NZ Truck & Driver September 2025

NZ TRUCK & DRIVER

| September 2025

September 2025 $10.90 incl. GST

S FLEET FOCU A Succession for Kings

BIG TEST Southern Star | FLEET FOCUS A Succession for Kings | FEATURE: EROAD Fleet Day 2025

FEATURE

t EROAD Flee Day 2025

The Official Magazine of

Issue 293

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ISSN 2703-6278

The all-new Isuzu truck range.

Reliability redefined.

Introducing the all-new range of Isuzu N and F Series trucks. With a sleek new cab design, new engines that comply with Euro VI or Japan pPNLT emission standards and additional advanced safety features for a more comfortable drive, the all-new Isuzu N and F Series will change the way we rely on our trucks. Forever.

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

*Overseas optional body and accessories shown

CONTENTS Issue 293 – September 2025

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News The latest from the world of road transport including… Extension to the RUC exemption for heavy electric vehicles… Summer plans confirmed for the SH1 Tirau to Waiouru project… How electric trucks can provide nighttime efficiencies… The Daimler Truck plant at Worth celebrates 60 years of production… Upcoming NZI Truckie Rest Zone dates and Hino begins an autonomous truck trial in Japan.

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A look back at the trucks and history of Wairarapa livestock carrier John Pope Transport from the archives of Rod Simmonds.

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New Generation Isuzu Range Debuts With new engines and transmissions, a new cab design and an expanded roster of safety features, Isuzu is bringing its next generation N and F Series models to the New Zealand market.

CEO Dom Kalasih reports on recent work to streamline the HPMV permit system and to raise awareness of Chain of Responsibility issues. There’s also an update on CVST priorities and full details of October’s North Island Road Freight Seminar in Napier.

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

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CrediFlex Recently Registered July registration numbers for new trucks were ahead of the previous month, but the 2025 market remains sluggish. We update how the market is performing and feature the monthly gallery of new rigs on the road.

Fleet Day 2025 Mystery Creek hosted the EROAD Fleet Day at the end of July. The event was the biggest yet with new trucks and transport industry products being launched.

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Transporting New Zealand

Southpac Trucks Legends The Nine Lives and Legacy of Jim Dynes: The story of the late Jim Dynes and his pioneering role in the New Zealand road transport industry.

Giti Tyres Big Test Southern Star: The hills, valleys, and coastal scenery of South Otago provide the backdrop for the September issue Giti Tyres Big Test. We look at the new Mercedes-Benz Arocs 3258 livestock unit working in the familiar colours of Clutha Valley Transport.

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FEATURES: 63 Bygone Days – John Pope Transport

COLUMNS: 59

National Road Carriers Association CEO Justin Tighe-Umbers takes a look at New Zealand’s workplace safety culture and NRC introduces its upgraded Cost Model Tool which can now compare the total cost of ownership for electric vehicles.

Teletrac Navman Fleet Focus A succession for Kings: Less than three years ago, Southland’s big D.T. Kings Transport company split into four separate businesses. In the first part of our Fleet Focus we look at how King’s Rural Transport and Riverton Rural Transport have made the transition to independently run family businesses.

MANAGEMENT

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

SUBSCRIPTIONS admin@trucker.co.nz 027 474 6033

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 David Kinch Rod Simmonds Dave McLeod

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

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

Phone Freephone Postal Address Street Address Web

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Copyright: Articles in New Zealand Truck & Driver are copyright and may not be reproduced in any form – in whole or part – without permission of the publisher. Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher.

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NEWS

Electric RUC exemption extended IN A MOVE TO ACCELERATE THE ADOPTION OF battery electric heavy vehicles, the Government has extended the RUC (Road User Charge) exemption for such vehicles until 1 July 2027.

The exemption was previously set to end after 31 December 2025. The extended 18 month exemption period gives heavy electric vehicle owners

Battery electric trucks such as the Volvo FM Electric will remain exempt for RUCs until July 2027.

and operators additional time to plan for the transition, while setting clear direction that all vehicles need to contribute to the costs of maintaining the road network.

The Ministry of Transport is developing an RUC structure for electric heavy vehicles and from 1 July 2027, owners of heavy electric vehicles will need to buy and hold a valid RUC distance licence.

Heavy electric vehicle operators have been exempt from paying RUC since 2017 while RUCs were introduced for light full-electric and plug-in hybrid vehicles (at a reduced rate) from April 1 2024.

Heavy vehicles are classed as those weighing over 3.5 tonnes (GVM), such as trucks and buses.

The exemption extension and the co-funding for approved vehicles through the Low Emission Heavy Vehicle Fund are the key incentives currently available for transport operators considering battery electric models.

The LEHVF provides grants of up to 25% of the purchase price of approved new low or zero-emissions heavy vehicle, or 25% of the cost to convert an existing ICE heavy vehicle to be powered by approved lowemissions technologies.

Heavy vehicles make up less than 5% of New Zealand’s vehicle fleet, but account for roughly a quarter of road transport emissions. High upfront costs and the unknown total cost of ownership are the main barriers to the private sector’s uptake of zero and low-emissions heavy vehicles.

New owner for Iveco A MAJOR NEW GLOBAL PLAYER IN the commercial vehicle market will be established when Indian giant Tata Motors takes ownership of the Iveco Group.

The Iveco brand will move to new ownership under India’s Tata Motors.

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The two companies recently announced they have reached agreement to create a commercial vehicles group with the reach, product portfolio and industrial capability to be a leading global competitor.

Completion of the deal is conditional on the separation of Iveco Group’s defence business.

The likely timeline for the deal to be complete is the first half of 2026.

The Tata Motors offer to Iveco shareholders is valued at Euro3.8 billion (NZ$7.4b) and would bring together two businesses with highly complementary product portfolios and capabilities, and with substantially no overlap in their industrial and geographic footprints.

Together, Iveco and the commercial vehicle business of Tata Motors will have combined revenues of about €22bn split across Europe (50%), India (35%) and the Americas (15%) with attractive positions in emerging markets in Asia and Africa. Combined the new entity would have global sales of about 540,000 units per year.

“By joining forces with Tata Motors, we are unlocking new potential to further enhance our industrial capabilities, accelerate innovation in zero-emission transport, and expand our reach in key global markets,” says Olof Persson, CEO of Iveco Group.

The Iveco Group Board of Directors unanimously and fully supports the Offer and recommends the Offer for acceptance by the shareholders of Iveco. Also, Exor N.V., Iveco Group’s largest shareholder, has irrevocably committed to support the Offer and tenders its shareholding representing approximately 27.06% of Iveco Group’s common shares and 43.11% of all voting rights.

“This is a logical next step following the demerger of the Tata Motors Commercial Vehicle business and will allow the combined group to compete on a truly global basis with two strategic home markets in India and Europe,” says Natarajan Chandrasekaran, Chairman of Tata Motors.

“The combined group’s complementary businesses and greater reach will enhance our ability to invest boldly. I look forward to securing the necessary approvals and concluding the transaction in the coming months.”

Tata Motors is based in Mumbai and was founded in 1948 as a locomotive manufacturer.

It has numerous joint ventures and subsidiaries in both passenger car and commercial vehicle sectors and since 2008 the Indian company has owned Jaguar Land Rover, purchasing the brands from Ford Motor Company.

NEWS

Final resealing work is planned for the Desert Rd this summer.

SH1 Tirau to Waiouru work restarts THERE ARE NO 24/7 ROAD CLOSURES PLANNED during the second phase of the SH1 Tīrau to Waiouru Accelerated Maintenance Project (T2W) this summer.

The project is rebuilding the worst parts of State Highway 1 (SH1) between Tīrau and Waiouru, with the second construction season set to begin from September 1.

By early 2026, contractors working for NZ Transport Agency Waka Kotahi (NZTA) will have rebuilt more than 66km, or 27%, of SH1 between Tīrau and Waiouru.

The SH1 Tīrau to Waiouru Accelerated Maintenance Project (T2W) completed 49.4km of road rebuilding in the first season between September 2024 and April 2025.

This coming season will see the project complete the final road surfacing on five sections, including the Desert Road. Road rebuilds and maintenance will also be completed between Taupō and Tūrangi, and on the edges of Tokoroa and Tīrau townships.

“T2W goes beyond standard road maintenance; it upgrades the worst sections of SH1 to a much higher standard, reducing the need for future disruptions in the areas we’re working on,” says NZ Transport Agency Waka Kotahi (NZTA) Waikato Systems Manager Andrew Oakley.

The T2W project used 24/7 road closures last season to accelerate the work, but Mr Oakley confirmed no 24/7 road closures will be required this season.

Some night-time only closures will be needed at Tīrau, between Tokoroa and Ātiamuri and on the Desert Road.

There will be no full road closures between Taupō and Tūrangi but NZTA advises to expect disruption and some delays on this section of SH1 beginning from Monday September 1.

“We’re working closely with our contractor to minimise delays especially on SH1 between Taupō and Tūrangi, where we will have four rebuild sites happening,” says Mr Oakley.

Outside of the T2W project, NZTA is also delivering its usual major summer maintenance programme across the Waikato and Bay of Plenty including about 15 road rebuild sites and 20 resurfacing sites from the Coromandel Peninsula to Waiouru, says Mr Oakley.

“Summer is always our busiest season for roadworks,” says Mr Oakley.

“Weather and ground temperatures are critical to delivering long-lasting results.”

“We know road works are an inconvenience, and we’d like to thank all our communities and road users in advance for their patience. This work is much needed, and we’re confident you will appreciate the results when it’s complete.”

Early road closure and detour details include:

East Taupō Arterial: Accelerated structural asphalt work is running from Sunday August 17 for 11 nights. Stop/go traffic management, between 7pm and 6am, Sunday to Thursday (no weekend work).

Expect some delays.

Taupō to Tūrangi: Road rebuilding. Starting Monday September 1 at Waitahanui. Stop/go traffic management during the day for around 2 weeks, then traffic travelling in both directions under temporary speed limits. Expect some delays.

Tīrau: Works start Sunday September 14, weather dependent.

The work site is south of the business area and SH1/Rose Street, Hillcrest Street intersection to south of the SH1/SH5 roundabout.

Nighttime road closures will be required. Detour and traffic management being finalised.

All work is weather dependent.

The SH1 Tīrau to Waiouru Accelerated Maintenance Project (T2W) completed 49.4km of road rebuilding in the first season between September 2024 and April 2025.

Truck & Driver | 3

NEWS

New roundabout underway for SH5 The busy intersection of State Highway 5 and State Highway 28-Harwoods Road located east of Tīrau will be made safer with work soon to start on a roundabout.

The T-intersection has a poor safety record which NZ Transport Agency Waka Kotahi (NZTA) says can be improved with a 3-leg roundabout.

Work will start on 18 August with traffic expected to be flowing on the roundabout by March 2026. Schick Construction has been awarded the physical works contract and will monitor and manage traffic through the site during the construction period.

Some closures of SH28-Harwoods Road at the works site may be needed later in the build, with dates and detours to be advised when confirmed.

In the past 10 years there has been one death and 17 serious injury crashes at the SH5 Harwoods Road intersection.

“This roundabout is one of several safety improvements planned for the stretch of SH5 between Tīrau and Tārukenga Marae Road,” says Regional Manager Infrastructure Delivery, Darryl Coalter.

A right-turn bay was built at Waimakariri Road earlier this year, while funding has been allocated to complete design for a roundabout at SH5/ SH28-Whites Road.

NZTA is also undertaking general widening works between Whites and Harwoods roads to allow for wide centrelines. The first section between Whites and Waimakariri roads will be done this spring.

The maintenance programme this spring/early summer will see a rebuild of 400m of Whites Road from south of the SH5 intersection. The intersection itself will receive a new asphalt surface.

NZTA says no changes are proposed for the road through Tūkorehe Reserve/Fitzgerald Glade.

Safety improvements and maintenance works Roundabout construction SH5/28 Harwoods Road August 2025 to March 2026

SH5 road widening and resealing SH5 Whites Road to Waimakariri Road (1.2km) Widening: September/October 2025 Sealing: before Christmas 2025 SH5 Waimakariri Road to Harwoods Road (800m) Planned for 2026-27 financial year oad ds R woo Har

Road rebuild SH28 Whites Road 400m south of SH5 intersection Asphalt intersection surface Delivery before Christmas 2025

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Roading changes are planned for the busy area around SH5 and Whites Rd.

Cummins power for JAC diesel models WHILE THE JAC BR AND MADE ITS FIRST MOVES INTO the New Zealand market last year with its battery electric light-duty trucks, the second phase of the introduction is now into gear with Cummins powered diesel models becoming available.

The JAC N90 diesels can be configured as a 9.0t light truck or in 5.9t

The diesel version of the JAC N90 is available in three wheelbase lengths with a fourth on the way.

4 | Truck & Driver

specification which can be driven by Class 1 license holders.

The Cummins B4 family 4.0-litre, four-cylinder diesel engine has a Euro VI emissions rating and develops 125kW (165hp) at 2400rpm with peak torque of 600Nm from 1100-1800rpm.

There are three wheelbase variants – 3365mm, 3845mm and 4175mm - among the four models now available.

The shortest wheelbase has a 6-speed Allison 1000 automatic transmission while the medium wheelbase offers 6-speed manual and automatic options. The long wheelbase is only available with the manual transmission.

Later this year a 4475mm version will be added to the N90 diesel range.

Standard N90 features include dual airbags and seatbelt pretensioners, ABS brakes (front disc and rear drum) plus an exhaust brake and Electronic Stability Control.

A reversing camera and reverse radar with alert are standard and other features include an adjustable steering column and an 8-inch touchscreen multimedia system.

Pricing starts at $49,990 + GST and the JAC N90 is covered by a 5-year/200,000km warranty.

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NEWS The Range Energy eTrailer can deliver fuel savings, lower emissions, and improved safety.

Stability testing for hybrid trailers CALIFORNIA TECH COMPANY RANGE ENERGY IS continuing the development of its eTrailer System by completing vehicle dynamics and stability testing.

The pioneering trailer electrification technology has successfully completed a test regime at the Transportation Research Centre (TRC), North America’s most advanced mobility testing facility.

Following its winter testing in March 2025, Range’s most recent tests in summer conditions focussed on validating system performance, control, and safety under highly dynamic conditions – particularly on dry pavement surfaces that pose an increased risk of trailer rollover.

To safely conduct this testing, Range equipped its trailer with outriggers and anti-jackknife cables – key safety mechanisms that help prevent full tipover during extreme tests such as J-turns and double lane changes.

These manoeuvres were then repeated on wet test surfaces at TRC’s facility. The testing comprised of over 400 dynamic manoeuvres – including a wide range of speeds, payloads, and tractor configuration – to ensure Range’s system integrates seamlessly with standard truck braking and stability systems while maintaining or improving performance in any realworld scenario.

Range also evaluated traction control of the eAxle in straight-line

acceleration and braking. Compared to conventional trailers, the Range system intelligently engaged regenerative braking earlier in critical manoeuvres, gently slowing the vehicle and reducing lateral force by up to 25%, enabling drivers to complete the same turn at the same speed more safely, avoiding loss of control or rollover.

“Testing under extreme conditions and with aggressive manoeuvres is critical to prove the intelligence and reliability of our control systems in realworld conditions,” says Kyle Foley, Head of Engineering, Range Energy.

“From fine-tuning traction control and delivering precise stability interventions through regenerative braking, to ensuring seamless compatibility with today’s truck brake systems, every element is designed to perform when it matters most.

“Testing at TRC goes beyond technical validation – it’s about building trust. Because when you’re moving freight, you’re carrying important goods that drive modern life and society forward.”

The Range Energy eTrailer System integrates with existing commercial tractor-trailers – including diesel and electric semi-trucks – to deliver fuel savings, lower emissions, and improve safety. It requires no modification to the tow vehicle and the system also provides electric power for auxiliary components like lift gates and refrigerated units.

Rest zones for Northland and Taupo NORTH ISLAND DRIVERS WILL HAVE THE CHANCE to stop at NZI Fleet Fit Truckie Rest Zone events in late-August and mid-September.

On Wednesday August 27 the programme is in Northland at Uretiti and on Wednesday September 17 the venue will be near Taupo.

The Rest Zone events are a chance for truck drivers to take a break with a complimentary snack and drink while talking to NZI’s experienced Fleet Risk Managers. There is a chance to learn about fatigue issues, healthy diet choices and free health checks are available.

NZI Truckie Rest Zones are delivered by NZI’s experienced team who work to improve safety and performance via the NZI Fleet Fit programme.

Fatigue is a major cause of road accidents and NZI wants to support drivers to get home safe.

The Uretiti event is for SH1 southbound traffic from 8am till 11.30am.

Partnering in the day will be NZ Police, Hato Hone St John, Northland Road Safety, National Road Carriers and Fern Energy.

The Taupo event returns to the Waimihia Fire Store site (SH5 between Taupō and Napier) from 10am till 2pm.

The 2025 Truckie Rest Zone programme then returns to the South Island with dates confirmed at Glasnevin for Wednesday October 29 and Rakaia on Wednesday November 26.

The NZI Fleet Fit team will be hosting Truckie Rest Zone events in late-August and mid-September.

Truck & Driver | 7

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NEWS

Above: The first complete truck to be produced at Wörth in July 1965 was as a green Mercedes-Benz LP 608.

Below: The early days of truck production at Wörth.

Sixty years Worth of truck history THE MAIN MERCEDES-BENZ Trucks manufacturing plant at Wörth am Rhein in Germany has celebrated 60 years of truck production.

The first complete truck to roll off the Wörth production line in July 1965 was as a green Mercedes-Benz LP 608.

Production at the plant began almost two years earlier in October 1963 with around 100 employees. Initially, truck cabs were manufactured, which were then delivered to the plants in Gaggenau (heavy trucks) or Mannheim (medium and light trucks) for further assembly.

From 1965, Wörth became the focus of commercial vehicle production at MercedesBenz. Complete vehicles were now assembled and delivered at the central assembly plant.

The Gaggenau and Kassel sites specialised in the construction of transmissions and axles for trucks, Mannheim in engines and the production of buses.

In the 60 years since the start of production, more than 4.4 million trucks have been manufactured in Wörth – of which more than 800,000 are CKD (Completely Knocked Down), vehicle kits that are shipped to numerous

overseas markets for final assembly on site.

