NZ Truck & Driver September 2021

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Issue 249

FLEET FOCUS Small….but perfectly formed FEATURE Canterbury centenarian

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CONTENTS Issue 249 – September 2021 4 Aeolus News

The latest in the world of transport, including….TIL Logistics gets new name, branding…and directors; MaxiTRANS split up, trailer business sold; Traton now aims for China expansion

24 Giti Tyres Big Test

Getting logs out of steep forest harvesting locations to skid sites can be half the battle.

So logging contractor Gareth White has come up with a unique solution – hiring out ultra-capable all-wheel-drive offroad trucks…for a day, a month…or longer

43 Transport Forum

Latest news from the Road Transport Forum NZ, including…..roading and supporting infrastructure the key to transitioning heavy transport to a low-emissions future; Te ara ki tua Road to success gains the support of 36 companies so far

MANAGEMENT

52 Teletrac Navman Fleet Focus REGULARS Even though he’s steeped in Dunedin trucking’s history over the last half-century (between him and his Dad, they’ve clockedup over 90 years as truckies…so far) Steve Martin reckons that it’s almost by chance that he now has his own fleet making its mark

FEATURES

89 National Road Carriers Association

81 Canterbury centenarian

91 Road Transport Association NZ

One hundred years under the ownership of the founding family is a remarkable achievement – one that Frews will celebrate next month

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

ART DEPARTMENT Design & Production Luca Bempensante

Helen Scott

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

EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston

027 233 0090

trudy@trucker.co.nz

Associate Editor

Brian Cowan

ADMINISTRATION Sue Woolston MANAGER accounts@trucker.co.nz

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston

For new NRC COO James Smith, returning to the association is like going back to the future

The soon-to-be-independent Daimler Truck makes it very clear where its future lies

Advertising

PO Box 48 074 AUCKLAND 09 826 0494

COLUMNS

70 Daimler opens the door…to its electric future

CONTRIBUTORS Gerald Shacklock Dave McLeod Olivia Beauchamp Andrew Geddes

Editorial office Phone

New truck and trailer registrations for July

The recent death of Carl Urlich at the age of 75 ended a legendary career behind the wheel

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

Wayne Munro 021 955 099 waynemunro@xtra.co.nz

Recognising NZ’s best-looking truck fleets….including a giant pullout poster of this month’s finalist

93 CrediFlex Recently Registered

68 Southpac Trucks Legends

Publisher

EDITORIAL Editor

80/ NZ Transport Imaging 81 Awards

027 448 8768 hayden@trucker.co.nz Dion Rout 027 491 1110 dion@trucker.co.nz

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The recent Howl of Protest by farmers, contractors, tradies and some transport operators showed the power of a single, united voice in taking on Government policies

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Truck & Driver | 3

NEWS

MaxiTRANS being sold

ONE OF AUSTRALIA’S LEADING HEAVY TRAILER manufacturers, MaxiTRANS, is selling its trailer business, including its New Zealand operations.

The sale, to the Australian Trailer Solutions Group – reportedly a recentlyestablished group of Aussie investors – is worth more than $NZ50million.

MaxiTRANS says that, to enable the sale, it is separating its trailer manufacturing, sales and service operation and its MaxiPARTS truck and trailer parts operation – the current owners retaining the latter.

The sale includes MaxiTRANS factory property in Ballarat, Victoria, its entire manufacturing operations (two in Victoria, one in Queensland and one in Auckland), plus company-owned dealerships and service centres (including one in Christchurch) And, subject to the finalisation of that $NZ31.65m deal, the company says it is well advanced in discussions to sell two other MaxiTRANS factories it owns in Australia to a third party – for $NZ18.89m.

The deal is subject to shareholder signoff, but MaxiTRANS managing director and CEO Dean Jenkins says the sale – which includes the MaxiTRANS name – “creates two simplified and more focused businesses.

“In recent years, the financial performance of trailers has been volatile. Having

explored a range of alternatives to address these issues, we have concluded that these steps provide the best outcome for our shareholders, customers and people, while also creating a brighter future for the trailers business under ATSG’s ownership.

“A standalone MaxiPARTS will have a stronger financial platform from which to develop its market-leading position and greater financial flexibility to play a prominent role in industry consolidation. It will also be a less complex business, which will enable a significant reduction in corporate overhead costs.”

The current owners and the purchasers have formally agreed to continue working together into the future.

Says Jenkins: “For over 75 years, we have been building MaxiTRANS into one of the transport industry’s leading companies. MaxiTRANS and MaxiPARTS will continue to build on this heritage, with our ongoing commitment to our customers, employees, suppliers, and the transport industry to deliver safer, more efficient, and reliable transport solutions.”

MaxiTRANS celebrated 75 years of the Freighter brand in March this year.

The company began building MaxiCUBE trailers at its Auckland factory in 1995. MaxiTRANS NZ ranks as one of the country’s top 10 trailer manufacturers – selling 42 Freighter and 10 MaxiCUBE trailers here in the first seven months of this year. T&D

MaxiTRANS has a stable of trailer brands, including Freighter and MaxiCUBE – both of which are also built and sold in NZ. Its prominent role in the Australian trailer market has traditionally seen it take an appropriately major stand at the Brisbane Truck Show (below)

4 | Truck & Driver

NEWS

TIL Logistics MOVes into “new era” ONE OF NEW ZEALAND’S BIGGEST FREIGHT AND LOGISTICS operators, TIL Logistics Group, has changed its name – to MOVe Logistics Group.

The name change is, it says, “signalling a new era in the company’s 150+ year history.”

And to back that up it has also revealed a “rejuvenated” board – featuring two recently-appointed directors….both former senior Mainfreight executives.

MOVe is the latest name change for a company that had its beginnings in 1869, when John Hooker started up as a horse and cart carrier in Taranaki.

The company has long since evolved from a regional carrier into a road transport and logistics major.

It offers services across five divisions – freight, logistics and warehousing, fuel, international and specialist lifting and transport.

The MOVe brand will bring together “the company’s diverse range of services into one integrated end-to-end supply chain logistics solution for customers,” it says.

The company adds that the new name not only captures the essence of its services, but also “builds on the heritage of the past to ‘move ahead’ as it looks to become the preferred transport and logistics provider – both in NZ and beyond.”

MOVe Logistics Group chairman Trevor Janes says: “Our customers are increasingly wanting an end-to-end supply chain solution, which we can provide with our nationwide network and range of services.

“It makes sense to bring our brands and businesses together under one banner.

This unified approach and a more united brand presence will make it easier for us to be seen – and easier for our customers to identify the group as a whole, providing a connected range of transport and logistics solutions.

“We have an outstanding team, a great business and now, a new name. Our people are excited to be part of a strong team and a new brand that moves us into the future.”

MOVe says that the new branding’s sloping orange banner reflects the speed and

agility of the business and builds on the heritage of the original Hooker and TIL brands.

Says Janes: “We are committed to creating a sustainable business that builds on the past 150 years and takes us into the future. Our people are fundamental to our business, and we are committed to creating great career pathways in an industry that is essential to NZ’s economy.”

He says that the company is also investigating alternative fuels such as hydrogen, is piloting an electric truck in its Auckland metro operations and is investing in new trucks using “advanced diesel engine technologies to reduce emissions and incab technology to ensure the best possible driver behaviour – another positive and important factor in lowering fuel consumption and emissions.”

On the same day that the company launched its new name and look ( July 27), it also revealed the key involvement of two former senior Mainfreight executives in the company’s so-called “new era.”

The announcement said that recently-appointed director and shareholder Chris Dunphy, a former Mainfreight executive director and onetime general manager of its international division, would also be taking on the role of executive director of MOVe….effective that day.

Dunphy had, said TIL, resigned from Mainfreight in 2003 “to pursue private investments in a number of freight, shipping and logistics businesses.”

Also announced was the appointment of new director Mark Newman – who’d held “senior leadership roles with Mainfreight for over 20 years.” That included spells as CEO of Mainfreight Europe and general manager NZ transport.

Said Janes: “TIL is moving into a new era, with a rejuvenated and experienced board providing support for our leadership team. The addition of two new directors in the last two months, both of whom have deep knowledge and hands-on experience in the transport industry, brings significant value to our business.” T&D

Top: One of the company’s curtainsider truck and trailer units shows off the new MOVe Logistics branding Right (both pictures): Two former senior Mainfreight execs, Mark Newman (right) and Chris Dunphy (far right) have joined the MOVe board – Dunphy also filling the role of executive director

Truck & Driver | 5

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NEWS

Running on whisky (well, sort of) SCOTCH WHISKY MAKER GLENFIDDICH HAS started converting its fleet of delivery trucks to run on low-emission biogas…. made from its own whisky distilling process.

The biogas is being produced from waste products resulting from the distilling process, as part of a “closed loop” sustainability initiative, the famous whisky brand says.

The distiller, which sells more than 14 million bottles of single malt whisky a year, says its whisky waste-based biogas is already powering three specially-converted trucks that transport Glenfiddich from its Dufftown distillery to bottling and packaging operations.

The Ivecos in the Glenfiddich fleet were running on liquefied natural gas. The company says it has around 20 trucks – but the technology could be applied throughout the delivery fleets within William Grant & Sons’ other whisky brands as well.

Glenfiddich has installed fuelling stations at Dufftown, in northeastern Scotland, using technology developed by parent company William Grant

& Sons to convert its production waste and residues into an ultra-lowcarbon fuel (ULCF) gas that produces minimal carbon dioxide and other harmful emissions.

Stuart Watts, distillery director at William Grant & Sons, says Glenfiddich has until now sold off spent grains left over from the malting process as a high-protein cattle feed.

But through anaerobic digestion – where bacteria break down organic matter, producing biogas – the distillery can also use liquid waste from the process to make fuel and eventually recycle all of its waste products this way.

“The thought process behind this was ‘what can we do that’s better for us all?’ ” says Watts.

The distiller says that the biogas cuts CO2 emissions by over 95% compared to diesel and other fossil fuels, and reduces other harmful particulates and greenhouse gas emissions by up to 99%. Each truck will displace up to 250 tonnes of CO2 annually, Glenfiddich says. T&D

Nikola’s good news/bad news IT’S BEEN A GOOD NEWS/BAD NEWS PERIOD FOR high-profile electric truck startup Nikola – with its founder charged with fraud…

And the company trying to resurrect its reputation by demonstrating a prototype genuinely driving under its own power.

Nikola creator Trevor Milton faced securities fraud charges in a New York court – alleging that he made false claims that Nikola was closer to releasing a functional product than it truly was….

And that he raised more than $US500million of investments in the process.

