF. Sold by Mike Gillespie.

Taupo Landscape Supplies has a new Scania S 770 B8x4NB carting for Perma Pine and TSL in the central North Island. The Euro VI 770hp 16-litre drives to an Opticruise GRSO926R 12-speed with 4100D retarder, and RB735 hub reduction rear end. Air suspension front and rear, ABS/EBS disc brakes, AEB Advanced Emergency Braking and ACC Adaptive cruise control are fitted. Jackson Enterprises built the dropsider body and 5-axle trailer. Features include Dura-bright alloys, light bar, Jackson toolboxes and exhaust and battery box covers, plus custom twin exhaust stacks. The sleeper cab is equipped with Scania scales, V8 leather trim, and fridge. Factory cab paint, signage by Caulfield signs Rotorua, and sold by Callan Short.

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TD34932

Wiri | 5 Aerovista Place | 09 279 7351 Otahuhu | 20 Kahu Street | 09 276 7206 Palmerston North | 435 Tremaine Avenue | 06 357 4100 Christchurch | 108-A Hayton Road, Sockburn | 03 343 2001 Christchurch | Treffers Road, Wigram | 03 348 3758 Invercargill | 90 Preston Street, Prestonville | 03 215 8584 Invercargill | 53 River Street, Prestonville | 03 215 9955

A new Kenworth T909 in 28-inch flat roof IT sleeper cab configuration has gone to work for Saunders Bulk (Shannon and Sonja Saunders) based in Tauranga. Powered by a 610.615hp Euro V Cummins X15 with 2050 lb-ft of torque, the T909 has an Eaton Fuller RTLO22918B manual 18-speed transmission, Meritor MFS73 front axle and MT21-165GP rear axles with dual diff and inter axle locks. Exterior details include dual stainless personalised exhaust shrouds, 15-inch stainless air cleaners with integrated caps, a Kentweld Texas bumper, rolled stainless front guard flares, stainless wrapped fuel and hydraulic tanks with stainless step trim, bullet LED roof lights and Dura-bright polished outer wheels. The cab has Shiraz trim with custom Bostrom style leather seating from RVE with KW embroidery, a wood/leather factory steering wheel, added under floor insulation, gold bezel gauges and a 24-inch colour TV. Transport Trailers built the bulk tipper body and Wrapped Auto Signs (Tauranga) completed the signage. Sold by Tim Finlay.

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

88 | Truck & Driver

Just on the road for Wiri-based Cargoplus is a new DAF FTD 8x4 day cab tractor with Paccar Euro VI MX13 developing 530hp and a 16-speed TraXon transmission. DAF build this FTD 8x4 model exclusively for the New Zealand transport market, and this truck will be double shifted six days a week moving heavy containers around the Auckland metropolitan area equipped with a Hammar swing lift unit. Tractor set up was completed at Southpac Trucks new truck prep department and signwriting by Royans Total Fleet Imaging in Wiri. Sold by Steve Willcocks.

Rex Stephens from HEB Construction is shifting heavy equipment with a new Volvo FH16 700 6x4 transporter based in Tauranga. The 700hp D16 producing 3150Nm of torque is paired with a Volvo I-Shift 12-speed AMT with ultra-low crawler gears, hub reduction rear end and 8-bag air suspension.

Along with disc brakes the Volvo safety suite includes LCS and LKA, DAS, ACC and EBA plus a passenger side view camera. Feature include custom toolboxes and infills, custom rear light bar, and custom tread plate cover. The 180t GCW rated unit has a hydraulic retarder along with a steel front bumper, MTE front tow hitch, LED light bar, CTI, and SI Lodec scales. Paint by Fleet Image and signs by Wrap It Signs, Mt Maunganui. Sold by Mark Ellerington.

Great Stone Construction based at Browns Bay, Auckland has a new Isuzu CYZ 420 6x4 tipper for construction work in Auckland and the North Shore. Power from the 420hp 15.6-litre 6WG1-TCN engine is paired with an MJX16 automated manual 16-speed transmission and the rear end features RT260 diffs. CAL Engineering in Hamilton built and fitted the 5m Hardox steel tipper bin. Super Single front wheels and tyres fitted by Auckland Truck Alignment and Visor Distributors supplied the sun visor and stone guard. Sold by Minesh Pillay.

Truck & Driver | 89

Manukau-based Pink Bins has added a striking new DAF CF bin truck to its fleet. Managing director Craig Stuart says cost of ownership, safety, specification, fuel efficiency, plus back up and support from Southpac Trucks were behind the purchase decision. The CF 530 FAD day cab 8x4 is powered by Paccar’s Euro VI MX13 engine producing 530hp with a 16-speed TraXon transmission. Full time driver Manu is running this unit between Manukau and the Waikato. Paint and signwriting are by Fleet Image at Wiri with Allcrane in Penrose supplying the Marrel AL 26SLi62 hook unit. The engineering work was completed by OTEL (Onehunga Transport Engineering Limited). Sold by Steve Willcocks.

King Country-based White Ridge Contracting owned by Mark and Jenny Bradbury has a new Scania S 770 A6x4NB heavy haul tractor unit. The 16-litre Euro 6 DC13 producing 770hp drives to an Opticruise GRSO926R 12-speed with 4100D retarder and RB735 hub reduction rear end. Air suspension front and rear, ABS/EBS disc brakes and adaptive cruise control are fitted. The oscillating fifth wheel for 100t GCM operation towing a 3-rows-of-8 trailer was completed at the Scania NZ New Vehicle Preparation centre. Features include scales, V8 leather trim, fridge. microwave and beacons plus Dura-bright alloys. Cab and chassis paint by Spray N Bake and sold by Callan Short.

90 | Truck & Driver

Mount ITM is moving building material in the Tauranga region with a new Isuzu FRR 500 driven

by Craig and Clayton. The 240hp 4x2 has the Isuzu MZW-6P 6-speed Automated Manual Transmission (AMT) and Isuzu R077 diff. Koromiko Engineering (Tauranga) built and fitted the 5.3m steel tipping deck and the truck is equipped with sun visor and stone guard by Visor Distributors. Sold by Matt Moir.

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TD35531

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Truck & Driver | 93

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Mills-Tui steel tippers are built tough, manufactured from high-wear resistant Hardox steel. We’re ready to help build New Zealand’s infrastructure. So give us a call now on 0800 MILLS-TUI.

PROUD SPONSORS Mills-Tui Limited 16–38 Pururu Street, Mangakakahi, Rotorua 3015 P 07 348 8039 T 0800 MILLS -TUI (645 578) SALES Garth Paton 027 289 0300

11 OCTOBER 2025

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