Today, the Mercedes-Benz plant in Wörth produces the Actros, Arocs and Atego models and the Mercedes-Benz Special Trucks Econic, Unimog and Zetros are also built in Wörth.

Series production of the battery-electric Mercedes-Benz eActros 300/400 for distribution transport started in 2021. This was followed in 2022 by the second Mercedes-Benz eEconic electric series truck for municipal use. At the end of 2024, Daimler Truck celebrated the start of series production of the Mercedes-Benz eActros 600 for long-distance transport in Wörth.

Truck & Driver | 9

NEWS

Tauranga to trial electric straddle

The fully electric Kalmar straddle carrier will be trialled at Port of Tauranga.

PORT OF TAUR ANGA WILL TRIAL THE COUNTRY’S first ever all-electric container straddle carrier at New Zealand’s busiest port.

The trial, co-funded by the Government’s Low Emission Transport Fund administered by EECA (Energy Efficiency and Conservation Authority), will see the Port purchase a Kalmar electric straddle and install charging infrastructure in a project costing more than $3.5 million. EECA will contribute $447,000 to the project to accelerate its implementation.

Port of Tauranga Chief Executive, Leonard Sampson, says the trial will enable the Port to test emerging technology in the high-demand environment of New Zealand’s international hub port.

“Diesel use in straddles is our largest source of carbon emissions, contributing around 54% of our Scope 1 emissions. Until now, we have only had the option of hybrid straddles as a lower emission alternative,” he says.

“The support of EECA makes it feasible for us to test the rapidlydeveloping electric straddle technology in a New Zealand port context.”

The trial will evaluate operational impacts, charging times, driver amenability and training requirements, reliability, safety and maintenance requirements. Findings will be shared with other New Zealand ports that have straddle carrier fleets.

“We hope the trial will give us confidence in operational efficacy, emissions reduction and technology reliability. It de-risks the implementation of new technology currently untested in New Zealand,” says Mr Sampson.

“Providing port assets and infrastructure consistent with a low emissions supply chain contributes to keeping New Zealand exports competitive internationally.”

Port of Tauranga currently operates a fleet of 54 straddle carriers, around a third of the New Zealand port fleet. Seven are hybrid models, introduced since 2020 following a pilot. The hybrids are around 25% more fuel efficient than the Port’s older diesel-electric models.

The electric straddle trial, if successful, could lead to the rollout of electric straddles in the Port’s purchase and retirement programme. The Port estimates a full rollout could see an absolute reduction in combined Scope 1 and 2 emissions of approximately 43% on today’s emissions.

The trial of the electric straddle carrier and associated charging infrastructure will go live in late 2027.

Tough conditions in European truck market THE FIRST HALF OF 2025 PROVED CHALLENGING FOR Europe’s commercial vehicle market, marked by significant registration declines in key markets.

New EU truck registrations fell by 15.4% compared to the same period last year to total 155,367 units. This decline was mainly driven by a 14.5% drop in heavy-truck registrations, alongside a 20% decrease in mediumtruck registrations.

All major markets recorded declines, with Germany (-27.5%), France ( 18.8%), Spain (-13.6%), and Italy (-13.3%) experiencing double-digit reductions.

The challenging economic environment saw similar declines were recorded in the van and bus markets. EU van registrations fell by 13.2% 10 | Truck & Driver

while the bus sector declined by 4.4%.

Diesel power maintains dominance in the truck market in the first half of 2025. Diesel trucks account for 93.6% of new EU registrations, despite the 15.4% drop in volumes compared to H1 2024.

Electrically-chargeable trucks now secure 3.6% of the market share, up from 2.1% last year. The Netherlands led this expansion with a 187.6% growth in H1 2025, almost accounting for a fifth of the EU’s electricallychargeable truck registrations.

Changes in the van market see electrically-chargeable vans now capturing a 9.5% market share, an increase from 5.8% in the same period last year.

Hybrid van registrations account for a 2.6% market share and petrol vans are 4.9% of the market while diesel still commands 82% market share.

NEWS

Dunedin gets ready for its big day SUNDAY AUGUST 31 WILL SEE SEVER AL HUNDRED trucks in convoy on the roads around Dunedin for the annual Special Rigs for Special Kids day.

First held in 1992, the event has run every year apart from when Covid-19 restrictions were in place.

It’s now in its 32nd year and the event will follow its proven format with trucks assembling at the Edgar Centre in Portsmouth Drive to depart as a convoy through the streets of Dunedin via Mosgiel.

The prime focus of the convoy is to take local children – including many with special needs – for a ride in a truck followed by a barbeque lunch.

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The event is run entirely by volunteers, including NZ Police CVST members who volunteer their time to help lead the convoy, do point duty, and help with traffic flow.

St John Ambulance also provides volunteers to help if any medical needs arise during the event and the team of volunteers from the Lions man the barbeques. Many of the helpers are the families and friends of committee members who come back in force each year to lend a hand.

Special Rigs for Special Kids receives massive support from the southern region transport industry. Last years’ event saw 237 trucks in the convoy with several fleets turning up with more than 30 trucks.

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NEWS

Hino at forefront of autonomous trial JAPANESE ROAD CONSTRUCTION COMPANY TAISEI Rotec is operating a fleet of unmanned Hino Profia (700 Series) trucks in full-scale road surface durability tests.

The initiative sees five truck and trailer combinations continuously operating without a driver on Taisei Rotec’s new 909-metre road surface testing track in Japan’s Fukushima prefecture.

It is the first time in Japan that an unmanned truck with Level 4 autonomous driving will be put into 24-hour commercial operation. Level 4 autonomous vehicles are capable of performing all driving tasks without human intervention.

Lidar and camera technology onboard the autonomous trucks detects

obstacles while Global Navigation Satellite Systems linked to an automated traffic control system help maintain safe distances between vehicles and aid in movements between the test track and truckyard without human input.

At the test facility road surfaces are repeatedly subjected to traffic loads from the wheels of cars and trucks, eventually causing cracks and road surface failure.

The continuous programme is expected to significantly reduce the time and labour required for evaluating new road surfaces, with the data gathered from this operation helping to improve road surface durability and reducing long-term emissions.

Autonomous Hino trucks are being trialled at a new road surface test track in Japan.

TWL launches new detailing range A HIGHLY REGARDED AUSTRALIAN-MADE AUTO detailing range is now available in New Zealand.

The Omikron product range is exclusively available in New Zealand from heavy transport parts supplier, TWL. “We’re excited to bring this range to New Zealand,” says TWL’s Sales and Operations Manager, Mike Brears.

“Omikron is a well-tested market leader in Australia with a reputation for fivestar results. It’s got everything from truck wash, degreasers, and wheel shine to in-cab deodorisers –and really lives up to its promise of `twice the shine in half the time’.”

Transfleet Procurement Manager, Charl Slaughter took an early look at the range during a TWL training day held in Auckland during early July, saying; “I’ll have to use two words, really impressive.”

Tom Ryan Cartage driver, Ajay, used the Purple Power truck wash and wax and RG Degreaser to bring out a shine on a UD Quon and came away keen to tell his manager about the range.

For Bay of Plenty based TWL Territory sales representative, Kevin Coleman, the RG Degreaser was a standout product on the day.

12 | Truck & Driver

“What it did to those wheels, with no scrubbing, was just remarkable,” he says.

“It’s nice to have something you can get behind... because you believe in it, you can see it works. I know it works.”

Established in 1986 and quickly becoming an leader in the automotive and industrial cleaning industries, Omikron Auto Detailing Products are Australian made.

Omikron supplies products to large truck and transport companies, buses and large-scale plant machine operators throughout Australia.

TWL territory sales reps are now on the road introducing customers to Omikron nationwide.

2

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NEWS

Daimler history on the move DAIMLER TRUCK IS PREPARING THE CELEBRATE THE the end of August 2025, ahead of a planned appearance at the Spitzkraut 130th birthday of its very first truck with a refurbishment project that will Classics show in October. There, this special piece of technological history return a replica of the vehicle to working order. will not only be on display, but can also be experienced in motion.

Built by Gottlieb Daimler in 1896, the motorised wagon called Lieferungswagen (delivery truck) had a payload Daimler Truck is restoring the 1896 capacity of 600kg and is considered to be the first motorised Lieferungswagen replica to running order. truck.

A highly detailed and authentic replica of that historic vehicle has been on display in the lobby of the Daimler Truck Campus, the headquarters of the truck and bus manufacturer in Leinfelden-Echterdingen.

But during the month of August the truck is being restored to working order at the Philipp-Matthäus-Hahn-Schule in Nürtingen.

At the technical school the work is being completed under the guidance of experienced instructors and as part of the additional qualification in classic and modern classic cars by specially trained automotive apprentices.

The project combines automotive tradition and modern training with an intergenerational exchange of skills.

The experts want to ensure that the anniversary vehicle is not only preserved in a museum, but can also be driven again.

The return to Leinfelden-Echterdingen is scheduled for

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NEWS An exemption from the nighttime driving ban on the A12 (Inntal motorway) allows e-trucks to drive at night, unlike diesel trucks.

BEVS can shine in the darkness OPER ATING A HEAV Y-DUTY ELECTRIC TRUCK ON A mountain pass between Austria and Italy has the potential to reduce emissions, lower toll costs and reduce traffic congestion.

MAN Truck & Bus and the Dettendorfer freight forwarding company are testing the nighttime use of fully electric trucks on the Brenner route between Raubling, Germany and Bolzano, Italy for four weeks in July and August, as part of a pilot project.

Thanks to an existing exemption from the nighttime driving ban on the A12 (Inntal motorway), e-trucks are allowed to drive at night, unlike diesel trucks. The aim of the project is to ease traffic flows on the Brenner Pass, avoid congestion, reduce CO2 and noise emissions, and increase security of supply – especially during the holiday season.

“E-trucks can be an important part of the solution for Alpine freight transport on the Brenner route,” says Christian Bernreiter, Bavarian Minister of State for Housing, Construction and Transport.

“The nighttime use of e-trucks shows that less CO₂, less noise and better use of infrastructure are possible. This is an important signal for green commercial vehicle corridors throughout Europe. Now it is important to consistently expand the charging infrastructure across borders.”

Nighttime transport with e-trucks across the Brenner Pass has been possible in principle since 2021. However, there has been a lack of widespread vehicle availability and charging infrastructure for longdistance transport.

14 | Truck & Driver

With the MAN eTruck, which has been in series production in Munich since June 2025, daily ranges of up to 800km can be achieved with one intermediate charge in both winter and summer.

Thanks to the exemption from the nighttime driving on the Inntal motorway (A12) in Tyrol, the fully electric truck can operate cross-border at night on the entire route between Germany and Italy – for example, from Munich to Verona or from Rosenheim via the Brenner Pass to Bolzano and back.

This means that e-trucks can now cover routes that were previously impossible for diesel trucks due to nighttime driving bans – a real step forward for efficient, quiet and emission-free nighttime logistics in the Alpine region and particularly interesting for transport in the refrigerated and pharmaceutical logistics sectors or for time-critical supply chains.

Reduced traffic congestion is one benefit from e-trucks travelling the Brenner route during low-traffic nighttime hours with e-trucks operating at night can reducing congestion in the Austrian town of Kufstein.

At the same time each e-truck saves an average of around 95 tonnes of CO₂ per year – with an annual mileage of 110,000 km. With just 300 vehicles per day, this results in annual savings of up to 28,000 tonnes of CO₂, which is equivalent to the emissions of a small town.

“Electric heavy-duty logistics is revolutionising road freight transport – even under the most demanding topographical conditions that prevail in alpine regions. says Dr Frederik Zohm, Executive Board Member for

NEWS The road across the Brenner Pass is a key freight link between Raubling, Germany and Bolzano, Italy.

Research & Development at MAN Truck & Bus. “With this project, we are demonstrating that fully electric trucks are not only practical, but also set new standards in efficiency, sustainability and traffic control thanks to features such as recuperation and the possibility of nighttime transport. Politics and industry must work hand in hand to make emission-free logistics a reality across the board.”

The use of electric trucks on the Brenner route not only makes sense in terms of avoiding traffic jams and congestion, but also from an economic perspective. With an annual mileage of over 110,000 kilometres on German motorways, this results in toll savings of over 60,000 euros per vehicle per year – a clear economic advantage for the use of battery-powered trucks.

The 100% toll exemption currently applies exclusively in Germany. EU Transport Commissioner Apostolos Tzitzikostas recently recommended extending the toll reduction for electric trucks, which was previously limited to the end of 2025, until mid-2031. The aim is to increase investment security for logistics companies and accelerate the switch to e-mobility.

Different rules apply in other countries: on the A13 in Austria, e-trucks are charged up to 75% less toll, especially at night. In Italy, on the other hand, there are only marginal differences in tolls between diesel and e-trucks on the route via the Brenner Pass to Bolzano.

Over a period of three years, a typical usage scenario for trucks in logistics, the toll savings of the MAN eTruck contribute to a total cost advantage (total cost of ownership) of over 15% compared to dieselpowered vehicles on the Brenner route. In addition to lower tolls, lower energy and maintenance costs, exemption from vehicle tax and the increasingly available charging infrastructure along the route contribute to the economic efficiency.

Example charging scenarios show that charging costs around 0.41 euro (80 cents NZ) per kWh at night in Raubling and around 0.38 euro/kWh (NZ74cents) in Bolzano. In addition, recuperation on the mountainous route increases to up to 40%. While braking energy is lost unused in diesel trucks, the eTruck stores it as electricity back in the battery – a clear efficiency advantage.

Battery-powered trucks are also significantly quieter than diesel trucks.

In acoustic tests, the e-truck was perceived as around half as loud as a conventional diesel truck when accelerating – a difference in noise level of about 12 decibels. This roughly corresponds to the difference between a main road and a quiet street in a residential area as is a real benefit for residents along the Brenner route.

“For us, it’s clear: if we want to make the shift to climate-friendly logistics, we need solutions that work in everyday life – across national borders and without compromising on service,” says Georg Dettendorfer, Managing Director of Spedition Dettendorfer.

The family-run Spedition Dettendorfer, based in Raubling, is considered a pioneer in sustainable logistics. As a long-standing innovation partner of MAN, Dettendorfer has been testing alternative drive systems in realworld operations for several years.

Dettendorfer Energy GmbH also plays a central role as an important partner in the project by setting up a charging infrastructure for freight transport in Upper and Lower Bavaria and Tyrol.

The MAN eTruck, can cover daily distances of up to 800km with one intermediate charge.

Truck & Driver | 15

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NEWS Volvo is introducing its new generation articulated haulers to the New Zealand market.

Volvo launches new generation haulers THE NEW GENER ATION OF VOLVO ARTICULATED haulers now starting to arrive in New Zealand is designed to deliver a leap forward in safety, productivity, and operator comfort.

TDX, the exclusive dealer of Volvo Construction Equipment in New Zealand, is ushering in the new range, with several models already in stock and more expected to arrive before the end of the year.

For industries like quarrying, infrastructure and earthmoving, the timing couldn’t be better.

“This new line-up really shows Volvo’s commitment to evolution,” says Andrew Falloon, National Volvo Product Manager at TDX. “We’ve seen how well the G-series has performed in New Zealand since 2016. These new machines push things even further in terms of payload, operator experience and overall efficiency.”

The newly launched series includes a wide range of models from the A25 through to the A60 with the introduction of an all-new A50 configuration.

Several models are already in-country: the A35 through to the A50 are available now while the smaller A25 and A30, and the flagship A60 are due to arrive around the end of the year.

The new trucks all feature a freshly designed cab that delivers increased visibility for safer, operation. This consistent upgrade across all models gives operators a clearer view of their surroundings, an especially valuable feature on New Zealand’s rugged worksites.

Equally noteworthy is the upgraded operator interface, which now houses all commonly used functions in a single, intuitive screen. Designed with real-world operator feedback in mind, it allows users to access performance and control settings with less effort and greater precision.

The new trucks also boast increased payload capacities, translating into fewer trips, reduced fuel consumption and more productive shifts.

Brand new to the line-up is the Volvo A50, a machine that fills a crucial gap between the A45 and the larger A60. With high payload capability and a slightly more compact profile, it’s well suited to New Zealand operators needing volume and power without sacrificing agility.

“The A50 is an exciting addition as it’s a truck that offers high capacity, but in a package that we think could work well on New Zealand’s more variable and often tighter job sites,” says Andrew.

Now, with updates focused on safety, environmental care and user comfort, Volvo is reinforcing its position at the forefront of heavy equipment innovation.

Backed by TDX’s extensive regional branch network, Kiwi operators can count on ongoing support, servicing, and advice - wherever the job takes them.

“These trucks are built to work, built to last, and built with the operator in mind,” Andrew concludes.

Left: The new Volvo haulers feature an ergonomic operator interface.

Right: The new A50 model has capacity and dimensions well suited to New Zealand conditions.

Truck & Driver | 17

NEWS The partnership between HERE and EROAD will make vehicle aware navigation possible, plotting routes which take vehicle weights and dimensions in account.

EROAD announces new partnerships AN EXPANDED COLLABORATION BETWEEN EROAD and HERE Technologies will power EROAD’s first vehicle-aware navigation application for Australasia.

The product will combine digital mapping and location data from HERE Technologies with the EROAD fleet management and telematics platform.

By combining HERE’s location intelligence with EROAD’s operational expertise, the partnership aims to improve delivery accuracy, simplify route planning, and elevate the day-to-day experience for both drivers and fleet managers.

The solution will be available in Australia and New Zealand and is designed to enhance driver safety, fleet efficiency and regulatory compliance.

The new solution will be built on the HERE platform, leveraging advanced routing services and truck-specific data.

EROAD’s new vehicle-aware navigation application draws on key capabilities from HERE WeGo Pro, a mobile-first, professional-grade application that transforms centrally planned routes into real-time, turnby-turn guidance.

Designed specifically for commercial fleets, the new solution offers Truck-specific routing that considers vehicle dimensions, cargo type and road restrictions with real-time traffic updates refreshed every five minutes across the entire road network.

Other features include multi-stop tour planning and predictive ETAs for SLA-compliant deliveries, offline functionality for uninterrupted service in remote areas and a driver-centric design that reduces stress and supports retention.