The charges allege that Milton used a staged video to create the false impression that its Nikola One tractor unit was capable of moving under its own power – when, in fact, the demo truck was simply rolling downhill.

Also, the charges allege that Milton falsely claimed the company was producing its own hydrogen fuels at below-market rates and had secured billions of dollars worth of truck orders.

Nikola, which has distanced itself from Milton (although he remains its largest shareholder), quickly followed up his indictment by releasing video footage of a newer Nikola Tre prototype driving….uphill.

In its description of the new footage, which it released at the same time as its second quarter financial results, Nikola Motors says: “Rough

terrain? Pull loads up a 12% grade? We’ve got this. Watch as the Tre BEV prototype is put through the paces in durability testing at the Indiana proving grounds.”

The Tre has been developed in partnership with Iveco and reportedly uses a Nikola-provided battery electric powertrain, housed in a rebadged Iveco S-Way cab and chassis. T&D A Nikola Tre prototype

Truck & Driver | 7

NEWS

North America… tick. Now for China FRESH FROM FINALISING ITS $US3.7BILLION ($NZ5.49bn) buyout of Navistar International, trucking giant Traton is now focusing on expansion into China.

It’s also driving forward with truck electrification – favouring batteryelectric technology rather than Daimler Truck’s twin strategy, developing both battery and hydrogen fuel cell technologies.

With finalisation of the Navistar acquisition – securing a foothold in the lucrative North American market – Traton CEO Matthias Grundler says the group is now “entering the final stretch of its Global Champion Strategy….. and will be focusing increasingly on the Chinese market as part of its future strategic direction.”

The “main aspects” of Traton’s strategy to become the world’s No. 1 truckmaker – overtaking Daimler Truck and the Volvo Group – have been implemented,” Grundler says.

Now it’s a matter of “filling-in the gaps we still have on our global map, in Asia. One word here: China,” he says.

“China is the world’s largest commercial vehicle market. Four out of 10 trucks over six tonnes sold worldwide, are sold to customers in China.

“Right now, we are analysing the best ways we can single-handedly leverage our brands’ potential there. Chinese fleet customers are increasingly looking toward higher-end vehicles. They are expecting more and more in terms of efficiency and safety. We want to meet this demand,” says Grundler.

Traton, which now has a stable of four truck makes – International, Scania, MAN and (in South America) Volkswagen – has already been working on building its presence in Asia.

It has a co-operation with Hino to develop electric trucks and for joint purchasing.

And Scania, building a wholly-owned truck factory near Shanghai, is the first western truckmaker to be granted approval for a fully independent manufacturing plant in China, Traton says. It will play an important role in the group’s plans in China.

Grundler says that the company has a new 13-litre common base engine (CBE), which will be “the last conventional drive to be developed by the Traton family and its brands” – the focus hereafter switching to electrification.

Scanias will install the CBE early next year and it will then be rolled out to Traton’s other brands and markets: “By 2025, every second heavy-duty truck of the Traton brands should be powered by the CBE.” Gründler says that the CBE bridges the gap to a battery-electric future – the

Traton’s purchase of Navistar International has given it a much-needed presence in North America. Now it needs to establish a foothold in the huge Chinese market

8 | Truck & Driver

Matthias Grundler

highly-efficient diesel offering “an eco-friendly solution while electric trucks still have a higher total cost of ownership than diesel ones.”

Says Grundler: “We want to become an electric leader.” And to achieve that it plans to spend 1.6 billion Euros ($NZ2.68bn) in the next four years – as it systematically shifts “our development spend away from conventional drives” to BEVs. He says that battery technology is now “a clear favourite” in alternative drives: “The kilowatt-hour price has been dropping much faster than predicted – meaning the total cost of ownership of electric trucks will quickly fall below that of their diesel counterparts.

“Electric vehicles are also cheaper to maintain and repair. This means they may already be more appealing than diesel trucks in terms of their total cost of ownership in 2025. By 2030, even a double-digit percentage saving is feasible – a crucial advantage in an industry like transportation, where margins are low.”

Batteries “will soon have the edge in virtually all applications – even compared to fuel cells. For the foreseeable future, battery-powered vehicles will be cheaper – especially in terms of their energy costs. Plus, three-quarters of the output energy is used to power the drive. For hydrogen-powered vehicles, it is only a quarter.”

The biggest challenge, Grundler says, is the establishment of a powerful, rapid-charging infrastructure for long-haul transportation: “This requires an enormous collective effort on the part of industry and policymakers, and we need to make a start on this here and now.” T&D

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NEWS

It’s trucking art ARTWORK FEATURING AN MAN TRUCK FROM THE 1980s headlines an online auction run by international art dealer Christie’s this month.

They’re not just any old pictures – they’re screen prints created by iconic American pop artist Andy Warhol.

Christie’s estimates that the series – being offered as a highlight of its Prints & Multiples Online-Only Sale, from September 16-28 – will sell for between £50,000 and £70,000 (approximately $NZ98,400-$NZ137,790).

The late Warhol was commissioned to produce a trucking-oriented artwork in 1985 by the German Federal Road Haulage Association.

German art dealer Hermann Wünsche was the co-publisher, having been one of the first gallerists to introduce Warhol’s work to Germany.

In 1976 he arranged for Warhol to make a portrait of Willy Brandt – Germany’s first post-World War 2 Social-Democratic Chancellor.

He then went on to commission a number of other Warhol works, including this series – ordered by the Road Haulage Association to mark its hosting of the 20th World Congress of the International Road Transport Union in Frankfurt in 1986.

Warhol chose to do four screen prints – repeating an image of a MAN F8 19.361, which was one of the most popular trucks on German roads in the ‘80s.

Says Christie’s: “The subject was very much in line with Warhol’s practice to work with everyday objects and images, such as soup cans, washing powder boxes, advertising posters, and iconic figures – real or fictional.

“The image of a cargo truck combined a certain quotidian blandness with charisma and visual force. After some experimentation with the lines

and colours, Warhol and the publishers produced a set of four prints in different colour combinations, with backgrounds in yellow, blue, red and black.”

These were printed in an edition of 60 impressions respectively, plus a small number of proofs and “not for sale” impressions. T&D

Driverless is go!

A DRIVERLESS TRUCK HAS OPERATED SAFELY ON A busy motorway in China – with no human intervention.

In a demonstration that’s said to be a first globally, the United Statesbased Plus showed off its autonomous capabilities under a special permit – running on the Wufengshan Highway in the Yangtze Delta region.

It says it’s on schedule to launch pilot operations of fully driverless trucks in controlled environments next year.

In a one minute, 24 second video of the demo, the autonomouslyoperated tractor unit – towing a semi-trailer – is seen overtaking other traffic and being overtaken…then negotiating an offramp, to halt at a layby.

Plus (formerly Plus.ai) had previously demonstrated a heavy truck being driven autonomously at a Chinese port in 2018.

Plus is also applying Level 4 technology to its PlusDrive system, with a driver present in the cab. PlusDrive can be integrated into new trucks or retro-fitted – making long-haul trucking “safer, more efficient, more comfortable, and better for the environment.”

It says it will start installing PlusDrive early next year and Chinese truckmaker FAW will mass-produce a truck equipped with the system later in 2021.

Plus co-founder Shawn Kerrigan says: “The driverless demo highlights the ability of our Level 4 autonomous driving technology to enable driverless highway operations in a semi truck. The demo shows the safety, maturity, and functionality of our technology, and we are excited to continue to work

US-based Plus has demoed its driverless truck capabilities in public – on a Chinese motorway....the truck operated completely autonomously closely with our suppliers, fleet customers, and OEM partners to further develop, test, and refine a driverless product for commercial deployment.”

Plus expects to launch pilot operations of a fully driverless truck for use in a dedicated environment in 2022. T&D Truck & Driver | 11

NEWS

Biden backs Mack...and other US manufacturers UNITED STATES PRESIDENT JOE Biden has paid a visit to a Mack Trucks assembly plant in Pennsylvania, reckoned he liked what he saw…and used the occasion to make a statement: “Buy American.”

And made it clear that he’s a strong proponent of Made in America – seeing domestic manufacturing as a means of securing critical supply chains.

Biden promises that under his watch, Buy American rules – long enshrined in US regulations intended to ensure that government funds are spent, first and foremost, on “American made” products – will be toughened up.

Biden said his administration is making the biggest enforcement changes to the Buy American Act in 70 years, to ensure that “loopholes” that allow the government to issue too many exemptions to the regulation are closed.

He’s also considering raising the threshold of the percentage of US-made parts in a product for it to be considered American made, for the purposes of deciding government contracts.

When there are no US-based companies

making a product the government is purchasing, the government can issue a waiver to purchase those goods offshore.

The waivers have resulted in tens of billions of dollars worth of purchases from nonAmerican sources: “Buy American has become a hollow promise,” Biden said, adding: “But my administration is going to make Buy American a reality.”

He’s created a Made in America office in the White House to oversee a toughening-up of the regulation – and “putting the weight of the federal government behind that commitment.

“If American companies know that we’re going to be buying from them, they’re going to be more inclined to hire and make key investments in the future in their companies, like you’re doing here.”

In Biden’s tour of the plant he saw firsthand Mack’s first fully electric heavy-duty truck, the Mack LR Electric battery-electric refuse truck.

Under his Build Back Better plan, Biden said, there’s a call for incentives for electric vehicle adoption and for increasing the amount of clean energy the US government buys.

He mentioned the LR Electric and said: “You know, there are more than 600,000 vehicles in the federal fleet….the largest portion of which are at the post office. As we work to electrify them … we’re going to be making a market for (electric) vehicles, supporting both good jobs being created, as well as innovation we need to electrify our transportation sector and clean up our environment.”

The Buy America Act specifies that in replacing government vehicles, the vehicle purchased must be “substantially all” made in America. Today, he said, that means a mere 55%.

He said he’s directing officials to rewrite the rules – to stipulate that replacement government vehicles must have a higher US-made content – 75%: “Substantially all” is going to mean substantially all.”

And he’s going to ensure that contractors must disclose the total domestic content of their products. At the moment, he said, no-one is checking: But, he added, “they got a new sheriff in town. We’re going to be checking.”

Biden also pledged action on the shortage

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NEWS Joe Biden speaking in the Mack factory

of computer chips and semiconductors and other critical parts and components needed to build vehicles – pointing out that the shortages impact “more than just vehicles – they enable so

much of our modern life. Our smartphones, our televisions, our medical equipment. That’s why we will be investing $50billion to have the best chip manufacturing in the world come and build

factories in the United States of America.”

That will ensure, he said, that Americans aren’t “held hostage” by shortages of critical parts and components. T&D

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NEWS The first intake of TransDiesel apprentices

So many applicants...