“Our partnership with EROAD is critical in shaping the future of truck-specific navigation in the region,” says Deon Newman, Senior Vice President and General Manager for Asia Pacific at HERE Technologies.

“With the HERE platform at its core, the vehicle-aware navigation application enables fleets to gain real-time insights, optimised truck routes, and critical alerts to prevent incidents like bridge strikes.

“It also helps operators remain compliant with road regulations, avoid costly fines and reduce operational risks. This level of intelligent navigation empowers fleets to operate more efficiently while enhancing safety and elevating the driver experience.”

18 | Truck & Driver

The launch comes at a critical time for Australia and New Zealand’s transport and logistics sector. According to a recent report by ResearchAndMarkets.com, the installed base of fleet management systems in Australia and NZ is projected to reach 2.7 million units by 2028, reflecting the growing demand for smarter, more connected vehicle technologies.

In a separate partnership announcement, EROAD has also established a new strategic relationship with the Whip Around fleet maintenance management and compliance platform.

The combination of EROAD’s real-time vehicle data, GPS tracking, and compliance solutions with Whip Around’s end-to-end maintenance management platform will enable customers to automate compliance workflows, proactively address issues before they lead to breakdowns, and keep vehicles safe and road-ready, turning existing fleet data into a powerful driver of efficiency and performance.

Vehicle inspections powered by telematics technology are crucial for modern fleet operations because they transform routine compliance into a proactive, data-driven strategy for safety, efficiency, longer asset life, and cost control.

“EROAD is committed to building a connected ecosystem that simplifies fleet management,” says Mark Heine, EROAD co-CEO, “and we see fleet maintenance as a significant opportunity to deliver greater value to our customers.

“By combining our telematics expertise with Whip Around’s flexible inspection and maintenance management tools, we’ll provide fleet managers the intelligence and insights they need to take greater control of their operations and drive smarter, safer outcomes, positioning them for immediate and future success in their operations.”

In addition to managing preventative maintenance schedules, fleets using EROAD and Whip Around will benefit from asset health insights using real-time data from the engine, including fault codes, engine temperature, mileage and more.

The end-to-end fleet maintenance solution provides a connected and seamless workflow between drivers, fleet managers, and workshop teams.

Through this partnership, fleet managers can gain a more unified ecosystem to support both daily operations and long-term planning.

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20 | Truck & Driver

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The CVT Arocs works locally in South Otago and Southland with some longer journeys to Canterbury and the West Coast.

HE BRIGHTEST THREE-POINTED STAR IN THE CLUTHA VALLEY Transport (CVT) fleet makes South Otago its home, but it gets the chance to shine across a big chunk of the Mainland.

The 8x4 Mercedes-Benz Arocs 3258L/52 configured as a 9-axle livestock unit went on the road in August 2024. When we caught up with the truck during the last days of the unusually mild autumn, it had already been hard at work clocking up 65,000km in about nine months.

The detail of the model designation is Daimler Truck short-hand for a 32t GVM rating, 580hp engine output, rear air suspension (L meaning luft, or air) and a 5200mm wheelbase measurement – key specifications for a modern livestock mover.

There’s already a Sleeper cab 580 Arocs in the CVT fleet and this new unit is the 2.3m M-cab Classic Space configuration, a choice that foregoes some interior cab height and bunk depth for improved accessibility around the top steps.

Homebase for CVT is the South Otago village of Clydevale – a 25km run northwest from Balclutha where the landmarks include a pub, a school, a vet, two garages and a single-lane bridge across the Clutha River.

CVT director Mike Williams describes the company – founded by his father – as a typical rural freight operation. The company celebrated its 50th birthday in 2023 and its cream painted trucks are familiar sight across the lower South Island.

“We’ve been in rural freight for more than 50 years, always based here in South Otago,” Mike says.

“Three generations of our family have worked for three generations of the farming families around here. That’s what we’ve always done, and we do it day in and day out.”

There have been farming developments across the south, primarily the expansion of dairying, which have gradually brought changes to the livestock transport needs of CVT customers.

“It’s been conservative growth in the last 10-15 years for us, but our work and our clients don’t really change that much,” Mike says.

For many years CVT had a close association with the Mack marque running Ultra-Liners and later Quantums. But in recent years the company has found a mix of American, Japanese and Euro product suited to its workload.

“Our spreaders are all MANs, our bulk trucks are all Isuzus, and the livestock side is now Freightliner and Mercedes,” Mike says.

“We had Macks and then Freightliners but we’ve had to go European in some shape or form, and Mercedes was the way we chose to go.

“We looked around and compared the pricing and specs and Mercedes is value for money. All the brands we have, they each serve their purpose.”

The CVT fleet numbers five spreaders, six bulk trucks primarily for fertiliser delivery, and 10 livestock units – seven of which are dedicated and three have swap bodies which can also work as drop siders to meet the seasonal variations of rural freight work.

Driving this Arocs is Conrad Williams, the youngest of Mike and Julie’s three sons. Conrad’s previous drive was a 560hp Freightliner Argosy stock unit.

It’s still dark and only a degree or two above zero in Balclutha on a late-May Wednesday morning when we catch up with Conrad at the Charlotte St yard of sister company South Otago Transport. He’s nosed the Arocs into the workshop and is already busy giving it a clean ahead of our test day.

A look around the truck and trailer reveals it is fitted with Delta stock crates while the 5-axle trailer is a 2015 Fairfax chassis riding on air suspension and also with Delta crates. The combination works on a 54t HPMV permit.

Conrad says there is a new 5-axle trailer in build at Balclutha’s MD Engineering which will be about 1m longer and have a sliding Truck & Driver | 23

Above: Heading across the Mataura River and ready to head north again on SH93.

Below left: Clutha Valley Transport has been in business more than 50 years.

Below right: The OM473 six-cylinder develops 578hp (425kW).

draw bar to offer a little more convenience when through-loading stock.

The familiar cream and bronze CVT colours also include detail blue and red stripes with the sign work on the Arocs being completed by Terry Soper’s Custom Signs operation in Dunedin.

Conrad previews the day ahead as being typical for when the truck is working close to home. He’ll do two loops picking up cattle from local farms for delivery to the Alliance works in Mataura. But there can be jobs which take the Arocs to Central Otago, up into Canterbury and across the Southern Alps to the West Coast.

“This time of year we are predominantly working locally in South Otago and into Southland,” Conrad says.

We’ll spend a good part of the day on the flowing corners and undulating terrain of State Highway 93 between Clinton and Mataura, with a bit of time on SH1 and also a chance to see how the Arocs works on some minor rural roads and farm tracks.

24 | Truck & Driver

The first destination is Moor Rd which is reached after a short riverside run along Clutha Valley Rd. Less than 15 minutes into the trip and we are turning off the tar seal and onto gravel roads with a short climb that lifts us above the morning mist hanging in the valley.

“It can be unreal being up here above it [the mist] and then dropping down into a real pea soup fog,” Conrad says.

There are 30 cows to collect at the first stop and Conrad splits them roughly half and half between truck and trailer. The second leg is downhill again into the mist to continue on Clutha Valley Rd, heading to the CVT Clydevale yard where there are eight more cattle waiting to be transferred from a small Isuzu 4-wheeler.

With 38 beasts aboard, Conrad says the unit is roughly threequarters loaded.

“We’ve got two decks for cattle or four decks for sheep,” he says.

“About 50 [cattle] is a full load and puts us up close to the 54t permit.

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“At the peak of the season in December-January-February we’ll be moving about 600 lambs at a time.”

Conrad worked in the engineering side of the transport industry for about six years after leaving school. As well as driving for the family firm he’s spent a few stints relieving at other transport firms in different parts of the country to gain experience in other aspects of the industry.

Two years ago he also completed a year-long stint in Australia before returning home to drive the Argosy and then switching to the Arocs.

“I did engineering for two months over there [Australia] and then I drove about 120,000km in nine months between Brisbane and Mackay,” he says.

“I was based in Central North Queensland moving mining equipment around with a Kenworth K200 and a 630hp [MercedesBenz] Actros 6x4 tractor unit.

“The difference between the gear in Australia and New Zealand is nuts. What we think is big and cool over here is nothing over there.

“And I think Aussie is better geared up with places to stop and eat and where there are shower facilities for truck drivers.”

Powering the CVT Arocs is the 15.6-litre OM473 in-line six-cylinder rated with 578hp (425kW) at 1600rpm and producing 2800Nm (2065 lb-ft) of torque from 1100rpm. It’s matched to the Mercedes G330/12 automated manual transmission with a ratio spread from 11.63:1 to an overdriven 0.77:1 top gear.

The rear axle ratio is 3.583:1 which means 90kph top gear cruising is achieved at a relaxed 1425rpm. The front axles are rated at 7.5t each with a 15t rating on each of the rear axles while disc brakes are standard along with an electronic park brake with a hold function.

The fuel tank – mounted on the left side – is 510 litres with a 60L AdBlue tank sitting alongside.

A scroll through the trip computer reveals the Arocs has been averaging 1.6km per litre and Conrad says it spends at least half of its life partly loaded or more.

The OM473 achieves a Euro VI emissions rating by using EGR, DPF and SCR aftertreatment systems, and Mercedes-Benz says AdBlue usage is only 4% of fuel burn.

While this truck is largely in standard specification one change has been switching from the standard 295/80 R22.5 dimension tyres onto a set of smaller 275/70 R22.5 Bridgestones with an open tread pattern suited to gravel roads and finding traction in slippery conditions.

“Bus tyres, you might say, don’t really cut the mustard for what we do,” Conrad says.

Other locally fitted extras include a fridge which has been installed atop the engine tunnel and a leather trimmed steering wheel.

There are no accessory lights fitted and Conrad says the standard LED headlights and halogen fog lights work well with good longrange illumination. He prefers not to use the auto high beam function.

“We’ve got internal crate lights for loading stock and we have some external work lights that will go on it at some point. But I want to see where other people put them before we put them on and maybe get it wrong,” Conrad says.

Departing from Clydevale the next leg of the journey sees Hayden Woolston take the wheel for the run south-east to join SH1 at Waipahi and then south around the Gore heavy traffic bypass to reach Mataura where we wait for Conrad to offload at Alliance.

I rejoin Conrad in the empty truck for the northbound trip up SH93 to Balclutha, making a quick stop at the Charlotte St yard to empty the effluent tanks.

Top: The Arocs has the Mid cab configuration with a lower roofline than Sleeper models.

Above: Conrad Williams previously drove a Freightliner Argosy before switching to the Arocs.

Truck & Driver | 27

The next aspect of ever-changing South Otago scenery we encounter is coastal, making the trip via Stirling towards Kaitangata and then across the hump back Kaitangata single-lane bridge to low-lying Inch Clutha, an island framed by two branches of the Clutha River.

“These are the only set of traffic lights in South Otago,” Conrad points out as we wait to cross the bridge.

The Inch Clutha roads mainly run in a grid pattern lined by tidal culverts. White baiting huts mark out the river’s edge.

There are three stops on the island, each a separate part of the same large scale dairy operation. We collect six cows at the first site, 11 more at the second stop and then 10 from the last yard.

These are bigger animals than our first load.

Then it’s back across the bridge and through Stirling again before turning south to Clinton with more time to talk with Conrad about the Arocs and the work it’s doing.

Switching from Argosy to Arocs has provided a small power increase and a move to an automated transmission for Conrad.

“The Argosy was 560hp but it was a different type of power being a manual. The Arocs is more about the torque it has and this new auto is unreal, especially coming through towns,” he says.

“To be fair I’d find it hard going back to driving a manual full-time.

28 | Truck & Driver

Just for the comfort and how relaxing this is to drive in town.

“It’s also got a cool setting where you can pull up at traffic lights or at road works, press the brake pedal down and it holds until you press the accelerator again. That sort of function is awesome.”

One of the impressions I offer from the passenger seat is the smoothness of the transmission and the way the truck makes relaxed upshifts while accelerating away from intersections to regain its cruising speed.

In 65,000km Conrad has worked out how to get the performance he wants from the Arocs.

“I drive it in auto until I get to somewhere where the gradient is changing a bit and then I’ll shift it manually if I need to,” he says.

“There’s a few places where it just starts to die a bit and an earlier downshift would be better. It won’t downshift above 1500rpm which is sometimes what you want when you know there’s a steeper section ahead.

“I believe the Arocs can also be specced with an optional 16-speed, and we might go that way if we get another one. There’s the odd time when 12 gears isn’t really enough,” he says.

Conrad also prefers the Power Mode of the transmission for more decisive shift response depending on the ever-changing terrain.

“If I’m north of Oamaru or south of Gore I’m usually in the

standard Auto mode,” he says.

“The Power mode seems better where there a more corners and some hills.”

While I’m aboard the steepest hill encountered on the highway while loaded sees the Arocs running in ninth gear and climbing at 55kph using 1500rpm on the southbound run at Kaihiku on SH1.

“When I’ve had it down in seventh gear climbing at 1600rpm it just keeps going,” Conrad says.

“There was one place this morning coming off the river when Hayden was driving where it got down to seventh gear and about 40kph.”

Conrad has also been impressed by the refinement of the Arocs.

“It’s very quiet and the driver comfort is really good. The ride is really impressive for a spring front suspension and I think it actually gets better when its loaded.”

For New Zealand Truck & Driver our most recent Arocs experience had been on Northland roads with the Carters Bulk 630hp version. I mention there is noticeably less cab movement in the CVT truck.

“We’ve got one that is a sleeper and I think it wallows a bit more being a bit heavier and a bit longer in the cab,” says Conrad.

“The air bags and shocks on this cab seem to work really well.”

The truck also has Mercedes-Benz Electronic Assist Steering

function which operates at low speeds - providing finger light steering effort when manoeuvring in tight spaces.

“It steers with very little effort at low speed which is good because the trucks are getting bigger but the farm turnarounds stay the same size,” Conrad says.

Braking performance is another highly rated aspect of the Arocs.

“The 3-stage engine brake is another really good feature,” says Conrad.

“I was going down the viaduct recently [heading to the West Coast] and it held it back easily. I was chopping between the second and third stages with 48 cattle onboard heading toward Stillwater.”

The truck is equipped with advanced safety features including lane departure warning, forward collision avoidance and advanced emergency braking. Conrad has already had a chance to sample its benefits.

“I had a car spin out in front of me on the Rangitata bridge and it pulled it up with a few red lights flashing on the dash. The braking was unreal,” Conrad says.

However the Lane Departure Warning isn’t suited to the narrow rural roads and Conrad typically turns it off when he’s away from the main highways.

Conrad offers some more feedback from the driver’s seat. He

Another South Otago landmark, the Kaitangata bridge which provides access to Inch Clutha.

Truck & Driver | 29

Above: Driver info is provided on tablet style digital displays.

Below: The Arocs has already travelled more than 85,000km since going on the road at the end of 2024. likes the driving position and the adjustments for the air suspended driver’s seat and he says the visibility from the cab is very good.

“There are some blind spots around the pillars and mirrors but they’re not too bad,” he says.

The layout of the cab combines modern materials with a layout that presents most of the information on tablet style displays – a design theme shared with Mercedes-Benz cars. The steering wheel controls are also shared with the passenger vehicle division having the phone and audio controls to the left and cruise control functions on the right.

Conrad finds the switchgear easy to operate and the displays are clear.

“It’s good. You can get the diagnostic stuff on the screen. It came up with a fault the other day and I was able to go in, find the code and ring the mechanic. He told me what it was, told me it wasn’t a

30 | Truck & Driver

major, and I was good to carry on.

“It was actually a low coolant warning but I had been parked on an angle and the fault came up first thing in the morning. Later in the day it cleared itself.”

The steering wheel is reach and rake adjustable and the right hand steering column stalk controls the gearshift and engine brake.

The LH stalk is home to the indicators, wipers and high beam control.

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“The ventilation works well and the screen demists really quickly,” Conrad says.

In terms of the cab selection, Conrad says the M-Cab isn’t a big compromise because overnighting in the truck isn’t a regular occurrence.

“We’ve got the smaller cab on this one. For how much we need to sleep in the trucks, it’s not too bad.

“I can’t quite stand up inside the cab. In the Actros I had over in Aussie I could stand up inside and get changed.

32 | Truck & Driver

“Dad tries to make it [staying away overnight in the trucks] not happen, but when I’m going up to Glenorchy for instance, you can save a hour or more if you sleep in the truck rather than stay in a motel.

“You just get up in the morning, back into the ramp and you’re good to go.

“I’ve got a jet boil and there’s a fridge in the cab so I’m quite well set-up.”

There are two 24v outlets and two USB-Cs in the dash with another USB in the bunk area as well as stereo controls and light switches in the back.

Left: Overhead storage is standard and fridge unit has been fitted between the seats.

Above: Early morning before the mist has lifted.

Below: The Arocs is working with a 2015 Fairfax 5-axle trailer but a new MD Engineering trailer is on the way.

Truck & Driver | 33

“And it’s got plenty of cup holders. The Europeans do seem to think about the driver a lot,” Conrad says.

The main internal storage for larger items is proved by a couple of lockers above the windscreen.

After joining SH93 at Clinton it’s only a short run before turning southeast toward Owaka and then making a turn onto Hazeldale Rd. We are on gently rolling terrain where the wide gravel roads have a high crown.

The last stop on this run provides some ideal photography opportunities while 11 bulls are loaded. Once clear of the property we depart for Invercargill and Conrad completes his day with the run back to Mataura.

Looking beyond the performance and refinement of the Arocs, Conrad says he enjoys livestock work with its mix of local work and

34 | Truck & Driver

some longer trips away.

“It’s not just the driving and working with animals, but also the personal relationships with people we’ve worked with for three generations in some cases,” he says.

“Wherever I go there’s always good banter with the cockies and the farm workers.

“The yardman who unloaded me down at Mataura this morning is a great example.

“He’s been there his whole life and he used to unload my grandad back when he was carting stock.

“It’s cool to have a yarn to him. He reckons my grandad would be very happy because there are so many boys in the family who can drive a truck.”

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HE MERCEDES-BENZ AROCS ISN’T A NEW TRUCK MODEL in New Zealand, but you don’t see very many at work in the livestock sector. A trip down to the deep south provides a great opportunity to put one to the test.

The Clutha Valley Transport 8x4 Mercedes-Benz Arocs 3258L/52 we are testing is driven by Conrad Williams, part of the thirdgeneration of the Williams family who founded the South Otago company more than 50 years ago and have a long history in rural transport.

We meet Conrad and the truck at the Balclutha yard early on a chilly morning. He has nosed the Merc into the workshop for some final cleaning before sunrise and the day ahead.

Our first pickup is only a short distance up the Clutha Valley and Conrad is loading cattle just as daylight arrives. After a second stop at CVT’s Clydevale yard I take the wheel and begin the run south to Gore with Conrad in the passenger seat.

36 | Truck & Driver

• SPECIFICATIONS • Like all modern Mercedes-Benz vehicles, getting comfortable in the cab is effortless.

As someone who has driven many Mercedes trucks – and others in the Daimler family – I’m quickly at home with the driving position and the controls.

The drive mostly consists of rolling hills on some narrow country roads until we join SH1.

On Conrad’s advice I leave the 12-speed auto in Power mode.

My first impressions are how well the 15.6-litre six-cylinder engine with 578hp and the 12-speed transmission handle gear changes away from a standing start. As we cruise over the hills with a few sharp corners, I notice how stable the truck is, especially given it’s a loaded livestock unit. The Mid Cab configuration was a great choice for this role without the full height of the larger sleeper cabs.

In the tighter and steeper sections of the drive, I slow down to as low as 40kph in seventh gear on one of the steeper sections.

The drivetrain just does its thing with minimal fuss and in Power mode and is well prepared for what’s ahead by keeping the engine working through a 1400-1600rpm range.

I really appreciate the modern automatics I get to drive across various brands – gone are the days of waiting for what seems like forever for the gearshift you need.

On the steeper downhill sections, switching between the second and third stages of the engine brake keeps the speed smoothly in check.

Like all Mercedes trucks, this unit is packed with modern safety features. I do turn off the lane departure warning for the narrow rural roads.

The tablet-style digital dash and infotainment screens are easy to monitor; I’ve said it before and I’ll say it again – I really like Mercedes digital interface for its clear display and the simple process for selecting the information you need.

The stability on the twisting roads, smooth steering and quietness in the cab make driving this truck feel almost effortless.

It’s equipped with Mercedes-Benz Electronic Assist Steering, which operates at low speeds and provides very light effort – particularly useful when navigating intersections, tight roundabouts and of course yard work.

Modern trucks are increasingly difficult to find fault with and the Arocs 3258 is an all-rounder when it comes to performance, efficiency and comfort. It’s no surprise to learn that it has performed flawlessly for Conrad with 65,000km already on the clock.

Once again it’s been a pleasure to spend time driving trucks in the deep south – a part of the country I genuinely enjoy.

Mercedes-Benz Arocs 3258L 8x4 Engine: OM 473 six cylinder inline. Euro VIe (SCR and DPF) Capacity: 15.6 litres Maximum Power: 425kW (578hp) at 1600rpm Maximum Torque: 2800Nm (2065 lb-ft) at 1100rpm Fuel capacity: Diesel 510 litres, AdBlue 60 litres Transmission: G330-12 PowerShift3 12-speed automated manual Ratios: 1st – 11.64 2nd – 9.02 3rd – 7.03 4th – 5.45 5th – 4.40 6th – 3.41 7 th – 2.65 8th – 2.05 9th – 1.60 10th – 1.24 11th – 1.00 12th – 0.78 Reverse – R1 12.77; R2 9.90; R3 2.90; R4 2.25 Final Drive ratio: 3.583:1 Front axle: 2 x 7500kg Rear axles: Hypoid tandem drive with limited slip differential and inter-axle lock (13,000kg max) Brakes: Disc with ABS/EBS and Advanced Emergency Braking Auxiliary brakes: MercedesBenz High Performance Engine Brake, 3-stage Front suspension: Parabolic leaf spring Rear suspension: Electronic Control Air Suspension GVM: 32,000kg GCM: 80,000kg

Truck & Driver | 37

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Driving the economy

Left: Transporting New Zealand has produced a series of three “How-To” videos which explain the process for applying for an HPMV permit.

Below: The QR code links to the first of the HPMV permitting videos

Support for permitting and chain of responsibility

O

VER THE PAST 15 YEARS, HIGH Boosting Chain of Responsibility Awareness Productivity Motor Vehicles have played an Speaking of challenges for operators, I regularly speak to road freight increasingly important part in the supply chain. companies who are being put under pressure by unrealistic demands During this period of stagnant economic growth, the efficiency from customers, ports, and processors. While Transporting New and productivity improvements these vehicles offer are more Zealand regularly raises specific concerns with supply chain partners, important than ever. The associated safety and emissions benefits we also need to be challenging them to lift their game more generally.

by Dom Kalasih Chief Executive provided by a reduced number of trips are also a big win for the That’s why we’ve launched a set of resources raising awareness Ia Ara Aotearoa entire country. about the “Chain of Responsibility” provisions in the Land Transport Transporting New Zealand Unfortunately for road freight companies and their customers, Act, which can result in serious fines for those who influence truck applying for an HPMV permit can be a complicated process. drivers to breach transport rules. It isn’t just truck drivers with road This includes navigating NZTA’s permitting portal, carefully measuring the safety responsibilities. vehicle, entering the data correctly, and then waiting for the permit to be If any party in the supply chain’s conduct contributes to truck drivers granted. exceeding speed limits, breaching work time rules, or operating overweight It can be difficult to know where to start with the HPMV process, vehicles, they can be liable for a fine of up to $25,000 under the Land Transport and there is a lack of practical help from NZTA. In response to feedback Act. This is relevant to everyone from transport company directors, cargo owners, from members, Transporting New Zealand has produced a series of three and processors to ports—all those supply chain parties whose instructions, “How-To” videos, presented by our Membership Manager and experienced expectations, and facilities can contribute to non-compliance.

While it is ultimately the responsibility of truck drivers and road freight transport operator Jim Crouchley.

These videos show how to start the permit application process, and what businesses to ensure they are operating safely and compliantly, the Chain of operators need to have in front of them to complete the task. The ability to Responsibility provisions recognise that other parties are often in a position of pause the video and work through the stages is also helpful for people who power when it comes to getting freight delivered.

I hope that our Chain of Responsibility resources will encourage only do this process from time to time.

The guides show operators how to register their business on the NZTA conversations between transporters, their clients, and transport facilities permitting portal, measure a vehicle when applying for a permit, and upload like processing plants and ports. Last-minute timing and delivery changes, a permit application to NZTA. The first of these videos can be accessed unrealistic ultimatums, and a lack of weighing or parking facilities can’t all be lumped onto truck drivers. through the QR code on this page.

Supply chain partners should have clear Chain of Responsibility policies The remaining two guides are available to Transporting New Zealand and be open to written contracts with appropriate protections for transporters. members through their membership portal.

In addition to providing these video guides, Transporting New Zealand has If all parties across the supply chain play their part, it puts truck drivers and consistently advocated for the Government to simplify permitting processes road freight companies in the best position to deliver the freight task safely and get more efficient trucks on the road. This appears to have paid off, with and efficiently.

You can order professionally printed Chain of Responsibility posters and get Transport Minister Chris Bishop recently announcing a comprehensive reform of New Zealand’s land transport rules. It is an excellent opportunity our terms of carriage template by emailing info@transporting.nz or calling our offices. to achieve some productivity wins for our members and the wider industry.

Truck & Driver | 39

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Roads vs rain

R

OAD ENGINEERING CAN BE A bitumen of a thing.

Dr. Bryan Pidwerbesky, the technical director of Pavements Engineering Solutions at Fulton Hogan Ltd, knows all about what people think about roads.

Talking to the South Island Road Freight Seminar in Christchurch, he had some things to say about roads, how they’re made, and why they fail and what we could be doing better.

First, a quick review of how roading engineers see the world. Which is kind of like a cross section of a multi-level cake.

He says roads start with the subgrade which is whatever is there when the road starts being built.

Then there’s the subbase, the basecourse and the surfacing.

He says pavements, which is what roading engineers call roads, are designed specifically to deal with heavy trucks. They’re the thing that will make or break a road surface.

By Bill O’Byrne

That’s an issue that’s gotten a bit more complicated as truck weights increase.

“If you double your axle load, which is what matters in pavement design, it does an average of 16 times the damage to the road. The formula is 2 to the fourth power. So that is why we are very concerned about the heavies,” Bryan says.

The other thing that they’ve learned relatively recently about New Zealand roads, is that trucks can push water through the top seal and into the underlying foundations, which is what causes potholes.

Till about 15 years ago, it was assumed the top seal was watertight, he says. So that’s seen a shakeup in how roads are now being built.

But for the longest time, the issue with New Zealand’s roads is that they were built at the lowest cost in order to maximise the total length of sealed roads, with the expectation that they would have a lot of maintenance over their lifetime.

Apart from being relatively quick to put down, chip seal is used because of cost. It’s a trade-off, he says. (It also has good skid resistance, which is a nice benefit.)

Interestingly, New Zealand has a very high percentage of sealed roads. 67% of NZ roads are sealed compared to 65% in the USA, 40% in Canada, and 41% in Australia. In fact, where Bryan originally came from in western Canada, 90% of the roads were unsealed gravel roads.

So it’s a balancing act between the budget and the best options. New Zealand’s option was to go for something low cost that got the road sealed, with the expectation there would be high maintenance costs.

“It was only about 15 years ago when the first RONS (Road of National Significance) came out under the National Government that I got to design roads the way I felt they should be,” Bryan says.

“The Christchurch Southern Motorway and the Northern Gateway were the first ones where we got to put asphalt on top so we knew it was going to last without having to be rehabilitated every 10 or 15 years.”

Asphalt is bitumen that’s been cooked with aggregate and maybe some other additives. It’s

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

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www.transporting.nz 42 | Truck & Driver

Driving the economy

waterproof if it’s thick enough, but it comes with a bigger price-tag.

“If you’ve got all the money in the world, you can build a road like the Romans did that lasts for 2000 years,” Bryan says.

He says New Zealand is now building more roads that can last longer with thicker layers of asphalt and sometimes more aggregate. But that doesn’t stop failures in road surface and it’s been a challenge to find out why.

A lot of it, he says, was the build-cheaply, repair sooner philosophy.

Another issue is the lack of shoulders on some roads. He says when there is no shoulder, there’s a lack of support on the outside of the road which, due to the camber, is where more of the weight from trucks go.

“We’ve known for a long time you need at least half a metre to support the pavement.” A metre would be better.

Bryan took several questions. One of the more contentious ones was about whether the quality of bitumen has decreased since the

Dr. Bryan Pidwerbesky. closing of Marsden Point.

He says it has actually improved and companies can now buy equal or even better product overseas for sometimes less than what

they paid Marsden Point for (due to economies of scale for the refineries).

Which at least bodes well for roading projects!

Road freight injury claims declining

A

DECLINE IN ROAD FREIGHT TRANSPORT workplace injuries over the last few years shows a solid industry commitment to health and safety improvements.

Recent ACC data revealed that annual injury claims in the “Road freight transport” category have fallen by 35 per cent between 2018 and 2025, despite growth in the national freight task. Claims fell across all 16 New Zealand regions, with Northland and the West Coast recording the largest percentage drops (56 per cent and 54 per cent respectively).

There were 3,442 new claims in the road freight transport industry in 2024/25, compared to 5,295 in 2017/18 - a reduction of 1,853 claims.

The 2024/2025 figures showed that the top injuries by claim frequency in the sector were soft tissue injuries, lacerations/punctures/stings, fractures/dislocations and foreign bodies in orifices or eyes. Some of the top injury causes were lifting/carrying/strain, loss of balance or personal control, or being pushed/pulled.

Numbers declined year-on-year from 2018 to 2025 - good news for road freight staff, businesses, and ACC levy payers.

Improvements in workplace culture, as well as technological improvements, are huge contributors to the reduction in injuries.

The 2025 National Road Freight Survey found that health, safety and wellbeing of staff are ranked highly in importance by respondents.

This data from ACC also indicates that road freight businesses and staff are making training, safe processes, and site and equipment design a priority.

Technological innovation will also be playing an important role, whether it’s automatic chain throwing and tensioning systems on logging

trailers that avoid soft tissue injuries, or fatigue management technologies that help ensure people aren’t working while tired. Safety technologies can reduce physical strain on workers and mitigate safety risks, bringing injury rates down.

While the downward trend in workplace injuries is great news, there is always more work that can be done. Transporting New Zealand would like to see these injury rates fall even further, and for injured people to be able to safely return to work sooner. The longer people spend away from their workplace, the less likely they are to successfully return to work at all.

We encourage our members to access Transporting New Zealand’s free consultations from leading health and safety consultants, and to talk to our membership managers for advice and guidance.

We also encourage road freight businesses to check out ACC’s Recovery at Work resources, to help support staff back into work following injury.

Truck & Driver | 43

Driving the economy

Senior Sergeant Hugh Tait speaking at the recent South Island Road Freight Seminar in Christchurch.

By Bill O’Byrne

Updates from the CVST: Drug testing and truck safety

T

WO NOTABLE THINGS CAME OUT OF SENIOR Sergeant Hugh Tait’s talk at the South Island Road Freight Seminar in Christchurch last month.

One is that there’s an issue with 20 per cent of heavy vehicles on the roads. The other is that freight operators must get ready for the drug testing that is planned for late this year, or early next.

Snr Sgt Tait, of the Police’s Commercial Vehicle Safety Team (CVST), says two drug tests are being evaluated to determine which best fits NZ Police requirements.

Whichever is chosen: “It will test up to 25 drugs, but primarily it will focus on the big four – cannabis, meth, cocaine and MDMA.” The testing system is a mouth swab test of a person’s saliva.

“If that is a fail a second test will be done. That will be sent away for analysis and there should be a result within 7 to 10 days.”

If they have ‘two’ positive tests only then they will be suspended from driving for 12 hours.

Tait says companies need to have a contingency plan in place for the situation where a driver can’t drive but there is a truck and cargo that needs to be looked after.

Drivers also need to know the associated demerit points might be enough to get them banned from driving full-stop, as reaching 100 points within a two-year period means a suspended licence for three months.

Positive tests for one drug will incur 50 demerits while having two or more drugs in their system will incur 75. It’s also an automatic 75 demerits for refusing to take a drug a drug test, plus a $400 fine and an automatic 12-hour suspension.

Tait suggests companies also look at having drug and alcohol counselling available, and all firms need an HR policy on failed tests.

The target for police is 50,000 oral drug tests per year and going by 44 | Truck & Driver

the findings of wastewater drug testing, they will pick up quite a few offenders.

Commercial vehicle inspection results revealed Snr Sgt Tait says the continued focus on commercial vehicles will also of interest to truckies.

The CVST intends to perform 50,000 commercial vehicle inspection reports per year over the next three years, which Tait says has already been accomplished for the past four to five years.

Based on 2024 figures, 30 per cent of commercial inspections result in an infringement. This could be for speeding, for illegal cell phone use, a vehicle fault, or a driver issue such as a logbook breach.

He says the CVST are picking up non-commercial vehicles as well, so the bulk of the tickets are for speed (13,002) across a range of vehicles.

For heavy vehicles there were 6,241 speeding infringements in 2024 issued by all police, not just the CVST. This is part of a rising trend of about 10 per cent year-on-year for heavy commercial vehicles.

Sergeant Tait says there is also a plan to ticket more vehicles who are under 11 km/hour over the limit, so it is likely these figures will keep rising until people get their speed under control.

Worryingly, one in five vehicles is being pinged for a vehicle safety and fitness issue. The good news, he says, is that the number of serious safety defects being picked up is “fairly low”.

“Not even 1 and a half percent of stops are resulting in a pink or a green sticker.” But add all the defect notices from the minor to the more serious and he says it comes to 20 per cent.

He posed the question: “As an industry, are we happy that 20 per cent of our fleet has some sort of defect?”

“It’s something to consider.”

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CQUISITIONS AND MERGERS ARE COMMONPLACE ACROSS the transport industry. And those strategies played a part in the growth of Southland’s D.T. King & Co and [from 2013] D.T. Kings Transport.

But a move in the opposite direction saw the transport operations of the company separate into four entities over the summer of 2022-23. Not through crisis or conflict, but because the shareholders decided the tidiest succession plan for the business was for each to play to their respective strengths and serve their local clients.

The separation of a company that had nearly 200 trucks, and 160 staff, has created two rural carriers each focused on a home region, a log transport company, and a mechanical servicing operation. Each is owned by shareholders of the former D.T. Kings Transport but now operate as four independent businesses.

The split turned out to be a natural progression for the company according to Paul Balneaves, the former general manager of D.T. King & Co who oversaw the creation of the transport company and continues to run D.T. King Holdings and its lime, gravel and rock crushing activities.

“It goes back to 2013 when we split off the transport operations to create D.T. Kings Transport and brought the respective managers in as shareholders,” says Paul.

“But as time went on, they all wanted to do more of their own thing. There wasn’t any animosity but there was a bit of rivalry, you could say, between the branches. And as time moved on, they each became more focused on their own branch.

“And each of them has more passion in their own smaller entity than for the larger entity, so it was a natural outcome,” Paul says.

“The logs and the rural had become very different things and it became clear the best way forward for D.T. Kings was to split it off.

“I think the timing was good. The nine or so years of D.T. Kings Transport served them [the shareholders] well. It allowed each of them to build up equity and then take the next step to get up and going on their own. They probably wouldn’t have been in the position to do that any sooner,” Paul says.

Almost three years on from the split the four businesses are carving their own niche and building an identity of their own. At the same time, they are writing four new chapters in the 87-year history

of the small transport firm founded at Tuatapere by David Thomas King in 1938 running a fleet of three Bedfords.

In the first part of this NZ Truck & Driver Fleet Focus we look at King’s Rural Transport and Riverton Rural Transport.

King’s Rural Transport At the settlement of Pukemaori, in the west of the province, the trucks of King’s Rural Transport are gradually adopting a modernised version of the traditional red and white D.T. King’s livery.