HEAV Y EQUIPMENT SUPPLIER TRANSDIESEL NEEDED five apprentices…and was overwhelmed with the response.

So when 280 hopefuls applied, it reviewed the calibre of the applicants… and decided to expand its intake to eight.

“As a Kiwi owned and operated business, TransDiesel is making significant investment in the future prosperity of the industry and people associated with it,” explains TransDiesel general manager, aftersales operations, Joe Gradwell.

“It is a difficult industry to break into, so we wanted to acknowledge the demand for places and open up the numbers of positions available.

“The talent of those applying was so high that we decided to almost double the intake, which also demonstrates TransDiesel’s own dedication to nurture local talent.”

The programme, established in 2020, will see the annual intake work throughout the business over three to four years, undertaking a variety of tasks and theory-based learning.

A specialised learning and development team works with the apprentices and national service and technical support manager Andrew Hodgkinson oversees the apprenticeship programme.

Various experts are also given the opportunity to mentor new talent, bringing fresh ideas and innovative thinking into the business.

At the end of the apprenticeship, which is aligned to a national qualification (in partnership with MITO), successful apprentices will receive a trade certificate recognising them as a Heavy Equipment Qualified Technician.

Career pathways within TransDiesel include sales, management and product support.

The 2021 apprentices – who come from all over the country – began their apprenticeships with initial training in Christchurch, before returning to their home areas, where they’re employed at their local TransDiesel branches.

TransDiesel recognises the importance of growing local talent to support its future workforce and is passionate about providing professional career pathways for all staff,” Gradwell says. T&D

Ferg fills MTD management role MTD TRUCKS HAS PROMOTED TECHNICAL SUPPORT team member Fergus (Ferg) Lusty to the role of national technical services and standards manager.

Lusty replaces Bruce Harris, who is retiring at the end of next month after more than 20 years in the company.

Lusty joined MTD in early 2019 after a career as a diesel technician and service manager for long-standing Volvo authorised service dealer Emmetts Truck Services.

MTD Trucks general manager Clive Jones says Lusty has “considerable heavy truck and brand-specific knowledge and will be tasked with continuing the exceptional work this team performs.”

He will also develop “new initiatives, processes and solutions to drive customer experience and product performance.”

Jones says Harris has given “immense dedication, professionalism and 14 | Truck & Driver

service to the Mack and Volvo brands for more than two decades. His dedication to excellence and the pursuit of ‘doing what’s right’ for our customers has always been second to none.” T&D

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Cummins has also developed hydrogen fuel cell systems and has signed a deal to convert Air Products’ 2000-truck fleet to hydrogen FCEVs Photo - Air Products

Cummins tests hydrogen engine GLOBAL ENGINEMAKER CUMMINS IS WORKING ON both hydrogen fuel cell electric technology…and a hydrogen-fuelled internal combustion engine.

It says that it’s now doing proof-of-concept testing of the engine, which taps Cummins’ “existing technology leadership” in gaseous-fuel applications and powertrain knowledge.

Cummins Engine Segment president Srikanth Padmanabhan says: “Cummins is thrilled about the potential of the hydrogen engine to reduce emissions and provide power and performance for customers.

“We are using all-new engine platforms equipped with the latest technologies to improve power density, reduce friction and improve thermal efficiency – allowing us to avoid the typical performance limitations and efficiency compromises associated with converting diesel or natural gas engines over to hydrogen fuel.

“We have made significant technological advancements and will continue moving forward. We are optimistic about bringing this solution to market.”

Once the current testing is completed, Cummins intends further evaluation of the hydrogen engine in on-highway and off-highway applications.

The hydrogen engines can use green hydrogen fuel, produced by Cummins-manufactured electrolysers – emitting near-zero CO2 and NOx emissions.

Cummins says the hydrogen engine has the potential to expand the technology options for sustainable transport – “complementing our capabilities in hydrogen fuel cell, battery electric and renewable natural gas powertrains.”

It offers OEMs and end-users the benefit “of continuing to use familiar mechanical drivelines, with vehicle and equipment integration mirroring that of current powertrains, while continuing to provide the power and capability for meeting application needs.”

Meantime, Cummins has signed an agreement with global industrial gases supplier Air Products, to supply hydrogen fuel cell electric powertrains to convert its fleet of around 2000 trucks to FCEVs – starting next year. T&D

New Freightliner exec FREIGHTLINER AUSTRALIA PACIFIC has appointed Rhett Beere its national sales and operations manager – covering Australia and New Zealand.

Beere has worked within the automotive industry for more than 18 years in a range of sales, marketing and commercial operations roles for companies including Holden Special Vehicles, Siemens and Holden Racing Team.

He joined Daimler Truck and Bus Australia Pacific three years ago as the marketing manager for Freightliner, and was vitally involved in the launch of the Cascadia 16 | Truck & Driver

and “setting a new benchmark for Freightliner marketing activities.”

Freightliner Truck and Bus Australia Pacific director Stephen Downes says Beere has the skill-set and drive to succeed in his new role: “Rhett’s energy and drive, along with his passion for the Freightliner brand, will be instrumental in the execution of Freightliner’s ambitious sales growth strategy.

“He is committed to working closely with our sales team and our dealer partners to leverage the potential of the Freightliner brand in Australia and NZ.” T&D

Rhett Beere

NEWS

OFFICE COMMUNICATION Southpac plans a new Rotorua branch SOUTHPAC TRUCKS, MANUKAU

As with all our new developments, a dedicated training bay and training room will be set aside to bring technical training to the dealership.

The Company’s growth in TRP parts, an important function of our objective to provide affordable parts solution to our customers, will have more warehouse and showroom space to accommodate truck, trailer and engine spares.

An artist’s impression of the new Rotorua branch being planned by Southpac

NEW ZEALAND KENWORTH AND DAF DEALER Southpac Trucks has finalised an agreement to buy Rotorua Forest Haulage’s current base in Vaughan Road, Rotorua.

With RFH moving to a new HQ, Southpac CEO Maarten Durent says the company will take possession of the property early next year.

Soon after, it will begin modifying the existing buildings to house its Rotorua branch – so it can relocate there from its current Te Ngae Road location.

“As the site is very large, further development and construction for a new dealership will commence in late 2022 or early 2023.”

Architects are now finalising plans for a new parts and service dealership at the new site.

Says Durent: “Once redeveloped, the Vaughan Road site will be an important asset to improve our parts and service support to our valued customers in the central North Island and the Bay of Plenty regions.

“The expanded engineering and workshop space will provide the resources to continue to expand the company’s successful growth in Kenworth and DAF truck sales.”

The facilities will include a dedicated training bay and training room so the dealership can host technical training sessions.

Adds Durent: “The growth in TRP parts – an important function of our objective to provide an affordable parts solution to our customers – will have more warehouse and showroom space to accommodate truck, trailer and engine spares.” T&D

I look forward to sharing more information about this exciting development as they become available.

New CablePrice GM of sales

CABLEPRICE LTD HAS APPOINTED James Magill its new general manager of sales.

Magill was formerly the company’s national equipment sales manager. He has already taken up his new role.

Prior to joining CablePrice, Magill Maarten Durent had an extensive background in sales, leadership and highChiefengineering, Executiveteam Officer level management within the construction industry.

Based at CablePrice’s Petone head office,

Magill is now responsible for providing executive leadership, management and strategic direction for all sales operations, across multiple teams and locations.

CablePrice managing director Aidan Mahony says that Magill’s new role is “an important addition to the leadership team, focused on providing a seamless end-toend experience for CablePrice customers.

“James brings a wealth of knowledge and experience to this role.” T&D

James Magill Truck & Driver | 17

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NEWS

The team at the Palmerston North Mercedes-Benz Vans full dealership

KAT extends Merc van representation

KEITH ANDREWS’ REPRESENTATION OF MERCEDESBenz Vans has been extended to a fourth North Island major centre, with its appointment as a sales, parts and service dealer in Palmerston North for the light commercials.

Also, in Wellington, Keith Andrews’ existing sites in Seaview and Porirua are now providing Merc light commercial and van parts and service support.

The company already represents Mercedes-Benz light commercials and vans in Whangarei, Auckland-South and Hamilton – providing sales, parts and service support at the three sites, as well as Mercedes-Benz passenger vehicle service and parts support in Whangarei.

KAT says the latest appointments, in Palmerston North and Wellington, “represent a further strengthening of KAT’s relationship with MercedesBenz Vans and continue the momentum towards a unified offering across KAT’s recently expanded North Island network.

Says managing director Aaron Smith: “We are pleased and extremely proud to bring our award-winning level of service to Mercedes-Benz light commercial and van customers in the lower North Island.

“Our proven track record in providing the highest level of customer service is demonstrated by numerous Mercedes-Benz Vans Dealer of the Year awards. That is the level we demand of ourselves and the level we are committed to delivering to each and every one of our customers.” T&D

CablePrice techs clean-up CABLEPRICE CHRISTCHURCH TECHNICIAN LUKE Heesterman has won the New Zealand FUSO Technical Master Competition – with two workmates claiming the other major places.

Second behind Heesterman was fellow CablePrice Christchurch tech Tom Trotter, with Alan Robson third.

They were three of five FUSO techs who emerged from the national knockout rounds to contest a two-day practical and written final at Fuso NZ’s Auckland training centre last month.

They competed over five hour-long assessments – two theory and three practical – covering technical knowledge, customer service, diagnostic process and overall efficiency.

Heesterman says that while it wasn’t his first time in the contest, this competition “proved to be relatively stressful and challenging. The contestants were of high calibre, combined with the time constraints we had to work to.

“I feel this experience will serve as a great learning curve while helping me improve as a technician.”

He won a new toolbox, a laptop and an oscilloscope automotive diagnostic tool.

CablePrice Christchurch service manager Paul Mulvihill says the company is proud of its three techs for their achievement. T&D

The victorious CablePrice techs (from left): Luke Heesterman, Alan Robson and Tom Trotter

Truck & Driver | 19

NEWS

HYDROGEN FUEL CELL TRUCK STARTUP HYZON IS reportedly part of one of the biggest projects in Europe to deploy heavy-duty zero emissions trucks.

Hyzon already has an agreement with New Zealand’s Hiringa Energy to deliver the first of 1500 FCEVs here next year – the order to be fulfilled over a five-year span.

In Europe it is one partner in the HyTrucks consortium, which says it will put 1000 hydrogen fuel cell trucks on the road between the ports of Antwerp, Rotterdam and Duisburg – in Belgium, the Netherlands and western Germany - by 2025.

And it will also establish 25 hydrogen refuelling stations in the same timeframe.

HyTrucks has been formed by Hyzon Motors, Air Liquide, DATS 24 and

Hyzon partners in big Euro H2 project

the three ports.

“We are convinced of the central role hydrogen will play in the energy transition, especially in heavy-duty applications,” says Diederick Luijten, vice president Hydrogen Energy Europe at Air Liquide.

Hyzon CEO Craig Knight says the project “has tapped Hyzon as a key supplier of hydrogen heavy trucks for the initiative.

“Collaboration will be central to this effort and key to scaling hydrogen mobility solutions worldwide so we’re excited to join the prominent members of HyTrucks and to supply our proven zero-emission heavy trucks.”

Hyzon says it has separately agreed to supply 1800 hydrogen FCEVs and up to 10 refuelling stations in Holland, also by 2025.

And it says it is a member of a European consortium of automotive companies that plans to deploy up to 100,000 H2 trucks by 2030. T&D

CablePrice adds Merc Van sales CABLEPRICE HAS ADDED NEW MERCEDES-BENZ Vans sales to its South Island dealer network – adding to the existing parts and service support for the light commercials.

The move “further strengthens our commitment to the Mercedes-Benz brand and our customers,” says CablePrice dealer principal Tim Upston.

“CablePrice now provides Mercedes-Benz Van customers with everything from new vehicle sales, scheduled servicing, routine maintenance, general repairs and roadside assistance.

“With our seven locations across the South Island we’re in the unique position of being able to provide our customers with one point of contact for all their vehicle requirements.”

“No matter where they are in the South Island, “a CablePrice branch is never far away.”

Diane Tarr, managing director Mercedes-Benz Vans Australia and New Zealand, says: “We are thrilled to expand our relationship with Tim and the CablePrice team into van sales. Their extensive understanding and coverage of the South Island significantly expands the accessibility of our Mercedes-Benz Vans products, and will provide the best possible customer experience.” T&D

20 | Truck & Driver

Tim Upston

NEWS

Hall’s MANs up

MAN HAS HAD A BOOST TO A relatively poor sales year so far, with Penske New Zealand’s Auckland dealership recently delivering the first five of 10 TGX 26.540s to Hall’s Transport.

The 6x4s, with roomy XLX cabs and a safety suite including electronic stability, emergency brake assistance and adaptive cruise control, are a “a key component of Hall’s fleet renewal programme,” Penske says.

“Penske has worked with Hall’s over many years, building a trusted relationship with its management and fleet teams and we’re excited to expand our partnership with this delivery of five more MANs,” says Penske NZ national truck sales manager Dean Hoverd.

“MAN’s 13 litre 540hp offering is renowned for superior versatility and remarkable reliability. These five trucks are the perfect team members for long-

haul work and will assist Hall’s in reaching its delivery targets.”

Russell Hickin, Hall’s Group chief operating officer, says the new MANs “will help with the demand we’re facing, particularly on inter‐island deliveries.”

MAN had registered 40 trucks (over 4.5 tonnes GVM) in the first seven months of this year, compared to 72 at the same point in 2019 – the last “normal” year of pre-COVID sales. T&D

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Trucking skateboards!

A LIGHTWEIGHT, HYDROGEN OR ALL-ELECTRIC “skateboard” has been developed by a French company – as the basis for zero emissions heavy-duty trucks….either manned or driverless.

Gaussin says its world-first ZEV rolling platform is modular and can be scaled to suit tractor unit or rigid formats, ranging from 18 tonnes to 44t.

Gaussin says its “skateboard,” designed for long-haul and short-haul applications, is aimed at traditional truck manufacturers, new entrants, truck bodybuilders and autonomous navigation software players – anyone, in fact, needing access to a hydrogen/battery-electric platform “for clean and intelligent transport.”

Gaussin plans a global rollout of its skateboards “as early as 2021” – with the platforms comprising “the key components and systems to produce nextgeneration road trucks.”

That includes an ultra-light chassis that it says weighs “400 kilograms less than other chassis on the market, as well as hydrogen tanks, fuel cells, electric motors, drives, axles and suspensions.

Customers will be able to integrate their own cabs, software and equipment configurations – making the skateboard the core truck technology for a variety of applications such as containers, tankers, tippers or general freight.

A long-distance hydrogen version of the tractor unit will have a refuelling time of less than 20 minutes for a range of 800kms, while the all-electric version for short distances will have a three-minute battery change time…. for a 400km range.

An “open” design will allow easy mechanical and software integration, including a universal plate to accept various bodies and/or equipment and an open interface for external autonomous driving software.

The Gaussin Group says it will speed up worldwide deployment of the concept by creating a network of licensees – aiming to manufacture and sell 450,000 skateboard vehicles within the next decade.

Gaussin truck division managing director Jean-Claude Bailly says: “For the first time in the world of heavy trucks, Gaussin has created a versatile platform enabling the various players in the sector to achieve an extremely rapid time-to-market.

“The solution will enable them to save precious time in project development, at a time when the heavy goods vehicle market is changing rapidly and innovation is a key differentiating factor, more than ever.”

The company says it will use an Nvidia platform, created for highly automated and autonomous driving, to provide the skateboard’s supercomputing capabilities.

Gaussin says it has also signed an agreement with a French hydrogen producer which will see them together supplying over a dozen hydrogen skateboards – including tippers and tractor units – plus a renewable hydrogen production and distribution station, to a major public works company.

Twelve on-site-only 10x4 tippers will have a 70t capability, an autonomous 10x4 skateboard platform will carry an additional 25% payload, and several 44t tractor units will have a range of 500kms. T&D

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Gaussin’s skateboard is intended to be the platform – equipped with a full hydrogen fuel cell or all-electric powertrain – that manufacturers worldwide can fit their own bodies too.... even run autonomously

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BIG TEST

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A small hauler landing on a steep hillside high above the coast near Waihi is exactly the environment that the Astra 8x8 was bought to deal with

Truck & Driver | 25

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A wide log bunk allows the Astra to cart 30 tonnes of logs up the steep hillside

EXT TO CUTTING THE TREES DOWN, THE BIGGEST challenge facing a log harvesting crew is shifting the wood out of the forest in a timely fashion.

In large, nicely-laid-out corporate forests it’s maybe not such a critical issue – because permanent, well-formed roads allow your average log trucks to get right onto the skid sites, load up and soon be on their way out.

But in many smaller forests, skids and landings can be a long way from good roads and tracks can be difficult and expensive to build, especially on steeper terrain.

Which is why there’s been a recent shift in focus to using heavyduty, offroad trucks to get logs out in a two-staging operation.

Trouble is, no two forests are alike – and a big, purposebuilt log transporter might only be required for some jobs….and not others.

So it could be parked up for long periods….not used to anything like its full potential. And that probably makes it uneconomic for a lot of contractors.

Step up Tokoroa-based logging contractor Gareth White: Exactly for these reasons, he’s established a unique service that hires out all-wheel-drive log transporters to crews that need them….whether that’s for just a day, a week, a month...or longer.

Not only that – he also hires out the driver to go with the specialised units.

He explains why: “Two-staging has been around for a long time – but I thought that we needed a new approach.

“There’s a real need to shuttle wood out of these tight pads where the roads are marginal, so I looked around at what was available.”

Initially, he imported a secondhand Czech-built Tatra 815 8x8 for his own operation – the truck sourced from Western Australia, where

it had been used as a dumptruck in a mining operation.

With its bin replaced with a log bunk by Rotorua trailer specialists Patchell Industries, it went to work early last year…and did its job well, albeit with White’s realisation early on that it really lent itself to a hire service.

As he says: “I kind of realised that we don’t have a fulltime need for one ourselves. And that’s the same for most contractors.

“You have these pieces that you need the shuttle truck for – and you might only need it for say a month. Or even just a few days.”

Hence his decision to set up Off Road Trucking Services late last year – specifically to hire out all-wheel-drive log trucks purposebuilt for two-stage wood recovery in challenging log harvesting environments….anywhere around the country.

Says White: “When I set the Tatra up it was a little bit of an unknown. I wasn’t sure how well it was all going to work, although it became apparent pretty quickly how many benefits there were.

We hadn’t run it very long and I opted to put a brand-new truck on.”

The reliability and service/backup that come with a new truck was essential, he reasoned, and so set about researching the options… and ended up favouring an Astra HD9 8x8 – built by Iveco Astra, part of the Italian giant, CNH Industrial.

Astra’s specialist heavy-duty, off-highway truck manufacturing business has been under the Iveco umbrella since 1986.

The Off Road Trucking Services unit, purchased through local distributor AdvanceQuip, is actually the second Astra to go into forestry in New Zealand – the first working in Gisborne.

Other logging operators have turned to other makes to more efficiently shift logs from felling areas to log-processing skids – Northland’s Douglas Logging, for instance, first using an on-highway/ Truck & Driver | 27

off-highway MAN 6x6, then switching to 6x6 and 8x8 Scanias.

White says various factors played into him opting for the Astra: “Being able to source a truck was probably the biggest part of the decision. The wait time for trucks can be a hard thing, but these guys (AdvanceQuip) were very responsive and made it easy.”

That’s easy as in locating a suitable new 8x8 Astra already in Australia, thus saving time getting one shipped from Italy. It just happened to be the right spec for White too: “I was looking for a truck that could take a big payload – take the lengths without going any more than we needed to on dimensions.”

Another positive for White was the fact that the Astra has many components that are also run in Iveco highway trucks: “With the Astra, there are a number of benefits, like common parts. Being part of Iveco there’s good availability.”

Astra does have an 8x8 with a 60-tonne GVM, but White preferred the 48t GVM version, he explains when we join him and the Astra at a steep woodlot site on the coast north of the Bay of Plenty town of Waihi….a setting seemingly tailormade for the all-wheel-driver.

Says White: “As you can see from this site, there’s a lot of switchbacks on the tracks and very tight areas – and being that little bit shorter makes it easier to get around those turns.”

With a 13t tare weight, including its log bunk, the Astra can still easily cart 30t payloads (it’s actually rated to a maximum of 33t).

Importantly, fully loaded it can climb and manoeuvre like a mountain 28 | Truck & Driver

goat.

“With shorter wheelbases we can go a lot of places while still being able to take eight-metre-long logs or two packets of four metres,” says White – adding that, even with that extreme capability, the 8x8 is very easy to drive.

“This one came with the Tiptronic-style transmission, which means that it is still just a two-pedal drive and you can control the gears to help with the steeper sections. I didn’t want the (fully automatic) Allison – I prefer the variety of gears you can select manually, which means you have control over the terrain.”

This truck was also specced with the more powerful of two engine options, providing up to 520 horsepower/382 kilowatts and 2400 Newton metres/1770 pound foot of torque, that spreads its peak from as low as 1000rpm, up to 1440rpm.