The rural carrier is owned equally by Mike Swan, his son Taylor with their wives Michelle and Suliana. They took over their part of the D.T. Kings Transport operation from December 1, 2022, but their connection to the company began in 2004.

“I started here 21 years ago on a log truck,” says Mike.

“Next I drove a Hiab truck and then I applied to be the stock dispatcher here.”

“I went away to work for a stock agent, but they went bust three months after I started, so I went back driving trucks for a while.

“Then I came back here as the bulkie dispatcher and Paul [Balneaves] asked me; `how long are you here for this time?’

“I’ve had couple of breaks away elsewhere. I got off on good behaviour, but I re-offended and I had to come back,” he jokes.

“My kids [sons Taylor and Callum] have been running around here since they were eight. Taylor started here as Paul’s boy in the yard and he’s been in the industry the whole time.”

Mike had been the livestock manager at the Pukemaori branch of D.T. King & Co when the transport operations became a separate company in 2013.

“The company wanted to have a succession plan, so they created D.T. King Transport out of it,” Mike says.

“Gordy [Harding] and Grant [Loader] who run the logs were offered shares. I was offered shares, so was Andy [Wills] at Riverton as well as Craig [Ward] who runs the workshop.”

That was how D.T. King Transport operated from 2013 to 2022 when the opportunity to split the business arose.

“It lasted almost 10 years. It was a big beast, and everyone had their own agendas to some degree,” Mike says.

“Paul came to me and said, `do you want to take on Pukemaori, Tuatapere and Otautau’?” says Mike.

Truck & Driver | 49

“What else was I going to do? I didn’t want to see someone else make a go of it and think `that could have been me’.

“So, we put the money back in and put our heads down to make it work.”

Taylor remembers the first discussion around taking a stake in the ownership.

“The old man rang out of the blue on a weeknight and said `are you home? Can I come around to talk about something?

“My first thought was, `what’s wrong?’ Dad and I talked every day at work.

“He told me; `We had a board meeting the other day, Paul wants to split everything up and did I want to buy a business?

“That was about February or March 2022 and after a bit of backwards and forwards, away we went.

“I spent eight months while running the livestock trying to build a business in the background so that come whatever, we would be ready.

“We actually pulled the date forward by a month as Andy [Wills] and ourselves were ready a bit ahead of the log boys.”

For Taylor, it was the opportunity to buy a stake in a business that had been part of his life since childhood.

“I‘ve spent my life here since I was about 8-years-old. As a kid, I loved anything to do with trucks. I was on the payroll at 14 – bobby calf lifting and washing trucks. After leaving school I came into the sowing department and then went into livestock.”

Mike and Taylor have worked for both previous King’s companies and have a long association with Paul Balneaves. At the age of 13 Taylor recalls being in Paul’s office at Pukemaori (the same office he now works from) and telling Paul that one day he’d have his job.

“And I’ve got it. I’ll tell you 10 years whether it was the right decision or not.”

King’s Rural Transport runs a fleet of 30 trucks with the typical

International 9870 livestock unit is one of trucks to carry the new Kings Rural Transport livery and gold stripe.

50 | Truck & Driver

mix of livestock, spreader, tipper and bulk units to serve the local farming community. There’s one logger and a machinery transporter plus some diggers and graders which mainly do forest and farm road maintenance.

Pukemaori is the company headquarters with satellite depots at Tuatapere and Otautau.

The job description remains largely unchanged since the day of the split, but with a fresh approach to accompany the subtle changes of name and livery.

“We started with about 50 trucks on the first of December 2022.

We went through and trimmed that down and replaced some gear.

We went for that versatility factor – one truck doing multiple jobs,” says Taylor.

“It’s a more modern and versatile fleet now. There’s still a long way to go to modernise, but we have definitely done a considerable amount in a short amount of time.”

The goal was more efficient utilisation of the fleet.

“The old D.T. Kings mindset was `it’s down the back of the yard and it doesn’t cost us anything’,” says Taylor.

“But it’s still COFs, it’s still insurance and registration and it’s still servicing to keep it current. So, we spent a bit of time in the first instance working out what we do, what we needed, and what we didn’t need. And then we had a good trimming of the fleet.

“I’d say we are doing at least as much now, possibly a bit more, with 30 trucks than with the 50 we started with.”

Mike agrees with the new benefits of a leaner fleet.

“It’s utilising the trucks and the drivers better. All that was happening was they [the drivers] were jumping out of one truck into another truck. And they’d rather be driving their own truck anyway.”

The first few months were spent learning how the smaller company would operate.

Owners Mike, Michelle, Suliana and Taylor Swan established Kings Rural Transport in December 2022.

“We took over an unknown really,” Taylor says.

“It had been a beast with 200 trucks and about 160 staff. It was massive. The log boys were probably the only ones who knew what they had and what they needed, because it was almost an entity in itself.

“We could try to forecast what we were going to need, but until you got into it, it was a bit of an unknown. Once we got six or eight months in, we could see where the chips were really going to fall.”

Buying and modernising a business in the recent economic climate has been challenging.

“In that 2020-22 space interest rates were low and there was money flowing everywhere. Then December 1 came around, we took over, and pretty soon everything sorted of flat-lined,” says Taylor.

“It was a massive reality check. Somebody recently said to me `you boys probably needed five good years of trading before you hit the two years you’ve just had’ and he’d be 100% right.

“It’s been tough, but everyone is in the same boat. You learn stuff very quickly and you learn which decisions were stupid and which ones pay off.

“But our challenges are really just the standard industry ones.

It’s the staffing and the driver shortage, the changing agricultural landscape, and declining livestock numbers.

“And part of the challenge is internal. It’s creating a business that works for us because we had inherited something that had worked as a big company for 80 odd years.”

Six new trucks have been added to the fleet since Dec 2022 with some new brands now in the red and white colours.

“UD Nissan was always the go-to, but we’ve got two DAFS – an XF and CF. Touch wood so far, they have been great trucks. The big cab one [the XF] has got 80,000kms on it now.

“We’ve also got two Scanias – one spreader and a 620 livestock truck. The DAF does the job in that mid-range stuff, and the Scania does the job in that 54t space.”

A critical part of setting the direction for the new company was around naming and branding.

“We had a lot of discussion around branding. Do we change the name altogether or keep the connection?” says Taylor.

“Mike and I landed on the fact there was 85 years’ worth of history with the King’s name.

“We’ve got third and fourth generation farmers who are clients of ours and we’ve got third and fourth generation drivers. The original David King’s grandson, David King, is driving our flagship truck at the moment.

“I felt we had to stick to that, and Mike was onboard with that too.”

Mike has the same loyalty to continuing the D.T King identity.

“We didn’t change the name. The legacy is too big,” Mike says.

“Out of respect to the company that has given us this opportunity, we left it alone. And everyone called it Kings anyway.”

The subtle name change was accompanied by a similar move with the livery.

“When it comes to colours and livery, everyone knows a red truck with a white roof is a D.T Kings truck,” Taylor says.

“It had to be red, and we’ve added the gold stripe through the crate. We’ve had a lot of positive comments on that.”

Some of trucks still run in the original colours.

“We could have gone all out and re-signwritten everything but it’s a huge cost. We started chipping away from day one on the stuff we knew we were going to keep and what fitted in the replacement scheme.”

Truck & Driver | 51

Mike was the instigator of the gold on the trucks.

“I’ve been trying to get that gold stripe put down the crates for 10 years,” Mike says.

“Now I’ve got the say, they’ve got the gold stripe. It was just a big block of red before.”

Behind the scenes there have been other changes in the day-to-day operations.

“We’ve gone with a completely computer-based dispatching system which has taken a lot of the manual work out. It’s been game-changing for us from a management and admin point of view,” Taylor says.

“We used to have a dispatch system, but it used to be all manually loaded behind the scenes. That system was dying, and we jumped onboard with an electronic dispatch platform

and it’s been great,” Taylor says.

“The driver’s get everything on their tablet, and they push back live that its happening. It’s been a big modernisation of the whole workflow.”

But whatever the new trucks and systems, Taylor says it’s the people who make the business.

“The most important thing here is our staff. On our roster there are 13 of us who have worked for all three companies – D.T King & Co, D.T. Kings Transport and King’s Rural Transport,” Taylor says.

“They’ve stuck by us. It would have been easy for them to decide; `This is a new beast. Who knows what’s going to happen? Is it time to find another job?’ And to their credit they’ve stuck with us.

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“They are a great crew. As much as it’s about our trucks being versatile, our people are equally as versatile. We’ve got bulkie drivers who will drive stock trucks if we need them to. Our team is built that way.

“It’s pretty special that we have got the staff we’ve got and that so many of them have been here a long time. One of the guys is coming up 35 years and there’s one who ticked over 20 the other day.

“We’re in a challenging geographical location.

The staffing levels across the industry are low, but we have great people. We wouldn’t be in the position we are if we didn’t have the people who work with us.”

Taylor and Mike Swan are among 13 current employees who have worked for D.T. Taylor’s passion for the industry, the company King & Co, D.T. Kings Transport and Kings Rural Transport. and the Southland region are clear in his goals for the future.

“We need to worry about what we do and do “I’ve got a son who is nearly two and he’s truck and digger and it well. Once we’ve got that nailed, we can start to worry about everything with wheels mad. I love that because it makes it feel everything else. like this is all worth it for us going forward.”

“I think we are getting close to that point. We’ve got a good But it’s not just about his own family. crew, we’ve got better gear than we’ve ever had, and we’ve got “Some of our staff have their kids coming through, so we can good clients.” build a culture here. And it’s the clients kids as well. We can keep He also says there is a chance to continue building the D.T King the generational thing going with those families, some of which history towards 100 years. have been here since it all began in 1938.

“I have this opportunity because of my old man and his work “Everyone thinks their business is pretty special, as they ethic. Paul put people in jobs here that he knew were the right fit, should. But the opportunity that has been afforded to us from and Mike was one of those.

1938 to now is something pretty special to carry on.”

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Riverton Rural Transport

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NDY WILLS ENTERED THE TRANSPORT INDUSTRY WITH AN after-school job bagging coal at T.S.K. White Transport in the coastal Southland town of Riverton. It was the start of a journey that has twice brought him into the D.T. King & Co and later D.T. King’s Transport fold.

And since the split of D.T. Kings Transport in late-2022, Andy and his wife Shelley are owners of Riverton Rural Transport, the one facet of the former D.T Kings Transport operation that is leaving behind the Kings name and the red trucks.

Andy’s first full-time driving job was a short stint driving a bulk spreader truck for D.T King & Co before returning to T.S.K. White.

“I went through my licenses there (Whites) as a stock truck driver and then moved into the office at Riverton Transport working for Euan Shearing,” says Andy.

It’s the same yard that became the Riverton branch of D.T. Kings Transport and is now home to Riverton Rural Transport.

In 2012 T.S.K. White and Bates Transport along with Riverton Transport were acquired together by D.T King & Co. That move increased the Rural Fleet by 30% at the time and led to the reorganisation of the company as D.T. Kings Transport in 2013.

“When Bates & Whites were on the market, I was approached by Paul [Balneaves] to see if I was interested becoming a shareholder and running the operation – if D.T. Kings Transport were to buy the three Riverton businesses. Riverton is a small coastal town so combining the three together seemed like the logical thing to do and I was eager to give it a crack,” Andy says.

“We were shareholders at D.T. Kings Transport for 10 years till the decision came to split it all up again.”

For Andy and Shelley, the interest was always to remain in their home Riverton region and working in the rural transport sector.

“We specialise in everything rural, with our livestock, bulk, spreading, stockfeed, gravel and contracting divisions kept busy all year round, and as Riverton expands, we’ve done a number of

FLEET FOCUS

A Volvo FH16 600 Globetrotter is the flagship of the Riverton Rural Transport fleet. demolitions, house foundations and civil works,” says Andy.

“Continuing the growth, on August 1 we purchased Riverton Freight from ODF Transport, which runs daily between Invercargill, Riverton and surrounds.”

Since the split the Riverton Rural fleet size has reduced in number but is working more efficiently.

“We have six livestock units, with two being swap body tippers and two flat deck freight units, and a couple of steel tub bulk tippers, that can be used in bulk or gravel/rock cartage. We’ve definitely nailed down a few efficiencies, with others still a work in progress.

“We spent the first year or so just getting on our feet, with the gear we had. This allowed us to make plans in fleet replacement moving forward, with a couple of faithful 470 Nissans that had done 700800k and still averaging 100,000km per year, being the first on the list to be replaced,” Andy says.

Like the other parts of the former D.T. Kings operation, the UD Trucks brand forms a key part of the Riverton Transport fleet. The most recent addition to the fleet is a new UD 6x4 gravel truck.

“For the smaller stuff we’ll probably stick with the UD brand,” Andy says.

There are now three Volvos in the fleet and Andy thinks the Swedish brand will play an increasing role in the future. The new flagship of the fleet is the FH 600 Globetrotter livestock unit and there’s a FH 540 which was purchased from D.T. King & Co. “The other one is a 500. It’s a lift-out sider which has crates on it at the moment.”

Establishing a new livery for the fleet is another project which is underway at Riverton Rural Transport.

There’s a local connection to the choice of the dark green colour scheme.

“Most of the Riverton organisations and clubs, are predominantly green. So, we’ve gone with the green and added a bit of silver to break it up,” Andy says.

Truck & Driver | 55

“The Globetrotter is the first one we’ve changed over to the new fleet colours. The new gravel truck is also in fleet colours as well as our newest bulky.”

As born-bred Rivertonians, Andy and Shelley strongly value the community connections they have.

“We’ve benefited from ongoing commitment of our local clients who have really gotten behind us. We’re heavily involved in the community through supporting and sponsoring most of the local clubs and organisations,” he says.

There’s also been some changes in the office run by Shelley.

“D.T. Kings had their own admin system. When we split off, we did away with that and jumped on the MyTrucking system, which is integrated into Xero, and is really streamlined. MyTrucking is a pretty good system, the drivers like it and the older guys have picked it up quickly.

“Staff numbers have grown from nine at the time of the split, to 15 at present. Shelley is in the office doing admin with Mike [Lonneker] and Johnboy [Halder] dispatching. We have a team of great staff with all of them able to jump on different jobs through the year depending what season it is.

“It’s about providing a quality service at a quality price. Bigger isn’t always better and the current size of the business is about right for the region its servicing.

“In a smaller place you can keep your finger on the whole operation from the initial job being booked right through to the invoicing.

Above: Riverton Rural Transport owners Andy and Shelley Wills.

Right: The Riverton Rural Transport yard on the edge of the coastal Southland town.

Below: Another Volvo in the livestock fleet is a FM 540.

56 | Truck & Driver

“The outlook for the Rural Sector is pretty positive for the near future across the board with most farm commodities fetching good returns,” says Andy.

Andy says the separation of D.T. Kings Transport has worked for the respective shareholders and their new businesses, allowing each to play to their strengths.

“We’re especially grateful to Paul [Balneaves] for the way it was all split up and for the opportunity for each of us to give it a crack, he’s always there with some advice if you ask. A lot of the credit needs to go his way,” Andy says.

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National Road Carriers

Workplace safety is more than cones Justin Tighe-Umbers, CEO, National Road Carriers Association

W

HEN BUSINESSES ARE STRUGGLING TO MAKE ENDS meet, it’s easy for safety to take a back seat.

Easy but disastrous.

New Zealand has one of the poorest workplace health and safety records in the developed world. That’s not an opinion — it’s a fact, backed by years of sobering statistics. On average, five people die at work every month. In 2022–2023 alone, 62 people lost their lives in workplace incidents. Transport and warehousing were one of the worst-performing sectors, with 14 deaths. Of those, 13 occurred in road transport.

This simply isn’t good enough.

While initiatives like the new Road Cone Digital Hotline may make for catchy headlines, they risk distracting from the real and urgent work that’s needed to turn these statistics around. Road cones have become an easy symbol of overregulation — a physical representation of how we’ve lost sight of what truly keeps people safe.

Make no mistake: when used properly, cones are a vital tool. But their overuse — and the fixation on their correct placement and spacing — highlights a deeper problem in our workplace safety system: a focus on prescriptive rules over practical, risk-based solutions.

The issue doesn’t lie in the Health and Safety at Work Act itself, but in how it is applied. Instead of taking a practical, risk-based approach to managing hazards, we’ve seen a rise in box-ticking exercises and defensive behaviour from businesses and safety officers — often driven by fear of liability rather than a commitment to keeping people safe.

This is especially evident in the freight sector. Individual site inductions and endless pre-quals, inconsistent rules, and a lack of meaningful consultation with operators have created confusion and inefficiency — all while doing little to address the real dangers on worksites and roads. The over-application of the former Code of Practice for Temporary Traffic Management (COPTTM) is a case in

point. It led to the same blanket approach being applied to every site, regardless of the actual level of risk.

In 2022, NZTA sought to shift to a risk-based model through the new Temporary Traffic Management Guide, but it took until late 2024 for it to be accepted. That two-year delay says everything about how resistant we are to change — even when it’s clearly needed.

National Road Carriers (NRC) believes there is a better way forward. We are actively working with Minister Brooke van Velden and WorkSafe to provide practical, real-world feedback on what is and isn’t working — not just in freight, but across the broader transport sector. We're pushing for regulation that reflects modern technology, industry realities, and actual risks — not outdated rules written for a different time.

This also means challenging other rigid frameworks like vehicle mass and dimension limits or prescriptive work-time rules, which often fail to achieve the safety outcomes they’re supposed to deliver, and harm productivity. If regulation is going to protect lives, it must evolve with technology and the way people work today.

The safety conversation in New Zealand needs to grow up. It’s not about ticking boxes, meeting minimum standards, or placing cones at the right intervals. It’s not a game of outsourcing risk to the other guy – it’s about working together to save lives. That means focusing on outcomes — not just compliance. It means supporting businesses with clear, consistent guidance. And it means empowering WorkSafe and other agencies with the capability, confidence and mandate to drive change where it's most needed.

Until we stop confusing bureaucracy with safety, we will continue to see preventable deaths and injuries in our workplaces. NRC will keep advocating for common-sense regulation and enforcement that puts real safety outcomes first. Because nothing short of a cultural shift will get New Zealand off the bottom of the workplace safety ladder — and where it belongs: leading from the front.