That’s a serious amount of grunt, probably twice what you’d find in a dedicated log forwarder – not that Gareth ever considered a forwarder, nor even a converted ADT (articulated dump truck).

“Nah, a forwarder is not going to do it for you – they’re too slow and don’t take a high enough payload (there is one exception – a TimberPro 840) and they’re hard on the road. A forwarder would really struggle to get the volume up out of here.

“In the truck, you can cover the ground at a similar speed that you’d cover in a ute. And this truck is cheaper than a forwarder.... and an ADT.”

Above: The Astra nimbly goes where an on-highway log unit couldn’t hope to go – shuttling logs up the steep hillside to a more-accessible skid site

Right: Regular driver Garry (Hook) Willis reckons that getting into the Astra was “like Christmas!”

Below: Hook chains up the load, ready for another short, steep trip

Truck & Driver | 29

Right & lower right: The Cursor 13 engine and many of the Astra’s other components are common to other trucks in the Iveco stable – making parts more readily accessible Below: Off Road Trucking Services owner Gareth White (left) and Astra driver Garry Willis are happy with its performance

White also likes the fact that the Astra is purposebuilt as a heavyduty, off-highway truck that can also be used on-highway, which means that it can be driven to jobs, rather than transported.

“The other options are pretty much on-highway trucks converted to off-highway use, but with this one I was more confident that it could stand up to the tough work it’ll get in the forests,” he adds.

And being an off-the-shelf truck it’s also appealing that it doesn’t have to be adapted or upgraded before it goes to work – just needs to have a log bunk installed on the chassis. Thus it can go to work much sooner. And it comes with a manufacturer’s warranty.

This truck, for instance, went to work just a few weeks after arriving in the country at the end of last year – and was put to work initially with one of Gareth’s four crews, operating in Kaingaroa Forest, before then being hired out.

As for whether it’s proven a success – the answer to that is pretty obvious, when White reveals he’s just put a second, near-identical, unit on the road – this one first going to work in front of one of his existing four-axle Patchell log trailers....helping to meet the need to shift more logs in the central North Island’s off-highway network.

And he’ll put more on if the demand continues to grow.

The Off Road Trucking Services units have been hired out for periods ranging from just one day to the likes of the six-month contract that the Tatra is currently on in Gisborne. Their on-highway capability means that they can get to new jobs “pretty quickly.”

Here, at the foot of the Coromandel Peninsula, the 8x8 is working for Wood Marketing – in exactly the kind of challenging environment Gareth had in mind for it.

The Bruiser Contracting harvesting crew has positioned a tower on a tiny landing carved into a promontory high above the Pacific 30 | Truck & Driver

Ocean – hauling logs across a deep valley from the opposite hill.

There’s just enough room for a processor and a loader to join the hauler on this pad, plus a small space to store maybe one truckload of logs. Certainly not enough room to fit a standard log truck and trailer. Besides, getting a truck and trailer to the site and then back up the steep, tortuous track would be a mission….at best.

That’s why Wood Marketing brought in the Astra: It can cart almost as much as a truck and trailer in its single bunk, and has no trouble climbing steep, tight tracks with a full load….most of the time.

Even an 8x8 does, of course, have its limits. And when it’s really wet, health and safety and commonsense take over – dictating a halt to the operation.

The Astra shuttles logs up to a skid site that’s easier to access with a logtruck and trailer – almost one kilometre from the hauler landing. It’s on the skid-site that we get our first closeup encounter with the Astra.

It’s a serious piece of offroad kit and towers above us mere humans – probably half a metre taller than a normal log truck and standing fully 3.2 metres tall.

We meet Gareth, who’s on hand to talk to us about the concept behind this unusual unit, and the Astra’s regular driver Garry (Hook) Willis, at the skid-site.

Hook has just brought up another load of logs, so we’re able to see the skeleton of the truck under the log bunk and can confirm that it is built like the proverbial brick shithouse! The high tensile steel C-section chassis is reinforced with strong cross-members.

The log bolsters are fixed: They don’t need to fold because the truck won’t ever be carrying a trailer. Gareth says it’s all been

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Opposite page, both pictures: It’s a good climb to get up and into the Astra’s cab, but the grated steps and good grabhandles help

deliberately designed to be very simple and light...while capable of a good payload.

“We’ve gone for the 3.1m width between the bolsters. That means we’re as wide as we can be without needing to be piloted. With that wide bunk we can get an extra payload, with an extra log. Say if it’s an S-grade – we get six logs along the bottom, whereas we might only have got five. Going wide means you get your payload without going too high.”

There’s a big, strong headboard to protect the cab – but none at the rear. Gareth explains: “I learnt a lot from the Tatra that we first set up. We put a headboard at the back of that one – it wasn’t a slider, but it was a pain in the arse, because it really served no purpose.

“When loading, especially in these circumstances, they want to put their loads on reasonably quick and when you’ve got a big grab of logs it forces them up and over, which means there’s something else that can get banged into. And if the truck is going up a steep grade the load is still sliding around and can bang into either headboard if it isn’t secure.

“We chain up the load instead and we haven’t had any dramas with the logs moving at all.”

Unlike many modern logtrucks that have air suspension, the Astra uses parabolic leaf springs, with stabiliser bars, front and rear. That can make for a harsh ride…..but at least it’s designed for tough conditions.

To compensate to some degree, the cab is suspended on four

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It’s a one kilometre climb from the hauler landing to the skid site

vertical coil-over-shock units with an anti-sway bar. And to further soften the ride for the driver, there’s an air suspension driver’s seat.

The drivetrain is also practical, down to earth – starting with a Euro 5 Iveco Cursor 13 SCR engine, as used widely in Iveco’s Trakker on/off highway trucks. Yes, of course, it does require AdBlue topups…but then Gareth reckons there’s a payoff in the fact that the Astra is much cheaper to keep in fuel than a forwarder.

Power from the 12.9-litre engine goes through the ZF AS Tronic/ Iveco Astra Eurotronic II 16-speed automated manual transmission and a mechanical ZF Steyr 2700 high and low-range transfer case.

Of the four Kessler double hub reduction axles, the first and third axles are fitted with “distributors” to allocate torque between each axle pairing. As well, the first and second axles have a transverse diff lock and there are diff locks on the rear drive axles.

Before getting started on our test we tip the Astra’s cab to get a look at the engine, as well as lift the panel at the front to see how easy it is to do daily checks. On this truck greasing is done manually, but Gareth is considering an auto greaser for the second Astra.

With the cab back in place, it’s a steep climb to check the interior: The cab floor level is, after all, 1253mm off the ground.

But the climb is worth the effort: The high-riding cab is sourced from Iveco’s Trakker model and boasts many of the comfort and ergonomic features you’d expect in a modern on-highway truck.

Hook’s pathway to driving this Astra started out driving trucks in Tokoroa, before he moved onto off-highway loggers in Kinleith – then changed tack, to spend 19 years operating stackers at the port in Tauranga.

Then, he says: “I’d had enough of driving stackers and it was my

wife who saw this job advertised. She applied for it on my behalf….”

And he’s very grateful she did: “Going from what I was doing…. this is like Christmas! It’s super comfortable, with the latest airconditioning, air seating and everything.”

While the Astra is very capable Hook doesn’t take it for granted and never gets complacent: “With my health and safety background they trust me to make the right decisions – like last week, when we had all that rain.

“I got stuck on the hill and this crew has got good health and safety systems and they pulled the pin….two seconds before I was about to radio them myself to call it a day.

“Got back in the cab two days later and had made up the lost time and had all the wood trucked out and on the ground by lunchtime.

“If you take two packets of 3.9s it doesn’t take long to get the stocks down. Anything longer than a 3.9 I’ll just do one packet and fill it right up. With those wide bolsters you soon knock the log stacks back.

“We don’t have scales on there – just fill up to the top of the bolsters. With two packets of 3.9 green wood we’ll be running at about 30t payloads.

“The truck will pull that, and probably more…. You don’t notice it – only when you go into a corner. Rocks a little bit. but not much.

“I’m really, really impressed with it. It’s comfortable, quiet.” And very, very capable – as he happily proved to AdvanceQuip product manager Simon Davie on a job at Kawerau.

“It was an old skidder track…. I said to him ‘this will be a good test for your truck’ – and even he was a bit worried it wasn’t going to make it! But the truck cleared it no sweat.

Truck & Driver | 35

Top, both pictures: Instrumentation is practical and functional. The monitor is an essential extra – showing pictures for a retro-fitted reversing camera

Above: The Astra utilises the cab from Iveco’s Trakker on/off-highway model, so it’s pretty comfortable for a serious offroad truck Left: Dial it up! Eight wheel drive can easily be turned on “I did 11 loads on Friday and that included a couple of single packets of 5.9s – so around 350 tonnes – before I knocked off.

That’s not bad for a day’s work. The good thing is we can achieve that without having to push ourselves and take risks. And we take care of the machine at the same time.

“This isn’t a new idea, it’s been done before – like 20 years ago we were two-staging with stems using trucks off the super-skid in the Mamakus. Now we’re bringing it back.”

And bringing a whole new dimension to getting logs out of the forest. With this two-staging method taken into account right at the start of harvest planning, a forest engineer can design smaller and less costly landings for the haulers, as well as building roads that don’t have to cater for a truck and trailer – thus further reducing expenditure for the forest manager and forest owner.

Then, with Gareth White’s idea of hiring out trucks like the Astra for specific jobs, it can be a win for the contractor too.

36 | Truck & Driver

It’s time to see firsthand what the Astra can do – heading down the hill to the landing with the Astra driven by Stan Barlow, a former logtruck driver who is the forestry machinery tester for NZ Truck & Driver’s sister publication, NZ Logger. Hook rides shotgun. (NZ Truck & Driver tester Hayden Woolston will get his drive later. To see his impressions turn to Page 40).

On the pad, there’s just enough space for Stan to turn and back the truck up to the loader. It takes a while to manoeuvre into position before the loader can get started.

Stan likes the fact that being up so high, the driver gets “really good” vision. And he appreciates the view to the rear provided by an aftermarket camera and in-cab monitor.

He reports too that the Astra’s retardation – a combination of an Iveco Turbo Brake engine brake that’s good for 255kW/341hp, plus a ZF Intarder hydraulic retarder – “works bloody well. Hardly have to touch the brakes.”

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Clockwise from above: The hill, steep as it is, can be taken with the ZF AS Tronic/Iveco Eurotronic AMT in auto or manual mode......there’s not much room on the hauler landing to stockpile logs...... taking it easy and watching your mirrors are two essentials for the uphill haul....the Iveco Turbo Brake and the ZF Intarder hydraulic retarder easily control the descents

As the load goes on it’s clear to see why the Astra is equipped with its utilitarian suspension system, as Gareth points out: “The Tatra has independent suspension, so when it’s loaded the diff is pretty low and we didn’t really want to go with another independent truck. This one just doesn’t budge.”