Truck & Driver | 59

National Road Carriers

Business failures leaving workers in the lurch – it's time for change James Smith, GM Policy & Advocacy, NRC

I

N RECENT MONTHS, WE’VE SEEN A TROUBLING PATTERN EMERGE across New Zealand’s freight and logistics sector: business failures are increasingly leaving employees in the lurch — unpaid, unsupported, and in some cases, facing precarious immigration situations.

These aren’t isolated incidents. They are symptoms of a larger, systemic issue, and unless something changes, we risk not only the wellbeing of our workforce but the reputation and stability of our entire industry.

National Road Carriers (NRC) is actively engaging with key agencies — including Immigration New Zealand — to help freight operators, particularly those new to New Zealand, understand their obligations. Good decision-making at the outset is critical.

That’s why we offer tools such as the NRC Cost Model — a practical resource designed to help new operators understand the true cost of doing business in this country. It enables them to make informed decisions, avoid over-leveraging, and reduce the temptation to cut corners or turn to cheap labour as a stopgap.

Experience tells us what happens when corners are cut. Labour standards slip. Rules are ignored. Non-compliance issues mount.

And, too often, workers — many of them migrants — pay the price.

In extreme cases, we’ve seen behaviour that borders on modern slavery: employees misled, overworked, and left without pay when a business folds. This is unacceptable. If a business fails and leaves its workers in the cold through unethical practices, there must be consequences. At the very least, we must treat such behaviour as not just non-compliant, but potentially criminal. Workers deserve better, and the vast majority of ethical operators in our sector agree.

Part of the challenge is that the regulatory environment our industry operates in is fragmented and overly complex. From vehicle compliance and WorkSafe requirements to immigration rules and employment law, the system is riddled with isolated silos of regulation — each operating independently, with little coordination.

New operators, particularly those unfamiliar with the New Zealand 60 | Truck & Driver

context, can easily get overwhelmed or misinformed.

Is it time, then, for the Ministry of Transport to take the lead in creating a more unified regulatory framework — one that brings together the patchwork of requirements currently sitting across multiple agencies? We believe so. A more cohesive system would not only be easier to navigate, it would also lift the baseline of compliance across the board, making it harder for bad actors to fly under the radar.

Of course, enforcement is only part of the solution. We also need a clearer path to doing things right from day one. That means better best-practice guides, industry-led education, and stronger ties to training providers. NRC is already working to support this — but Government support and coordination would strengthen the effort considerably. For instance, ensuring that every operator entering the market is aware of tools like the NRC Cost Model, and that they understand their obligations under immigration and employment law, should be part of a broader, integrated induction process for new businesses.

Freight is the lifeblood of the New Zealand economy, and operators — large and small — are the people keeping that lifeblood flowing. We must not let the system fail the people doing the work.

When businesses collapse and workers are left behind, it damages not just individuals but the credibility of the entire supply chain. We have an opportunity now to build a more responsible, transparent, and sustainable industry.

NRC is committed to doing our part — working with members, training organisations, and Government agencies to build an industry we can all be proud of. But we can’t do it alone. We need more cohesive policy. We need stronger guidance and clearer expectations. And we need the Government to play an active role in setting new operators up for success — not just through enforcement, but through education, collaboration, and support.

Let’s stop leaving workers behind. Let’s build something better — together.

National Road Carriers

Navigating the Future of Freight James Smith, GM Policy & Advocacy, NRC

I

N THE COMPLEX AND EVER-CHANGING WORLD OF ROAD FREIGHT, understanding your true costs isn’t just good business practice – it’s the bedrock of survival and growth. From rising fuel prices to regulatory changes, freight operators face constant pressure. Having clear visibility over your costs helps you make better decisions, price accurately, and grow sustainably.

For decades, the National Road Carriers (NRC) Cost Model Tool has been a trusted resource, supporting thousands of operators across New Zealand. It has empowered them to assess the viability of investments, vehicle purchases, expansions, or other business innovations – ensuring they stay in the black rather and helping many avoid a fall into financial difficulty.

Now, thanks to support from the Energy Efficiency and Conservation Authority (EECA), NRC has significantly upgraded this vital tool. This collaboration delivers more than a technical update – it equips operators to respond to today’s commercial realities while preparing for the demands of tomorrow, especially as we tackle the complex task of decarbonisation.

The road freight sector is under growing pressure to contribute to New Zealand’s emissions reduction targets for 2035. Yet the road to decarbonisation is filled with uncertainty. Key questions remain about how our heavy vehicle fleet will transition, what technologies will be suitable, and what the long-term costs and infrastructure needs will be.

That’s why NRC’s partnership with EECA is so valuable. EECA saw the strength and credibility of the original cost model and worked with us to develop a more advanced version – one that supports real-world decisions and prepares businesses for a low-emissions future. Together, we’ve enhanced it into a powerful platform that can provide clarity around these critical questions and support informed, strategic decision-making within the freight industry.

The updated NRC Cost Model Tool retains its core strength: showing operators what their business actually costs to run. But it now offers far more. Operators can build a private business profile and run tailored scenarios. You can calculate your cost per run across multiple jobs, test different charging rates, and assess

margins with greater accuracy.

A major enhancement is the ability to compare low- and zero-emission vehicles – such as battery electric (BEV) or hydrogen trucks – with traditional diesel-powered options.

These comparisons are based on actual operational data, not assumptions, meaning they reflect real New Zealand conditions.

For instance, the tool can model the switch from a diesel truck to a BEV. It presents a clear side-by-side comparison of costs, including capital outlay, maintenance, energy use, and carbon emissions. While some expenses may rise – such as purchase price – others may fall, such as fuel and servicing. The model helps you weigh those trade-offs and understand the net financial and environmental impact.

The tool doesn’t tell you what to charge – it shows you what your operations cost. This is crucial when responding to tenders, setting prices, or planning investments. Operators have used the tool to benchmark performance, uncover hidden inefficiencies, or avoid overcommitting on new vehicles.

Its SQL database design means the tool can be regularly updated to reflect new technologies, fuel types, and operating costs. In a rapidly changing environment, that ability to stay current is vital.

Our partnership with EECA also reflects a shared commitment: helping the sector transition in a way that’s commercially realistic and data driven. This project ensures that the insights and tools are in the hands of those who need them most – the operators running freight businesses every day.

Decarbonisation is a necessary shift – but it must be managed wisely. Operators want to reduce emissions, but they also need confidence that the numbers stack up. The upgraded NRC Cost Model Tool puts that power of analysis directly in their hands.

It’s practical, powerful, and designed to support businesses at every stage – whether you’re exploring your first zero-emission truck or simply need more accurate costing tools.

Run the numbers – the real numbers – and see what works for your business. It’s an investment in your future, and it’s available now. Contact National Road Carriers to get started.

Truck & Driver | 61

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FEATURE

Bygone days David Pope Transport

One of the first Scania 142M V8 trucks to go on New Zealand roads joined the David Pope Transport fleet in the mid-1980s. The truck was nicknamed The Big Bitch.

Based on his extensive archive of historic fleet photos, Rod Simmonds looks back at transport industry history starting with Greytown-based David Pope Transport.

THE 1980S IN NEW ZEALAND WAS A PERIOD OF MAJOR industrial and agricultural upheaval. The dramatic change from farm and business subsidies and “Think Big” of the Muldoon era dramatically changed literally overnight to the slash and burn David Lange and Richard Prebble “Free Market” policies. The country changed immeasurably.

Deregulation of the road transport industry started with haste mid-1980s when the traditional NZ Railways protection through distance and rate restrictions was ended. Road User Charges came in, along with a dedicated “Policing Force” and novel ideas like logbook. Diesel was $0.40-50cents a litre too.

The rural carrier scene had always been “creative” in moving stock and farm supplies where no trains could go. So, these firms developed quickly-post regulation with higher capacity livestock crates and trailers. Cattle and sheep numbers were high – New Zealand’s sheep flock was around 75 million head – today its barely a third of that number It was a challenging time to start a livestock business, but plenty did and many are still going.

One such owner operator based in Greytown was David Pope, who took the plunge and with the ridiculous high interest rates of the time signed up for a new Leader A8-3406 in 1980.

Left: David Pope Transport was one of the pioneers of interisland stock truck work.

Right: The original Leader A8-3406 is now restored and back in the Wairarapa in the original TWL colours.

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This page: Over the years the David Pope Transport fleet included Kenworth, Volvo, Foden, Mack, Scania, Scammell and Ford products in the blue, red and white colours.

David had started driving trucks prior to taking the plunge and had a rare owner-driver contract from Bill Hargreaves, Hargreaves Transport Wairarapa Ltd. The thinking behind offering an ownerdriver contract to his existing drivers was to get around the increasingly difficult picket lines at many of the freezing works around the area.

David was one of three to be offered the contracts - secretly and discreetly so the livestock could theoretically still be allowed across the picket lines during a strike.

Back in the 1980s strikes were common and the truck drivers usually belonged to associate unions so wouldn’t “cross the line”.

There is a TV crew clip of a strike at the Borthwicks, Waingawa Masterton yards where three owner driver trucks went full noise across a picket line…. David was at the front!

So, from then on, “subbies” become loved or hated but none the less very important to keeping the economy going.

David with huge finance bills worked for Transport Wairarapa as a contractor but after a short stint in the traditional green fleet he went out as a true independent in blue working for local livestock agents. The workload was traditional sheep and cattle when the season was in full swing, then crates were off for whatever else could be transported, including timber, spuds, apples and the like.

The Leader featured a Cat 3406 and 14-speed Spicer transmission – a bulletproof combination and ideally suited for the long hauls to Hawke’s Bay freezing works. Wade Motors Hamilton supplied the cab and chassis for the princely sum of $125,000 which David financed at 24% per annum!

TRT made the tipping deck, and it was painted locally in Hamilton prior to delivery.

There was a setback when a whey tanker crashed into David one foggy morning. He somehow survived with minor injuries and the fledgling business soldiered on with a local farmers Leyland Crusader.

The Leader was a wreck and eventually rebuilt by Leader lovers Osbornes from Te Awamutu. It has gone through a few owners but is now restored and back in the Wairarapa in the original TWL colours.

A new truck was sourced from Cruickshank and Hall – the then new Scania agents and it was one of the biggest and newest on 64 | Truck & Driver

M F

the NZ market, a Scania R142 V8. It was one of a handful in this spec - Booths Opiki Manawatu bought two – and the cost was nearly double that of the Leader.

Pure luxury and power The Big Bitch went all over NZ and stayed in the fleet as the cornerstone truck. Some 40 years later it is still going on the Kapiti Coast.

The fleet expanded quickly thanks to contracts with major players and agents. Richmond Meats (now Silver Fern Farms) required more new trucks, and Scania R142 and R143s, Scammell S2640s and Ford 5036s became the mainstays.

Local Richmond stock agent, the late well-respected Ivan Greaves, went from farm to farm, ringing in the tallies all day every day, and every weekend for years.

The big brick mobile phones were just starting to appear but most communication was at night with confirmed pick-ups and tallies for the day ahead.

On most Saturdays during the season, cattle were loaded and sent to Pacific Hastings, the Richmond specialist cattle facility that night to get ahead of the loads. Logbooks were a novelty, and the season was David Pope has a long association with the Scania marque going back to one of short and intense with trucks doing over 20,000kms a the early 142 models imported to New Zealand. month.

Long distance livestock cartage started in the early 1990s with many trips down south with dairy cows and return trips with stud stock or Merinos for the North Island’s East RoadAir Transport with their refrigerated trucks were the local Coast. Of course, all in-between the unrelenting Works work. carrier (local legend Bill Nimon) carting the carcasses to the port Richmond Meats was an ever-growing family business and were and all over NZ. an iconic East Coast Livestock meat specialist. Whakatu-based With processing plants in Hastings, Takapau and Dannevirke

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Left: Modern Wairarapa Livestock Transport colours are based on the David Pope livery.

Right: 1993 Foden S108 (top) and David’s second truck was cab-over 8V92 powered Kenworth.

initially, and later at Levin, Te Kauwhata, and Hawera, the workload increased season upon season.

David recalls: “One day we did over 9000 lambs into Oringi which was their whole daily kill number!”

The fleet grow with more Scania and Isuzu’s (supplied by Cable Price) of different shapes and sizes - from the small fleas to full dedicated stock units.

Fodens came in when higher horsepower was needed for the long-distance daily trips to Hawera, Eltham, Hastings, Takapau, Oringi, Levin and Wellington. Auckland was a regular two-day run, usually loaded both ways.

A much-anticipated new Kenworth Aerodyne with Cat C15 was the first of its type on livestock in New Zealand and ran as a dedicated cattle truck all over the country. Volvo FH500s and 600s slowly replaced the Fodens once they stopped making the big cabs. A few extra Kenworth Aerodynes were added over time and a pair of Mitsubishi Fusos, and a Mack Mid-Liner came and went.

David tried new technology especially with better fuel efficiency engines, gearing and tyres. Trailers became lighter and stronger, crates deeper and easier to use and this was well before HPMV was introduced.

When David ordered a new unit, it was a completely new unit, including Nationwide Crates and initially Domett then Jacksons trailers. He had a waiting list of people wanting the buy any truck they could. David rarely brought secondhand gear, as new was always better, more reliable and lower cost in the long run. Some older gear joined in to get through season peaks but even these were maintained as in new condition. You just couldn’t have break downs carting livestock.

The loyal team loved operating the new gear, washed them daily and they won many prizes at local truck shows. David did and still does support the local shows and charities.

The fleet always looked immaculate despite the environment they worked on and have always been admired throughout the country.

66 | Truck & Driver

The majority of units were serviced locally by Fagan Motors and painted by Rob Walker Spray painters - suppliers still used today some 45 years later.

David ordered the first stock trailer from Trevor Jackson 35 odd years ago and now Jackson’s are one of the country’s leaders in trailer manufacturing.

He always brought new Nationwide crates – so many over the years he has lost count.

Through the late 1990s and early 2000s the fleet was around 14 main livestock units, and all in top condition. Most were based in Masterton with a few based in Pahiatua and Hawke’s Bay closer to the work.

But as things changed and the workload was less reliable David took the decision to exit and sold out to a local stock agent and manager.

Renamed as Wairarapa Livestock Ltd (WLT, also known locally as We Love Trucks) operated until recently from David Pope’s original Waingawa yard.

After a few years it was taken over by the Hawkins family Martinborough Transport Ltd Group, but the trucks remain in the original and traditional blue and white colour scheme. And importantly they are still dedicated to the Silver Fern Farms work.

However, David never one to sit still, kept trucking with some pretty special Scania R730s on tanker and container work and still does some of that to this day. That’s in between washing trucks for others – along with houses and commercial buildings – at his Property Wash Wairarapa business.

But what is more interesting is the long and valued relationship he has with Scania trucks and the previous and current dealers and managers for the brand.

From a relationship that started with buying the original R142, David still delivers new Scanias nationwide for Scania NZ, from dealerships to body builders, paint shops etc., using his vast experience handing over new trucks all over NZ. Loyalty to the brand and its people has been enduring but for the modest David it’s all about “just trucking around…”

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LEGENDS

The 9 lives and legacy of Jim Dynes Jim Dynes - Dynes Transport

A

FIGURE OF LEGENDARY RESILIENCE IN NEW ZEALAND’S transport industry, Jim Dynes was a man said to have nine lives, a tally he likely exceeded. Throughout a career defined by an extraordinary work ethic, Dynes built a trucking empire from the ground up, facing down bank managers, restrictive regulations, and three separate battles with cancer with the same unyielding determination.

From his beginnings on a West Otago farm to the helm of Dynes Transport, his singular passion for trucking, family, and hard work forged a legacy of a true Kiwi pioneer who simply found a way to get the job done, no matter what – and that’s why, he’s a Southpac Legend.

From farm boy to transport magnate Born in Gore on May 27, 1948, along with his twin brother John (twins seem to be a theme in the Dynes family), Jim Dynes grew up on the family farm in Conical Hill, West Otago. It was here that his legendary work ethic was forged.

According to his daughter Shona, school wasn’t a big priority in Jim’s life, preferring the more hands-on appeal of the farm. His lifelong fascination with trucking began with the arrival of a 1948 Austin truck at his grandfather’s farm, captivating him and his brother from that moment on.

After leaving school at 15, he dedicated himself to farm work but was soon drawn to the transport industry, starting as a driver for a

68 | Truck & Driver

local carrier company. His ambition was always bigger than farm life.

At the tender age of 19-years-old, he and his brother John took their first major step, buying Cooper Transport.

Too young to secure a bank loan, the deal was made possible when the owner, Jim Cooper, recognised their work ethic and guaranteed the loan, plus their grandfather and some local farmers helped out financially too.

This purchase laid the foundation for Dynes Transport. With his wife Anita, whom he met in 1966, as a true partner managing the

business behind the scenes, Jim focused on growth.

The company expanded steadily through the 1970s, hauling timber, wool, and lime and Jim and John progressed on into purchasing Pomahaka Transport in West Otago in 1974.

A strategic purchase of Taieri Carrying in 1975 allowed them to bypass the strict 40-mile restriction on road cartage that favoured rail, solidifying their presence in the region. In 1979, the brothers amicably split the business, with Jim continuing to lead Dynes Transport from its base in Tapanui.

Rules were made to be broken Jim’s approach to business was simple: if someone said something couldn’t be done, he found a way to do it. In the early days, this meant operating outside of stifling regulations. His daughter, Shona, remembers his philosophy well. “Rules were made to be broken,” she recalls Jim saying on more than one occasion, noting that he didn’t let much get in his way.

To service his clients, Jim often resorted to running timber at night to avoid the transport police. He devised clever schemes for survival, from getting tip-offs from a friendly bread delivery driver to hiding under railway tarps until the coast was clear.

His audacity was matched by his conviction. Once fined a hefty $3000 for hauling phosphate without the correct permit, Jim rang the magistrate directly. He argued, `What are you doing mate? We’re trying to give a service, and you nick us for $3000.’ The judge, seeing his point, reduced the fine to $300.

“He’d give a cheeky smile, look the other way and away you’d go,” says Shona.