Just as well. As Stan launches the now fully-loaded Astra up the slope, we note the deep wheel ruts on the track that have created a high pile of dirt under the diffs. No problem for the Astra’s 305mm minimum ground clearance.

He leaves the AS Tronic/Eurotronic AMT in automated mode for his first drive up the hill. Left to its own devices it pre-selects 2nd to start and holds it until the steep pinch of the hill eases.

Says Barlow: “It’s ideal – no hint of stalling and it changes up when it needs to. Perfect.”

For a second load, he selects Manual mode to start…and holds it: In this kind of situation, as he says, “you don’t really want 38 | Truck & Driver

to change if you don’t have to, so holding it in second gets out of that steep climb, until it levels out a bit and you can change up.”

At the top of the hill, Barlow hops out impressed – rating the Astra “one of the best offroad trucks I’ve ever driven. The mark of a good truck is how effortlessly it goes about its job – and even with 30t of green logs stowed in the bunk I only need to dab the accelerator to drive up a fairly steep track, such is the power and torque.

“Nothing else to do. The gearchanging can be done automatically. The steering is light, but still very positive for a truck approaching 50t all up. And the ride is not too bad for a heavily-sprung suspension system.”

On the hillclimb the tall 8x8 – with its load of logs stacked up to the top of its bolsters – does get a lean on in spots where the track slopes into corners.

Stan doesn’t find it a problem at all: “The load does sit very high, but the Astra feels stable. A little bit of rocking at times, but not much.”

Hook, he says, “mentioned that on one of the tougher corners it might feel a bit light in the steering. But to me it still felt engaged with the surface.

“The lock is pretty good, even though I buggered it up on one of the corners – just went a little bit too wide. And then you

can get yourself into trouble by going in too close – and there’s a danger it might clip the bank because the truck sits so high.

“After a few trips – once you know how high it is and how far you can go to the edge of the road – you get a good feel for it.”

Best of all though, he reckons, is the effectiveness of the 8x8 in quickly getting logs out of a tough environment: “In next to no time, you’re up at the top skid. Man, this thing can shift wood! If this is the future of two-staging, bring it on!” T&D Truck & Driver | 39

HT

Test

AYDEN REVOR

I

T’S NOT A TRUCK YOU SEE TOO OFTEN at all on New Zealand roads – and that’s the way it’s meant to be: The Astra 8x8 is a truck from the Italian truckmaker Iveco, built specifically for offroad work.

It doesn’t venture out onto the highways too often, but that doesn’t mean it can’t (for moving between jobs etc).

I last drove/tested one of these impressive trucks back in 2019 at a quarry just outside Christchurch: Isaac Construction had put an 8x6 Astra into work to test its efficiency over other quarry machines. By the sounds of things, it has proven itself: They have another in build.

That test was in a flat quarry environment, so with this Astra we’ve waited till its working in really challenging country for our test – going where other more conventional trucks can’t go.

So we catch up with Off Road Trucking Services’ 8x8 Astra hauling logs from a small working landing on a steep hillside – a place that conventional log trucks couldn’t get to – up to a skid site, where they’ll be loaded onto

Climbing away from the coast, the Astra earns its keep

40 | Truck & Driver

on-highway loggers.

For my first taste of the hillclimb, I ride with regular driver Hook at the wheel – just to see how this is done. In less than 30 minutes we’ve done the round trip. Easy huh! Now it’s my turn. It’s a good climb up into the cab, as expected in a purposebuilt off-highway truck.

The first step is a long way off the ground, but once you’re on that it’s an easy climb from there, with good grabhandles on each side.

Once in the cab it’s a very familiar layout: The cab is sourced from the Iveco Trakker model, so it boasts almost all of the comfort and ergonomics you get in European onhighway cabs.

From the driver’s seat you have the standard tacho and digital display in the centre, driver functions on the steering wheel and your Drive, Neutral and Reverse buttons to the left, on the dash – along with the aircon controls and an after-market screen for a reversing camera.

Down to the left of the driver’s seat are the power divider controls, with a high and low ratio choice, depending on the terrain – giving

Hayden Woolston

you the ability to drive all eight wheels. All four axles are equipped with diff locks to help in the really tricky stuff.

As I set off down to the hillside landing with the empty truck, the combination of the high cab and the steep slope, plus a relatively narrow road with big dropoffs on the right, is a bit unnerving.

I leave the ZF AS Tronic/Iveco Eurotronic

automated manual transmission in Auto mode, with the engine brake on and dabbing the service brakes when necessary to hold the truck back. The Astra does it comfortably…the driver not so much!

At the bottom of the hill, the nerves settle.

But then there’s the next challenge: Turning the truck around and backing up to the loader. It probably takes me an extra few tos and fros compared to Hook, as I’m not that keen on hanging the front of the cab over the cliff edge like him… The retro-fitted reversing camera definitely comes in handy here.

It doesn’t take long to get loaded and then, at nearly 50 tonnes all-up (that’s a 30t payload), it’s time to head back up the hill.

I leave the 16-speed AMT in Auto knowing that I can easily order a shift manually if I need to.

The 520hp Cursor 13 and the AMT work well together as we take off smoothly for the short run up to the first steep pinch. As we climb it the engine seems unfazed and the drive is made easy by this low road speed giving me time to concentrate on my road positioning.

The steering is light but gives good feel back to the driver. With the log bolsters being wider than the cab it’s just as well that the mirrors are good – helping to make sure we

stay clear of the banks.

The view out the front is also very good and I manage to get to the top with only one nervous moment – where I find that the throttle and brake pedals are very close together, when I have to stop just before the crest to wait for the loader to finish putting logs on a highway logtruck: I hit the wrong pedal momentarily.

Mostly I’m very surprised at how easily the truck has handled this climb, with such a decent load on. I don’t manage to get above 7th gear but the smoothness of the engine, transmission and throttle make it enjoyable – plus the ride is great considering the parabolic spring suspension. The air suspended seat does help with the ride, of course.

Another run leaves me convinced that this Astra is more than suitable for this application. In fact, for the next load, we have to wait till the crew has got more wood on the landing before we head back down the hill.

Hook and the Astra are able to easily keep up with the crew – and most of the time stay ahead of them, so you can’t complain about that. Also, the owner of the truck must be happy with its performance as well, as he’s now got a second one. T&D

• SPECIFICATIONS • IVECO ASTRA HD9 88.52 8x8 Engine: Iveco Cursor 13, inline six, Euro 5 (SCR) Capacity: 12.9 litres Maximum power: 382kW (520hp) @ 1900rpm Maximum torque: 2400Nm (1770 lb ft) @ 1000-1440rpm Fuel capacity: 300 litres (45 l. AdBlue) Transmission: ZF AS Tronic/Iveco Eurotronic II 16-speed automated manual Ratios: 1st – 16.41 2nd – 13.80 3rd – 11.28 4th – 9.49 5th – 7.76 6th – 6.53 7th – 5.43 8th – 4.57 9th – 3.59 10th – 3.02 11th – 2.47 12th – 2.08 13th – 1.70 14th – 1.43 15th – 1.19 16th – 1.00 Front axle: Kessler double reduction, with a torque distributor and a transverse differential lock for the two axles.

Combined rating of 21,000kg Rear axles: Kessler double reduction, with torque distributor and diff lock. Rated at 42,000kg Auxiliary brakes: Iveco Turbo Brake engine brake and ZF Intarder hydraulic retarder Front suspension: Parabolic leaf springs, shock absorbers, with 1st axle stabiliser bar Rear suspension: Parabolic leaf springs, shock absorbers, with 3rd axle stabiliser bar GVW: 48,000kg

Truck & Driver | 41

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

New Zealand’s current electricity generation capacity will not meet future demand, particularly with an increasing number of EVs

Low-emissions projects go hand-in-hand with good roads T

by Nick Leggett Chief Executive Road Transport Forum NZ

HE LACK OF CHARGING FACILITIES AND support infrastructure is one of the biggest barriers to the adoption of electric vehicles – in particular electric trucks – in New Zealand.

So I was pleased to see a battery-swapping station gain Government and industry support as part of the push to find solutions to heavy transport emissions.

The concept is pretty exciting: Etruck’s director Ross Linton plans to import a semi-robotic gantry from China that will be able to lift out and replace a two-and-a-half-tonne truck battery while you wait.

This will not only result in electric trucks being able to keep running with minimal downtime, but also allow the batteries to be charged at a time when demand for electricity is lower.

The Road Transport Forum (RTF) supports the ongoing development of alternative technologies that move us towards a low-carbon future. But to gain acceptance, the technology needs to be as simple and convenient as the status quo, and that means driving into a fuel station, filling up and driving off. Which is why this project sounds like it’s on the right track.

We know the infrastructure required to support EVs and other alternative transport fuels is challenging. It will require a massive

amount of energy on top of what our current generation capacity is now, which is presenting the Government with some problems.

One solution being looked at is what is called the NZ Battery Project – an investigation into whether places like Lake Onslow in Otago can be developed into pumped hydro schemes.

It was also recently announced that energy companies Meridian and Contact are co-funding a $2million feasibility study to investigate the potential of a large-scale, renewable hydrogen production facility in the lower South Island that would basically replace the energy usage from the soon-to-close Tiwai Point Aluminium Smelter.

If the project ever gets up and running it would provide major decarbonisation possibilities for heavy transport, with hydrogen trucks becoming a much more realistic option.

The RTF has stressed the need for electricity generation to match future demand; distribution infrastructure to match alternative fuel sources; and connectivity to support both technology in trucks and communications with customers as part of our recent submission to the NZ Infrastructure Commission.

We have commented in our submission that the Government’s approach to encouraging and supporting transport innovation has so far lacked tangible action and coherence, and has an antiTruck & Driver | 43

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

ETruck’s battery-swap system is an exciting concept, Leggett reckons

road building bias that will have perverse impacts on our economy and the efficiency and uptake of alternative vehicle technologies.

NZ is largely a technology taker, and the vast majority of expertise on the feasibility and viability of transport innovation lies within the market and transport sector leadership groups, not with Government.

Just as we believe the Government should not dictate how and when individuals and businesses choose to move their freight and household goods, we also consider that Government officials do not have the expertise to examine payload efficiencies, nor to interfere in normal market forces that will inherently drive efficiencies and new technologies.

If Government continues to arbitrate over transport modes, consumer costs will unavoidably increase and those cost impacts will disproportionally affect low-income and vulnerable NZers. We recommend that decisionmakers be much more realistic on the likely impacts of their policies on society and that they substantiate those with an evidence base of costs versus benefits.

The freight market is customer driven and ultimately, the customer – whether in NZ or in our export markets – will decide on price, convenience and/or time, and what is the best mode of transport for their goods.

Interventions to advantage one transport mode over another – in this case trying to force freight onto rail – inevitably creates unnecessary additional costs and lowers overall economic prosperity, because it removes the choice to use the most cost-efficient freight solution.

A flaw in the present approach to infrastructure policy is a misplaced ideological position that rail freight is a competent competitor to road freight, instead of being seen as a complementary service. This position is based on an assumption that rail can flourish without road transport support. In reality, the opposite is true.

Competition between both road freight companies and other modes of transport (rail and coastal shipping) has served NZ’s economy well and certainly produces greater efficiencies than policies that favour one transport mode over another.

Continued investment is required in the infrastructure that supports road freight, given its dominance in the NZ freight task. The Ministry of Transport’s continued discussion about modal share and shifting freight to rail or coastal shipping at the expense of our roads just doesn’t make sense. Wellington does not understand the transport business and should not be making decisions on how things should be moved from point A to point B. 44 | Truck & Driver

A further example of the muddled thinking around modal change is the purchase of two new roll-on, roll-off rail ferries to replace the existing Interislander fleet.

Transport Minister Michael Wood said the two new ferries, which will cost more than half-a-billion dollars, will triple the rail capacity of the current fleet and encourage more freight onto trains and off roads.

Anything that increases the amount of freight capacity over the Cook Strait has got to be a positive thing, but I don’t think there’s anywhere else in the world that’s building rail ferries at the moment. It’s another example of the Government spending taxpayers’ money to make our freight system less efficient….and just doesn’t make sense.

When it comes to emissions reductions, there are a number of approaches – particularly around different fuel types and driving – that could be implemented in the short term to reduce emissions. The industry has suggested these in numerous discussion papers and we are getting increasingly frustrated that, rather than pursue these tangible returns, the Government appears to continue with their fundamentally flawed policy idealisms and search for an unobtainable nirvana.

Government climate-change policies will have an impact on the cost competitiveness of new fuels through excise taxes, licensing costs, and the Emission Trading Scheme (ETS). Our view is that the Government should not pick a technology for its support prematurely, but instead allow technological developments and industry response to find the best solutions.

No matter what powers future heavy vehicles, we need to optimise existing roading infrastructure and ensure it continues to be fit for purpose. As much as policymakers may wish to steer away from road freight, there is little doubt that roads will be critical to all other infrastructure builds, including the provision of EV charging stations and hydrogen-based transport.

As international research shows, improving road quality increases both economic and environmental efficiencies.

Regardless of one’s political ideologies, it is an unavoidable truth that there are some pressing infrastructure needs that must be met for NZ to remain competitive.

Given our geographical and natural hazard profile as well as the fact that we are an export-led economy that relies on getting things to and from the farm gate as quickly and efficiently as possible, these solutions must include highperforming roads. T&D

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Registration still open for

T

IME IS RUNNING OUT TO register and organise your trip to The Road Ahead – 2021 Transporting New Zealand Conference in Invercargill on September 25 and 26.

“Registration will remain open right until the last minute as we understand how difficult the COVID-19 environment makes planning ahead,” says RTF’s Nick Leggett.

“The disruption caused by recent weather events and local disasters is also making life challenging for the industry so we want to give everyone the best opportunity possible to attend.

“We can guarantee those who make it to Invercargill will get great value from the diverse lineup of speakers and events we have organised.

Like the rest of the world, we need to begin planning for the challenges that will come as we move out of COVID and we believe the Conference will assist delegates to do that.”

This year’s conference MC is doyen of the Parliamentary Press Gallery and current

Newstalk ZB political commentator Barry Soper. He joined the Press Gallery in 1980 and has seen it all: From the infamous ‘schnapps election’ to foreshore and seabed, Corngate and the rise and fall of political parties, his knowledge of what goes on in Wellington is second-to-none.

Soper has been named Individual Radio Journalist of the Year at the NZ Radio Awards several times – most recently this year.

We are privileged to have Datacom’s head of supply chain David Ffowcs Williams come and discuss some of the latest enhancements to logistics systems that have been deployed in NZ and globally. He has spent the past 27 years developing and delivering game-changing technology for major logistics businesses worldwide, including the world’s first GPRSbased sign-on-glass system.

Dallas Seymour is a name that will be familiar to many delegates, having played more than 100 provincial and Super Rugby games for Canterbury,

Wellington, the Hurricanes and Crusaders.

He is probably best known as the former NZ Sevens captain and one of the longest serving sevens players in world rugby. He is a 1998 Commonwealth Games gold medallist, a former All Black and NZ Māori representative.

He will talk to us about Tokona te Raki – the Māori Future Collective and how that is helping rangatahi Māori reach their potential.

It is always interesting to hear perspectives from other industries, so we are grateful that Potatoes NZ chief executive Chris Claridge will join us to discuss his passion for adding value to NZ’s primary produce.

Possessing a masters degree in biotechnology, Claridge has an extensive business and academic background. He founded Carrickmore, a dairy export company specialising in marketing infant formula, helped establish the NZ Infant Formula Exporters Association to maintain and protect the reputation of NZ infant formula, set up ID Digital Media – a full service advertising agency

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46 | Truck & Driver

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Conference specialising in marketing communications – and began Claridges Organics, one of our first organic food exporting businesses.

If we think COVID-19 has made transport difficult….then just spare a thought for the travel industry. Founder of House of Travel, Tony Laker, will share the secrets behind how a small Invercargill travel agency became one of the largest travel companies in NZ. He will also discuss how they are rebuilding from COVID-19 destroying 95% of its business, and how anyone can apply these same principles of resilience to their own business and life.

Says Leggett: “These fantastic speakers, along with Minister of Transport Michael Wood, Judith Collins, Greg Murphy, Cameron Bagrie, Waka Kotahi NZTA’s Nicole Rosie and social entrepreneur Alexia Hilbertidou, mean there really should be something for everybody.”

You can register and get more information about Conference, the speakers and social events at https://www.rtfconference.co.nz T&D

Above left: The founders of House of Travel, Tony and Tracey Laker Above right: Datacom’s David Ffowcs Williams will outline recent enhancements to logistics systems, both in NZ and globally

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

09 250 4286 or 0800 878 252 admin@akltruckalign.co.nz www.truckalign.co.nz 8 Mepal Place, Papatoetoe, Auckland Truck & Driver | 47

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THE DRIVING FORCE OF NEW ZEALAND TRUCKING

Creating a sustainable workforce for our industry Fiona McDonagh is project coordinator for Te ara ki tua Road to success

C

OVID-19 HAS TAUGHT BUSINESSES THE WORLD over the need for an open mind and agility…

And it’s clear that while many things will be forced to change, things are already returning to the way they were on the employment front for our industry.

New Zealand has a chronic shortage of workers. Partly this is because of the indefinitely closed border and aggressive immigration settings.

However, there are also other factors at play, says Te ara ki tua Road to success coordinator Fiona McDonagh: “Younger workers have a different set of expectations than what many of us are used to. Younger people entering the job market have different expectations from their parents – more options – and can therefore afford to be selective about what they go and do.

“Employers need to change quickly if they don’t want their businesses to be crippled by a shortage of workers. The first step is to make the decision to take on trainees to ensure sustainability of their workforce. For that they need to have some basics in place.

“First of all, a trainee needs training. Some of that can and will be provided externally, but employers need someone in the company to train and/or mentor those new to the industry and wanting to learn all they can.”

Through the Te ara ki tua Road to success traineeship, RTF is doing all it can to get enthusiastic new people into the road freight transport industry and place them with transport companies.

Since the programme launched in April, 36 transport businesses

have signed up to it and are either already working with their trainee(s) or awaiting an appropriate match. The really good news is that 184 applicants have already signed up to become a trainee.

More than 80% of the businesses involved are located in the North Island, along with two-thirds of the trainees. The businesses operate in a wide range of sectors, covering Hiabs, containers, bulk goods, petroleum, logging, livestock, fresh produce, vehicle transport, waste and gas.

The trainees vary in age and experience: Some are young and new to the workforce, while others are more mature, with a few more transferable skills.

In three months, 17 trainees have been placed into jobs – two with a Class 5 (licence), eight a Class 2, four with a Class 1 and three with a Class 4. Seven have come in off an MSD benefit and in eight cases the operators have brought in someone they want to start on a traineeship.

The average age is 29 – with the youngest just 19 and the oldest 53 – and more than a third of the trainees are women.

Says McDonagh: “We’re well aware the industry isn’t interested in a band-aid approach to the supply of drivers, so our focus is on creating a sustainable career pathway that begins to address some of the underlying issues with the shortage. “We’re interested in quality trainees placed in the right companies that have a really good chance of working out.”

Something that has been identified is the lack of structure many businesses have in bringing through new staff and training them up. Too often the industry has relied on hiring drivers with Class 5 licences and extensive experience, she says.

Truck & Driver | 49

THE DRIVING FORCE OF NEW ZEALAND TRUCKING

“Our aim is to provide transport businesses with the skills to train their next generation of drivers and create a more sustainable model, based on loyalty and good business culture.

“We recently created the first stage of our trainee workbook and guide, designed to help create that structure and assist businesses to get the most out of trainees. Over the next two years we will be building a complete curriculum and guide for the industry. This can be adopted into businesses so they can alter their operations to meet the needs of trainees and new employees.”

If you want to find out more or register your business to take on a trainee, check out the website www.roadtosuccess.nz or contact us by email at success@rtf.nz or phone (04) 471 8283. T&D

Trainees and operators at a workshop to discuss development of the new trainee workbook and guide

Road Transport Forum was established in 1997 to represent the combined interests of all members as a single organisation at a national level.

Members of Road Transport Forum’s regionally focused member associations are automatically affiliated to the Forum.