A passion for work and Kenworths For Jim Dynes, work was not a chore; it was his identity. His daughter Shona explained, “his work ethic was extraordinary. He just knew how to work and work hard, and that was his solution to everything. You’ve just got to work hard.”

When his family encouraged him to find a hobby in his later years, his response was unequivocal. He said, ‘I’ve got a hobby. It’s driving trucks.’ That was his outlook on life, he did his thinking when he was driving.”

This passion extended to his choice of machinery. He was fiercely loyal to the Kenworth brand, believing a Kenworth ‘would never let you down’ and if you had a couple of tough years, he knew Kenworth would keep running. It was also a symbol of his company’s ambition and progress. In fact, as the business grew, so did the fleet of Kenworths.

Truck & Driver | 69

A legacy of family, resilience, and quiet pride While building his empire, Jim also raised a family and cultivated his love for the land, purchasing and growing a farm to over 800 hectares.

He faced life’s challenges head-on, surviving three separate battles with cancer, the first in his early 30s. His resilience was legendary.

“We always thought he had nine lives,” Shona says. In his final days, he finally conceded, telling her, `I think the number’s up’. When she replied that he’d had his nine lives, he quipped, “Yeah, probably a few more than nine.”

His son, Peter, gradually took over the running of the company, steering it to new heights, particularly through a relationship with Fonterra.

“Initially it was always under the watchful eye of dad,” Shona says.

Jim was a man of few praises, a steady but hard guide who offered wisdom and perspective but rarely overt credit.

Shona recalls that some of fondest memories with her father Jim, were based around trucks.

“There’s many memories of trucking with dad, because for us to see Dad, you had to go on the truck,” she says.

“I remember being in the cab of the long-nose Kenworth and the little

70 | Truck & Driver

kids on the side of the road wanting dad to blow the horn and they’d be waving. The buzz that dad got from them recognising how cool the truck was and knowing that was his happy place.”

Then there’s the Gore pie cart. Shona says that when there was a load down to Bluff, she would join her dad.

“There’d be a bag of lollies on the way down. And on the way home, you’d stop at the Gore pie cart, it was the best fish and chips in town.

“So, he would stay open if he knew dad wasn’t far away, and he’d always throw in extra piece of blue cod. So, you’d get to have fish and chips at two o’clock in the morning on the way back.”

Apparently, Shona also used to be able to sit in between his legs and steer the truck – but she smiles and says that cannot be confirmed.

Jim Dynes passed away on September 16, aged 76. He never chased accolades, measuring his success by the quality of his work and the strength of his relationships.

As his daughter summarises; “Hard work, good people and good relationships was what drove Dad.” His legacy is not just in the fleet of trucks bearing his name, but in the memory of a true Kiwi pioneer who built an empire through grit, determination, and an unbreakable passion for the open road.

FEATURE

t a s r e b m u n d r Reco By: Colin Smith THE ANNUAL EROAD FLEET DAY EVENT CONTINUES TO EVOLVE as a mid-winter showcase for safety, efficiency and sustainability developments across the wider transport sector.

Now regarded as the largest fleet management conference in Australasia, the July 30 event at the Mystery Creek venue near Hamilton attracted 70 exhibitors and 1400 attendees.

The schedule of key-note speakers and panel discussions opened with early morning inspiration delivered by Kiwi rally star Hayden Paddon – recapping his journey from ambitious teenager to the top of the sport and drawing parallels to the business world around the theme of; “Stay safe at high speed.”

Paddon spoke of the team of talented specialists he has assembled at his team, the value of long-term commercial partnerships, and the reality of personal goal-setting in a sport where it’s impossible to win all of the time.

Later Paddon joined former All Black captain Sam Cane on stage to compare sporting codes after Cane had spoken on the theme of leadership under pressure.

Along with plenty to listen too, Fleet Day had plenty to look at as well.

And among the new cars, vans and utes, and special show vehicles as rare a Britten V1000 motorcycle, an ex-Scott Dixon IndyCar and a Tesla CyberTruck, the heavy transport industry was well represented.

There was a clear focus on BEV technology, timely for the freight industry as the show came just days after the announcement of the RUC exemption for electric heavy vehicles being extended till July 2027.

Auckland-based eTrucks had a three-fold presence inside the pavilion, its Windrose E1400 semi and Qingling EVM100 light-duty refrigerated truck being joined by a newcomer gaining plenty of attention.

The DeepWay Star was the newest truck in the building – only landed in New Zealand two days before Fleet Day before being driven down to the show. eTrucks director Ross Linton reports high interest in the 6x4 semi tractor and the first unit is booked for upcoming demonstrations and a promotional trip to the South Island.

As it has done with the Windrose E1400, eTrucks is fully transparent about pricing for the DeepWay Star. The list price is $340,000+GST and

after the LEHVF grant the price becomes $255,000+GST. In terms of specification the 6x4 DeepWay Star has a sleeper cab, 49t GCM, 11.9t tare weight, and is fitted with a 600kWh lithium iron phosphate (LFP) battery pack. Using dual 250amp guns, the DeepWay can be fast-charged at 340kW. There is 8-year/1.5 million kilometre warranty coverage for the battery.

It has an estimated loaded operating range of 400km with continuous power output of 224kW (298hp) and peak power of 492kW (656hp).

Other features include rear air suspension, a 12-inch digital dash display and modern safety technology roster including lane departure warning, forward collision warning, advanced emergency braking and adaptive cruise control.

Above: The Mystery Creek pavilion and outdoor spaces saw 70 exhibitors making an appearance.

Below: The first DeepWay Star to arrive in New Zealand featured on the eTrucks stand.

Truck & Driver | 71

Right: The Windrose E1400 was busy on the test drive circuit.

Far right: Foton introduced the eAumark electric model available in 7.5t and 9t versions.

Below: New technology...

Hayden Paddon demonstrates his Hyundai Kona EV rally car...

Dual Fuel (diesel hydrogen) DAF on the TR Group stand... Scania 45 R battery electric truck on test drive duty.

With the price point, low cost of operation, and RUC exemption extension, Linton says; “It’s pretty attractive to give it a go.”

Fleet Day also played host to both the Windrose E1400s now in New Zealand. The sliding door entry and central seating features were attracting plenty of interest inside the pavilion and outdoors there was a steady stream of drivers taking the other E1400 around the test loop.

Another new BEV model on static display inside the pavilion with a second unit outside on demo duty was the Scania 45 R. There are now three of the 6x4 electric regional haul tractor units recently landed in New Zealand.

The key spec details include 624kWh of installed battery capacity and peak power output of 410kW (560hp), making operation up to 64t GCM is possible. Working at 64t, the 45 R has an estimated range of 250km which extends to 350km when working at 40t.

Fast charging at up to 375kW is possible, which means that an hour of charging will add 270-300km of range.

Another electric newcomer at Fleet Day was the first new generation Foton eAumark to land in New Zealand.

There has been a single example of the previous generation eAumark on Kiwi roads for two-and-a-half years, undergoing local evaluation work.

The new model delivers a range of key upgrades include an e-axle drive system incorporating the 75kW continuous output (150kW peak) electric motor and single-speed gearbox.

Battery capacity is 100.4kWh providing an advertised range of 180km. Another upgrade with the new model is it supports both AC and DC charging, with DC charging possible up to 100kW. The eAumark has a CATL supplied lithium iron phosphate (LFP) battery with a single centrally mounted battery on the 3360mm and 3800mm wheelbase models. The shorter 2800mm model has two side mounted batteries.

72 | Truck & Driver

All three wheelbases are available at 7.5t GVM ratings which can be driven by Class 1 license holders. There is also a 9t model.

JAC Motors had an N75 battery electric truck configured as a traffic management vehicle and Volvo had static display and drive demonstrator FM Electric tractor units.

Fleet Day programme gained an important new element this year with the vehicle test drives available on a course set out within the grounds of the Mystery Creek complex.

There was considerable interest in new technology vehicles with demo runs for a Windrose E1400, Volvo and Scania electric tractor units, a Hino 300 hybrid and a Hyundai XCIENT Fuel Cell being well booked.

Electric vehicles also featured among the theme of multiple presentations.

Melbourne-based Emma Sutcliffe – the Project Director of EV Firesafe and also an active firefighter – addressed the topical issue of EV fire risk.

She says the Australian organisation has data from 712 plug-in electric (BEV and PHEV) vehicles fires around the world since 2018, a total which includes collisions, building fires, submersion in water and other causes including non-compliant charging.

Her conclusion is “EV fires are very rare, but they do remain a challenge for emergency responders.”

Hiringa Energy director Andrew Clennett gave an update on his company’s hydrogen project, with its fourth refuelling station recently commissioned at Tauriko to complete the first phase of the network linking Auckland, Hamilton, Tauranga and Palmerston North.

NZ’s Ultimate NZ’s Ultimate Touchless Wash Systems Touchless Wash Systems Leighton Hamill delivered a detailed insight into the National Fleet Manager role at the NZ Police. He says the police fleet travels 78 million kilometres a year and attends 900,000 incidents and turns over 500-600 vehicles each year.

A theme of Hamill’s presentation was small changes making a significant difference across a large fleet. By changing the specification on its Skoda patrol vehicles from 19 to 18-inch alloy wheels, the Police are saving $132,000 a year in rim damage.

Fleet Day sponsor EROAD developed the partnership theme in its presentation, outlining details of several new partnerships which are bringing new telematics products to the market. The overall theme of these products being they combine local experience with global innovation.

These include the partnership with HERE to provide vehicle aware navigation and a new strategic relationship with the Whip Around fleet maintenance management and compliance platform.

A number of presentations were made at the EROAD studio stage and there was interest from chilled and frozen food transport operators in the Cold Chain Assurance Solution presentation by Steven Perrin.

While working in the US, Perrin has been involved in applying telematics to traditional Cold Chain operations. He presented case studies that looked at idling times, pre-colling and food safety monitoring, highlighting cases where both carriers and shippers have made significant cost and emissions reductions using cold chain telematics and predictive modelling.

EROAD has further developed the platform to suit the New Zealand market and used Fleet Day as the commercial launch of the product. The new solution allows customers to automate both RUC and cold chain compliance within a single ecosystem.

Fleet Day was first staged in 2012 and is a platform for industry to build valuable relationships, share best practices, and collectively contribute to advancing industry‘s goals of safety, efficiency, and sustainability.

“EROAD Fleet Day is not just a conference, it’s a platform for uniting industry, driving innovation, and shaping the future of safe, sustainable, and profitable transport,” says Mark Heine, co-CEO, EROAD. “The incredible growth of this event mirrors our own trajectory as an organisation. With a robust pipeline of global partnerships and product innovation, EROAD is driving enduring value for customers and investors alike.”

Fleet Day is organised by EROAD and sponsored by Waikato Save Time Regional Council. It aims to bring the industry together to discuss trends and opportunities, and drive meaningful change that will positively influence Save Money fleet safety, efficiency and sustainability.

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FEATURE

The first new generation Isuzu F Series models have recently arrived in New Zealand.

By: Colin Smith

New generation Isuzu range debuts NEW GENERATION ISUZU N AND F SERIES TRUCK LINEUPS which are now beginning to arrive in the New Zealand market are the outcome from the Japanese brand adopting a new product development methodology.

Isuzu’s new Modular Architecture and Component Standard, I-MACS, aims to reduce component and manufacturing complexity.

It will underpin multiple truck platforms, allowing major components such as diesel engines, electric drive, and hydrogen fuel cells to be interchangeable at the same time as using common parts such as cabs, chassis and advanced safety features.

The number of model-specific parts is reduced and the I-MACS philosophy streamlines manufacturing and parts supply.

The full model change across N and F ranges is the first evidence of I-MACS influence on Isuzu development and manufacturing. And it’s taken a while to arrive – the new generation of Isuzu light- and medium-duty trucks is the first full change since 2007.

The new models made their major Australasian premiere at the Brisbane Truck Show in May and late-August will see the first units being delivered to Kiwi customers.

Eventually there will be about 80 individual variants across both model lines. The roll-out is expected to take about 8-9 months, reaching completion towards the close of Q1 next year.

Continuing the theme of reduced complexity, Isuzu New Zealand has taken the opportunity to more closely align its model range

with Australia, although variations do remain.

There are wheelbase and tyre size changes to suit local conditions and New Zealand continues with a number of manual transmission models while Australia is focussed on the Allison sixspeed automatics and new 9-speed dual clutch transmissions with manuals now only available in 4x4 models.

New Zealand is also still finalising specification details for the N Series Work Ready tipper model and is working on a wider choice of 4x4 models, which are among the last to launch.

The introduction of two new Australian Design Rules during 2025 provides some of the background to the Isuzu model range upgrade.

Since February 1 all new vehicles introduced to Australia have required Electronic Stability Control as standard and from November 1 all vehicles must meet Euro VI, or one of the equivalent emissions standards such as pPLNT or US EPA 10.

That means the four-cylinder 4JZ1 and 4HK1 used in the N Series now have a combined DPD and SCR system, along with Exhaust Gas Recirculation (EGR) to reduce nitrogen oxides (NOx).

For the F Series the significant change is the new 6.7-litre DB6A six-cylinder engine jointly developed by Isuzu and Cummins and assembled Isuzu’s Tochigi engine plant in Japan.

The mainstay six-cylinder engine for the F Series has 260PS and 300PS output levels and achieves Euro VI emissions compliance.

Truck & Driver | 75

Above Left: The new cabin design and dash layout for the N Series.

Above Right: Isuzu worked with Cummins to develop the new DB6A family of 6.7-litre engines.

Bottom: Demo runs for Isuzu sales staff at Hampton Downs with the new FVZ model.

It also features an integrated engine compression brake for enhanced retarding power.

Lighter FVR and FVD models have the DB6A-TCH version with 191kW (260PS) and peak torque of 883Nm from 1,000-2,070rpm.

Higher output DB6A-TCC variants power a range of FVR, FVD, FVL, FVZ and FVY models with 221kW output (300PS) and 981Nm of torque from 1,000-2,100rpm.

A combined DPD and SCR system using AdBlue achieves the Euro VI rating. Both DPD and SCR systems are mounted on the driver’s side chassis rails and a 65-litre AdBlue tank is located on the opposite side of the chassis next to the fuel tank.

Depending on the model, six-speed fully automatic Allison 3000, 3500 and 4430 Series transmissions are available across the F Series 6-cylinder range.

The advanced safety and driver assist (ADAS) upgrades go well beyond responding to the recent ESC requirement.

The development of a Gen-2 stereo camera is the enabler for many of the ADAS functions. In Gen 1 the cameras worked in a 65-degree field of vision in front of the vehicle and with Gen-2 the capability is widened to 120-degees.

It’s the stereo camera which supports the Lane Departure Warning, Traffic Sign Recognition, Full-speed Adaptive Cruise Control, Intelligent Speed Limiter, Attention Assist, and the

76 | Truck & Driver

Intersection Warning and Emergency Braking System. Some of these features aren’t compatible with manual transmission.

Advanced Emergency Braking, Distance Warning System, Traffic Movement Warning and Forward Collision Warning functions are standard on all models.

Also fitted as standard are Electronic Stability Control, Hill Start Aid, ABS braking and ASR traction control. Driver and passenger airbags and set belt pretensioners are fitted and cabs are built to ECE-R29 safety standard.

Other upgrades include a rain sensor wiper system, passive entry and start, and a new cab layout with a central touchscreen display called MyIsuzu Co-Pilot. Ultra-violet and infra-red glass protection, climate air conditioning, a digital instrument cluster with a multiinformation display and smaller diameter steering wheel are also included. F Series models also have a new ISRI driver’s seat.

The restyled cab with modernised grille design incorporates LED daytime running lights and Bi-LED headlights with an automatic lighting system that switches on the lights in response to low exterior light levels. F Series models have LED cornering lamps.

N Series is available in 4x2 and 4x4 drivelines and both narrow and wide cab versions plus Crew Cab options across a GVM range from 4.5t to 8.8t. The wheelbase options are from 2.5m to 4.5m (3.4m on the 4x4 models).

F Series offers standard and wide cab designs, 4x2, 6x2, 6x4 and 4x4 configurations and wheelbase options from 3.8m to 7.0m.

Both New Zealand and Australia are adopting a new model naming system. Following the model designation (for example FRD) there is a pair of numbers. An FRD 110-260 for example has 11t GCM and 260PS. In the N Series range an NPR 75-150 identifies a 7500kg GVM variant with the 150PS (110kW) 4JZ1 engine. It’s a naming structure not dissimilar to that used by other manufacturers.

New Zealand Truck and Driver had a short opportunity to sample and photograph the new F Series at a recent sales training event at Hampton Downs. The demo truck available for on-track test drives was a FVZ 6x4 powered by the new 6DBA engine and with a 6-speed Allson automatic transmission.

The power delivery and responsiveness of the automatic transmission weren’t tested by sampling a bare cab/chassis on a smooth race circuit but the modern layout of the new cabin, standard equipment and noise levels inside the cab were impressive.

The new Isuzu range is a very significant launch for the New Zealand truck market. Isuzu held an 18.9% share of the New Zealand truck market (GVM 4.5t and above) in the first six months of 2025 and combined the N and F models represent about 90% of its sales. So, in one new product programme Isuzu is updating about 15% of the New Zealand truck market.

“These next-generation models represent the most advanced trucks we’ve ever brought to market,” says David Ballantyne, General Manager, Isuzu New Zealand.

“Isuzu was the leading truck brand for sales in both the lightduty (N Series) and medium-duty (F Series) segments (>3,500kg

Updated frontal styling and lighting identifies the new Isuzu N Series range.

GVM in New Zealand in 2024), and this new product line-up builds significantly on that success.

“With improved safety, enhanced environmental credentials, and new drivetrain technologies, our customers are getting trucks that are smarter, safer, and even more capable.”

There will be plenty more to discover as the new Isuzu lineup rolls out over the coming months – including the new 9-speed dual clutch transmission at the top of the N Series range and details of the 30t GVM FYJ and FYH 8x4 models at the heavy end of the F Series family powered with the 9.8-litre 6UZ1 engine developing 355PS.

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Tokoroa’s LoadCo Limited has put its fourth new Kenworth to work. The T659 logger is driven by Marc Collins hauling logs from the central North Island forests.

A Euro V Cummins X15 in 600.615hp spec with 2050 lb-ft of torque drives to an Eaton RTLO 22918 manual 18-speed Roadranger and Meritor 46-160 rear axles while non-load share front suspension combines with Airglide 460 rear suspension. Features include twin 7-inch tail pipes, stainless drop visor, Kentweld front bumper with single tow pin, stainless air cleaners with raised air intakes and Eagle intakes plus air cleaner lights bar.

Sold by Adam McIntosh.

Registrations remain sluggish NEW TRUCK REGISTRATIONS FROM JULY ARE AGAIN well behind last year’s figures as truck sales continue to reflect the overall state of the New Zealand economy.

The monthly registrations showed just 367 new truck sales, well behind the July 2024 volume of 446 registrations, equating to a 17.7% year-on-year decrease.

Year-to-date the 2,126 registrations in the first seven months of the year compares to 3,275 in the same period last year.

The YTD tally of 550 trailer registrations is 40.68% down on last year’s 926 units registered by July 2024 and 45.9% down on the record year-to-date total of 1017 new trailers registered in Jan-July 2018.

Isuzu continues to lead the overall truck market (4.5-tonne GVM and above) with 64 registrations in July advancing its total to 397 units.

Hino (329/53) remains in second, ahead of Fuso (312/83) while Scania (223/32) continues in fourth position. Kenworth (140/20) snuck one registration ahead of Volvo (139/19) during July while Iveco (124/17) retains seventh ahead of DAF (77/13), Foton (71/16) and Mercedes-Benz (69/5) claiming tenth position.

Isuzu holds a market share of 18.7% YTD (down from 20.8% at the same point last year) while Hino has improved its market share from 10.4% to 15.5% in the same period. Fuso was the top-selling brand in July and holds 14.7% market share YTD. In the 3.5-4.5t crossover segment Fiat (168/26) leads the July market to regain the top spot ahead of LDV (156/13), Mercedes-Benz

(89/18), Ford (54/11) and Volkswagen (38/0).

Isuzu’s market leadership is built on the light and medium segments. In the 4.5-7.5t class Isuzu (140/17) continues to lead YTD, ahead of Fuso (112/30) and Iveco (70/7). Next are Hino (61/14), Foton (47/13) and Mercedes-Benz (40/2).

In the 7.5-15t division, Isuzu (172/36) is extending its lead ahead of Hino (115/17) and Fuso (99/29). Foton (24/3), Hyundai (18/1), Iveco (16/2) all retain their places while MAN (10/10) joins the market with 10 registrations in July.

In the 15-20.5t segment, Hino (39/4) continues to lead over Fuso (15/5), UD (10/3) and Iveco (6/4).

There were no surprises in the small 20.5-23t segment with Hino (11/3) retaining the top spot with three registrations. Scania (6/2) was the only other manufacturer to register units in July.

In the premium 23t-maximum GVM division, Scania (211/30) stands firm in the number one position ahead of Kenworth (140/20), Volvo (134/18) and Hino (103/15).

Fuso (85/19) moves ahead of Isuzu (79/10) while DAF (77/13), UD (57/8), Iveco (31/4) and Mercedes-Benz (24/2) all hold their positions to round out the top-10.

In the trailer market, the clear leader again for the month of July was Fruehauf (83/10). It’s a closer battle for second ranking between Transport Trailers (48/5) and Patchell (43/7). Next are Roadmaster (39/7), Domett (31/3), TMC (27/5), M.T.E (25/5) and Transfleet (21/4) to round out the top-10 manufacturers.

Truck & Driver | 79

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

Vol 397 329 312 223 140 139 124 77 71 69 69 51 34 25 13 11 9 8 8 6 5 1 1 4 2126

2025

% 18.7 15.5 14.7 10.5 6.6 6.5 5.8 3.6 3.3 3.2 3.2 2.4 1.6 1.2 0.6 0.5 0.4 0.4 0.4 0.3 0.2 0.0 0.0 0.2 100

Vol 64 53 83 32 20 19 17 13 16 5 11 8 3 13 1 3 0 0 3 2 1 0 0 0 367

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

Vol 168 156 89 54 38 23 12 8 1 1 550

2025

% 30.5 28.4 16.2 9.8 6.9 4.2 2.2 1.5 0.2 0.2 100

Vol 26 13 18 11 0 7 3 1 0 1 80

4501-7500kg GVM Brand ISUZU FUSO IVECO HINO FOTON MERCEDES-BENZ VOLKSWAGEN HYUNDAI FIAT JAC RAM Total 80 | Truck & Driver

Vol 140 112 70 61 47 40 34 32 13 7 4 560

2025

% 25.0 20.0 12.5 10.9 8.4 7.1 6.1 5.7 2.3 1.3 0.7 100.0

Vol 17 30 7 14 13 2 3 7 1 0 0 94

July

July

July

23,001kg-max GVM % 17.4 14.4 22.6 8.7 5.4 5.2 4.6 3.5 4.4 1.4 3.0 2.2 0.8 3.5 0.3 0.8 0.0 0.0 0.8 0.5 0.3 0.0 0.0 0.0 100

% 32.5 16.3 22.5 13.8 0.0 8.8 3.8 1.3 0.0 1.3 100

% 18.1 31.9 7.4 14.9 13.8 2.1 3.2 7.4 1.1 0.0 0.0 100

A Swedish built Volvo FH 16 650 6x4 tractor unit is working North Island-wide for P.J. & B.R. Martin Transport, driven by Mike Messiter and Tom Martin for NZ Post. The Euro 6 D16 develops 650hp and 3150Nm of torque teamed with a Volvo I-Shift 12-speed AMT, RTS 2370B rear axles, 8-bag rear air suspension, and disc brakes. The Volvo advanced safety suite includes LCS, LKA, DAS, ACC, EBA and a passenger side view camera. A new build Fruehauf 6-axle curtainsider B-train runs behind the Volvo. Sold by Mark Ellerington.

7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON HYUNDAI IVECO MAN MERCEDES-BENZ SHACMAN UD SCANIA JAC Total

Vol 172 115 99 24 18 16 10 4 3 2 1 1 465

2025

% 37.0 24.7 21.3 5.2 3.9 3.4 2.2 0.9 0.6 0.4 0.2 0.2 100

Vol 36 17 29 3 1 2 10 0 0 0 0 0 98

15,001-20,500kg GVM Brand HINO FUSO UD IVECO SCANIA VOLVO ISUZU MAN FREIGHTLINER SHACMAN MERCEDES-BENZ Total

Vol 39 15 10 6 5 5 4 2 1 1 1 89

2025

% 43.8 16.9 11.2 6.7 5.6 5.6 4.5 2.2 1.1 1.1 1.1 100

Vol 4 5 3 4 0 1 1 0 0 0 1 19

20,501-23,000kg GVM Brand HINO SCANIA ISUZU FUSO IVECO Total

Vol 11 6 2 1 1 21

2025

% 52.4 28.6 9.5 4.8 4.8 100

Vol 3 2 0 0 0 5

July

July

July

% 36.7 17.3 29.6 3.1 1.0 2.0 10.2 0.0 0.0 0.0 0.0 0.0 100

% 21.1 26.3 15.8 21.1 0.0 5.3 5.3 0.0 0.0 0.0 5.3 100

% 60.0 40.0 0.0 0.0 0.0 100

Brand SCANIA KENWORTH VOLVO HINO FUSO ISUZU DAF UD IVECO MERCEDES-BENZ MAN SINOTRUK FREIGHTLINER INTERNATIONAL MACK SHACMAN SANY FAW HYUNDAI Total

Vol 211 140 134 103 85 79 77 57 31 24 13 11 8 8 5 2 1 1 1 991

2025

% 21.3 14.1 13.5 10.4 8.6 8.0 7.8 5.8 3.1 2.4 1.3 1.1 0.8 0.8 0.5 0.2 0.1 0.1 0.1 100

Vol 30 20 18 15 19 10 13 8 4 2 3 3 0 3 1 2 0 0 0 151

Trailers Brand Vol FRUEHAUF 83 TRANSPORT TRAILERS 48 PATCHELL 43 39 ROADMASTER DOMETT 31 TMC 27 TES 25 M.T.E. 25 TRANSFLEET 21 18 LOWES TANKER 14 FAIRFAX 14 13 JACKSON CWS 11 KRAFT 10 MILLS TUI 7 MD ENGINEERING 6 SEC 6 5 LUSK TRT 5 WARREN 5 PTE 5 MTC EQUIPMENT 4 EVANS 4 STEELBRO 4 TEO 4 HAMMAR 4 MAKARANUI 3 LILLEY 2 OTHER 64 Total 550

2025

% 15.1 8.7 7.8 7.1 5.6 4.9 4.5 4.5 3.8 3.3 2.5 2.5 2.4 2.0 1.8 1.3 1.1 1.1 0.9 0.9 0.9 0.9 0.7 0.7 1.0 0.7 0.7 0.5 0.4 11.6 100

Vol 10 5 7 7 3 5 4 5 4 3 2 5 2 0 1 2 0 0 0 0 0 2 0 0 1 1 1 0 0 12 82

July

July

% 19.9 13.2 11.9 9.9 12.6 6.6 8.6 5.3 2.6 1.3 2.0 2.0 0.0 2.0 0.7 1.3 0.0 0.0 0.0 100

% 12.2 6.1 8.5 8.5 3.7 6.1 4.9 6.1 4.9 3.7 2.4 6.1 2.4 0.0 1.2 2.4 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.0 1.2 1.2 1.2 0.0 0.0 14.6 100

A new Isuzu FVY 1400 Auto driven by Parnam Singh is one of three operated by Simjaz Virk Transport to move import and export freight to and from Auckland Airport and Mainfreight’s Airport Oaks depot. The 300hp 6x4 with Allison 3500 6-speed automatic is a custom unit with Matt Moir from CAL Isuzu Manukau coordinating the build. It features a 9.6m air-controlled 3-part pop up roller deck to cart 3 x airfreight PMC units which was built and fitted by Airport Equipment in Airport Oaks.

The spec also features a roof kit, side skirts, sun visor and stone guard by Visor Distributors. Auckland Truck Alignment fitted the Super Singles and alloy wheels and Elite Truck Specialist dealt with the rear overhang extension and lighting kit. The team at CFX Penrose laid down the Mainfreight paint and branding to perfection.

Gisborne-based Earthwork Solutions has a new Kenworth T610 SAR for its civil and earthmoving projects. Owner Matt Meads has paired the 6x4 with a Transport Trailers Hardox tipper body and matching 4-axle trailer. The Euro V Cummins X15 produces 600hp and 2050 lb-ft of torque with an Eaton Fuller FO20E318B MXP Ultrashift Plus transmission, Meritor axles and drum brakes, Airglide 460 rear air suspension and Alcoa Dura-bright outer wheels. Features include a Brolube auto greasing system and TRT Traction Air CTI system. Fleet Image Te Awamutu did the clear coating on the tanks and bumper with signage by BDS Tinting & Graphics Te Awamutu. Sold by Tim Finlay.

Truck & Driver | 81

A second new Mercedes-Benz Actros 2663 LS35 has recently been commissioned by Dunedin’s McKillop Contracting. The 6x4 tractor is double shifted between Invercargill and Christchurch with Foodstuff ’s transport company TSI. The 630hp OM473 develops 3000Nm of torque and the Actros is equipped with the Active Brake Assist 5 safety package to ensure groceries are delivered safely and on-time. Sold by Tristan Duffell.

The new Panjab Logistics Scania R 560 A8x4NB tractor unit has started work on a daily Auckland-Palmerston North Foodstuffs run towing a refrigerated quad semi.

The 8x4 with Euro VI DC13 engine producing 560hp has a 14-speed Opticruise G33CM transmission with 4700D retarder, RB662 hypoid rear end, air suspension front and rear and ABS/EBS disc brakes. The sleeper cab features leather trim and a fridge. The cab and chassis paint are by Fleet Image (Te Awamutu) with signage

by Caulfield Signs (Rotorua). The fifth wheel is factory fitted, and the slider was fitted by Scania New Zealand NVP Centre. Sold by Callan Short.

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Order online: transporting.nz/shop or contact admin@transporting.nz

82 | Truck & Driver

Mills-Tu

A new 160t-rated Kenworth K220 is on heavy haul transporter duty for Porirua-based Bryce O’Sullivan Contracting (BOSCO). The 2.3m flat roof sleeper cab 6x4 is driven by Hamish Voight and has a Euro V Cummins X15 with 620hp and 2050 lb-ft of torque, an Eaton Roadranger RTLO22198B manual 18-speed transmission and Meritor MFS73 front axle with Super single front rims and 385/65 tyres.

The drive is delivered via DANA D52-190 axles with 4.56:1 ratio rated to 23.6t riding on Neway AD246/10 4-bag air suspension with 10-inch ride height. The interior has Grey Graphite trim, chrome gauges, smart wheel, digital dash cluster, fridge under lower bunk, wood dash panels, air conditioning, ISRI air seats, and hands-free phone in touch screen audio with MP3 player.

The exterior features Durabright alloys, stainless drop visor, stainless extras to cab with twin intakes and twin vertical exhausts, stainless moto mirrors, custom grill and grill bars, alloy bumper with heavy duty tow hitch, extra cab marker lights, and painted rectangle fuel tanks. A 90mm Kompensating fifth wheel is fitted. Lilly HT and Hogan Contracting body builders did all the rear chassis rigging and hydraulics setup, plus heavy tow points front and rear. Cab paint by Total Truck Painters in Palmerston North.

11 OCTOBER 2025

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A new Kenworth K220 8x4 livestock unit for CR Grace Ltd/ Glen Oroua Transport Ltd is being driven by Dennis (Boof ) Reynolds. Based at Rongotea, the Aerodyne 2.3 Sleeper cab has a 620hp Euro V Cummins X15 with 2050 lb-ft of torque matched to an Eaton Roadranger RTLO20198B manual 18-speed transmission. It rides on Meritor MFS66-122 front leaf suspension with Meritor MT21-156GP rear axles and Primaax PAX462 air suspension. Features include charcoal trim, chrome gauges, smart wheel, digital dash cluster, fridge, microwave, leather air seats package and wood dash panels. The exterior has Dura-bright alloys, a stainless drop visor, custom grill bars, alloy bumper, extra roof marker lights and LED spot lights. A Jackson Enterprises livestock deck with Delta alloy 2/4 deck livestock crate is fitted and the 5-axle Jackson trailer has alloy wheels, disc brakes, EBS, and air suspension. The cab has factory paint with striping by Custom Art (Tony Walton) in Feilding. Sold by Mark O’Hara.

Whitianga is home base for a new Holcim (NZ) UD Quon 8x4 concrete mixer working in the Coromandel and Hauraki regions. The CG30-360 variant has the GH8F engine and Allison 3200 6-speed auto transmission with Gen-5 adaptive shift, single reduction rear axles with hypoid gear, multi-leaf rear suspension and ABS/EBS disc brakes. Safety features include Forward Collision Warning, Lane Departure Warning and Electronic Stability Control.

Engineering & Plant Services built the body and Fleet Image (Auckland) did the signage.

84 | Truck & Driver

A 10x4 Hino 700 heavy machinery transporter is the first Hino in the 40-year history of Rhodes for Roads at Warkworth. The FY 3248 AMT 5935 with Euro VI 480hp engine and 16-speed TraXon AMT has a transmission intarder, Jake Brake, inter-axle differential and cross locks, plus rear air suspension. The custom transporter deck was built by Koromiko Engineering with paint by Comm-Fleet Northland.

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From $65.00 EACH + GST $1280+GST

GENUINE MechanicalPARTS

Air Auto parts you need? CallAuto us we can help Conditioning Service & Repairs TORQUE JAPANESE TORQUEElectrical Available at our Penrose and Papakura locations USHwww.tdm.co.nz ROD BUSH

0800 501 133

H + GST

$30.00 EACH + GST

Penrose, Auckland  Email: ray@tdm.co.nz I john@tdm.co.nz

EG35454

TORQUE USH

JAPANESE TORQUE ROD BUSH

Can’t find the parts you need? Call us we can$30.00 helpEACH + GST www.tdm.co.nz

TRANSPORT, DIESEL & MARINE

Ph: 0800 501 133

8 Prescott Street, Penrose, Auckland  Email: ray@tdm.co.nz I john@tdm.co.nz Truck & Driver | 87

CLASSIFIED

TRUCK & DRIVER

NEED SPRINGS?

WE HAVE SPRINGS

Parabolic springs & leaves, multi leaf springs & leaves, coil springs, shackle pins, bushes and U/bolts

0+ ye6ar s in business

Rotorua:

35-37 Sunset Rd, Ph: (07) 348 0169

Auckland:

39 Tironui Rd, Takanini, Ph: (09) 298 4162

sales@hoisthydraulics.net

6860/875 PRO

6860/875

EG28872

0800 856 700 (09) 8186 287

EG30643

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

6860/870 NZ

Hamilton:

116 Colombo St, Frankton, Ph: (07) 847 9343

sales@autosprings.co.nz www.autosprings.co.nz

6860/880

6500/517

OEM SEATS AND CERTIFIED BRACKETS AND HARDWARE TO WORK FOR ALL BRANDS!!

HINO, ISUZU, FREIGHTLINER, MERCEDES, KENWORTH, UD NISSAN, DAF AND MORE...

88 | Truck & Driver

TEMPLETON 357 West Coast Road LUGGATE 86 Church Rd

Engineering Workshops available at these locations.

COF available at these locations.

Contact Transport Repairs for more details and to order:

TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS

TD35399

PARTS AND SERVICE 0800 875 747

MAN CONFIDENCE N AVAILA OW BL 30 NOV E UNTIL CONTA 2025.

CT TODAY! US

Offer Extended Due to Popular Demand!

With up to five years and a million-kilometre warranty*, you can feel confident with MAN every step of the journey. MAN delivers low-cost R&M plans, nation-wide aftersales support, 24/7 roadside assist, and more, ensuring ultimate peace of mind.

Contact us

Penske Auckland Penske Tauranga

0800 782 762 Scan here for more information

0800 626 782

Penske Christchurch 0800 828 878 nzsales@penskeanz.com

This offer is valid until 30 November 2025 and available to the New Zealand market only. *Model dependent and select stock units only.

man.co.nz