Road Transport Forum NZ PO Box 1778, Wellington 04 472 3877 forum@rtf.nz www.rtfnz.co.nz Nick Leggett, Chief Executive 04 472 3877 021 248 2175 nick@rtf.nz National Road Carriers (NRC) PO Box 12-100, Penrose, Auckland 0800 686 777 09 622 2529 (Fax) enquiries@natroad.nz www.natroad.co.nz James Smith, Chief Operating Officer 09 636 2951 021 667 131 james.smith@natroad.co.nz Paula Rogers, Commercial Transport Specialist 09 636 2957 021 771 951 paula.rogers@natroad.nz Jason Heather, Commercial Transport Specialist 09 636 2950 021 771 946 jason.heather@natroad.nz Steve Chapple, Commercial Transport Specialist – Lower NI. 027 244 9557 steve.chapple@natroad.nz Ian Roberts, Commercial Transport Specialist – Waikato/Bay of Plenty 021 193 3555 Ian.roberts@natroad.nz 50 | Truck & Driver

Road Transport Association of NZ (RTANZ) National Office, PO Box 7392, Christchurch 8240 03 366 9854 admin@rtanz.co.nz www.rtanz.co.nz Simon Carson, Chief Operating Officer 027 556 6099 scarson@rtanz.co.nz Northland/Auckland/Waikato/ Thames-Coromandel/Bay of Plenty/North Taupo/King Country Contact RTANZ Christchurch head office for assistance 03 3669854 South Taupo/Turangi/Gisborne/Taranaki/ Manawatu/Horowhenua/Wellington Sandy Walker, Senior Industry Advisor 027 485 6038 swalker@rtanz.co.nz Northern West Coast/Nelson/Marlborough/ North Canterbury/West Coast John Bond, Senior Industry Advisor 027 444 8136 jbond@rtanz.co.nz Otago Southland, South Canterbury , Mid Canterbury Contact RTANZ Christchurch head office for assistance 03 3669854

NZ Trucking Association (NZTA) PO Box 16905, Hornby, Christchurch 8441 0800 338 338 03 349 0135 (Fax) info@nztruckingassn.co.nz www.nztruckingassn.co.nz David Boyce, Chief Executive 03 344 6257 021 754 137 dave.boyce@nztruckingassn.co.nz Carol McGeady, Executive Officer 03 349 8070 021 252 7252 carol.mcgeady@nztruckingassn.co.nz Women in Road Transport (WiRT) www.rtfnz.co.nz/womeninroadtransport wirtnz@gmail.com

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Steve Martin and the newest addition to his fleet. He reckons the Scania has raised driver comfort to a new level

Y

OU ONLY HAVE TO TALK TO STEVE MARTIN FOR A little while to understand that this is a man with a real passion for trucks and trucking.

Someone who not only loves the machines and the industry….but also has a good knowledge of the history of trucking in Otago – born of growing up in and around the trucks his Dad John drove when Steve was a kid.

And from the time spent as a workmate of his Dad’s, driving for RA Little and Samson Freight – as John went on to clock up almost half a century behind the wheel.

And then….from his own 42-year career (so far) – most of it based out of hometown Dunedin.

Of course, he’s not unique in having inherited a passion for trucks from his father. It used to happen all the time in Kiwi trucking.

What is remarkable though is that Steve – for all his love for trucks – never harboured a burning desire to own them…. to create a Steve Martin trucking empire.

And he reckons it’s almost by chance that here he is now, at the age of 60, the owner – with wife Robyn – of a fleet that’s making its own mark in South Island trucking.

Steve came late to becoming a transport operator, but in 17 years has created a business that has made its presence felt…and how!

The Steve Martin Contracting linehaul tankers and refrigerated units are so spectacular and do so many Ks that their presence surely far exceeds the modest size of the fleet.

In fact, the term, “small but perfectly formed,” could have been created with Martin’s fleet in mind! There are just five

trucks in the operation – but boy do they make a statement out on the road.

The fleet comprises a brand-new Scania S620, a near-new Kenworth T610, a four-year-old Freightliner Argosy, a 2018 Mercedes-Benz Actros and an almost-classic 2013 Western Star 4884 FX. The green and white tractor units are adorned with striking swoopy stripes, finely detailed pinstriping and, usually, lots of lights.

The five trucks fulfil Steve Martin Contracting’s commitments as one of the South Island contractors to Goodman Fielder subsidiary Quality Bakers – carting bulk flour from Farmers mill in Timaru to its bakeries in Dunedin, Oamaru, Christchurch, Nelson and Wellington.

The trucks also deliver dairy products from Goodman Fielder’s Meadow Fresh processing complex in Christchurch – sometimes to Dunedin, but primarily through Central Otago.

The road to this point started in Dunedin 50-odd years ago, when Steve was just a little tacker. He explains: “When I was a kid Dad worked for Maxwell Brothers and RA Little. Between them and Samsons later on – and finishing up at McLellan Freight – he racked up close to 50 years in the industry.

“He actually started as a carpenter in Motueka, until he and a mate came down here for a holiday and decided to stay on. They were working on a job sealing the Te Anau Road when he met Mum, who worked in the diner at Mossburn.

“After they were married, Mum’s uncle, Dick Little, offered Dad a job carting meat into Central Otago.

“On the Central run he started with a Bedford, and later Truck & Driver | 55

Clockwise from opposite page: The Western Star is the retirement “keeper” for Steve and wife Robyn, but still regularly does its share of the work....TK Bedford was but one of many RA Little trucks driven by John Martin....Steve is happy with how his trucking life has worked out....the first of the two Freightliner Argosys Steve has owned. He mourns the demise of the model

on had a Scammell. This had a lifting tag axle, which meant he never got stuck in the snow. Then it was on to Cooltainers, with a Mercedes LP1923 model. He used to cart venison as well, from Tim Wallis’ helicopter operation in Wanaka.

“He also ran butter from the coastal boats at Dunedin to Invercargill, and crayfish from Bluff. It was virtually a roundthe-clock business. When we were kids we barely saw him.

Mum brought us up...but then in the holidays we were able to go for a ride with him!

“Then Dick Little got the contract with PPCS to service all their processing plants from Timaru to Bluff, running chilled meat into Dunedin, which meant even more expansion.

“The company then got hugely into log cartage, which proved a case of too much too soon, because there was a big downturn in the export market and they were forced to restructure. One of the casualties was Dad’s Merc and he had to get into a Leyland Crusader – much to his disgust!”

After the restructuring, Little’s were left with four trucks – a Merc 1313, the Crusader, an International C1800 and a single-drive Leyland Mastiff powered by a 185hp Perkins 6-354.

Steve recalls that truck fondly: “Dad ran it for a time on the Central meat run, towing a 40ft refrigerated semi.

After Samson Freight took over Littles it was repainted and continued on until they themselves finished up. Everyone 56 | Truck & Driver

tried to kill it, but nobody could. It just kept going, still with the original engine. It was an awesome truck.”

Steve had joined his Dad, working at Littles, “pretty much as soon as I left school,” and got his heavy traffic licence at 18. The test, he recalls, was a pretty casual affair: “The boss drove me down to the traffic police office in Mosgiel, then left me there while he walked back to the yard. He obviously had faith that I was going to pass! When I finished it was straight off to the works to pick up a load.

“When I subsequently went to get my trailer licence it was in the Mastiff, with the 40ft self-steer semi behind. The cop was suitably impressed how well it followed around the tight corners!

“When I was 21 I got into the Crusader my father had driven earlier. At the time I had come off the C1800 International, which had had its original petrol V8 and auto gearbox replaced by a 175hp Scania engine and a six-speed Gardner main gearbox with a three-speed ‘joey’ box behind.

“It was quite a truck. There was no heater. In the winter you had to sit on your hands to warm them up enough so you could then clear the ice off the inside of the windscreen!

“Both the main and auxiliary gearboxes were overdrive units, so it could reach 85mph downhill before you pulled it out of gear. And it had hydraulic brakes, meaning it was all go and no whoa!

“My next truck was a 265hp V8 FUSO that Dick bought off a

“It wasn’t that I’d always had a master plan to have my own business....” farmer in Southland, while Dad got a new six-cylinder FUSO. That V8 went like a scalded cat.”

Not long after, Samsons bought out Littles, after gaining the majority of the meat contracts in the region. It was in the time before logbooks and the hours being worked were immense, recalls Steve, especially when the Central Otago run was done twice a week. The fact that the meat was all on hanging rails called for constant attention in bends.

Under Samsons ownership, Steve had three Mitsis in a row – a 315, 320 and a 400. The 315 was fitted with all the extras available, and in 1985 actually won the top prize at the Gore truck show. It was still running until a couple of years ago.

The 400 too was a great performer, he recalls.

After Samsons bought the Transpac operations in Otago and Southland they branched into general freight. In the early days of this arrangement Steve was carting cattle hides out of Belfast to Dunedin, using a B-train with a front trailer of meat and the back one loaded with hides.

For a time he also did a linehaul run out of Christchurch,

carting fresh produce as far as Invercargill.

The mid-1990s brought a big moment in his trucking life: “After 20 years at Littles and Samsons, things were starting to change – and I got a chance to cart bread for Quality Bakers out of Dunedin, where they’d shifted their main baking to.

“I did that for 10 years – 12 trips a week (double shifted) to Invercargill – before the company decided to change over to owner-drivers and I was given the opportunity to go out on my own.”

Milestone moment that this was in Steve Martin’s trucking life, he says it almost in passing – and then explains: “It wasn’t that I’d always had a master plan to have my own business, but the chance was too good to refuse.”

So, at the age of 43, in 2004 Steve Martin Contracting was born: “I started off with a 460 day cab Volvo, followed by a 520. Then I switched to a Kenworth K108 Aerodyne, fitted with a Cummins ISX EGR. The main reason I didn’t go for another Volvo was that I preferred to stay away from AdBlue... though the Cummins had its own issues. It was under a full Truck & Driver | 57

Clockwise, from above: Reece Martin, Steve’s nephew, shares the driving of the Kenworth T610....the K108 Aerodyne handled the “milk” run for several years.... the Argosy was the main truck on the flour run until replaced by the Kenworth – still handles the backup work

maintenance contract, thankfully.

“In the 17 years I’ve been in business I’ve had the two Volvos, the Kenworth, the Mercedes, the Freightliners (the current Argosy and another before it), the Western Star, and now the Scania coming on board for the milk.”

The Martin trucks comprise such a varied lineup for a small fleet, the word “scattergun” might come to mind when considering Steve’s truck-buying preferences. But he is, in fact, far from brand-promiscuous: Each of his trucks was chosen after careful consideration – the final choice dictated by solid business logic.

Well….except, that is, for the Western Star: Steve happily admits buying that was wholly driven by his heart....and Robyn’s heart as well. She reckons that the WS is “my truck” – and it’s a claim backed up by the name it carries, Robyn’s Nest .

The small matter of her gaining a Class 5 licence is all that now stands between Robyn getting behind the wheel of her truck – and she’s confident that won’t take long.

She reckons, in fact, that she’ll do it before Steve gets around to securing his motorcycle licence. There’s a back-story here: He bought a Harley-Davidson Fat Boy a couple of years ago…..but has yet to get his licence to ride it, blaming work pressure. Now, it seems, family bragging rights are at stake.

The five trucks from five different makes still have a cohesive Steve Martin Contracting look – thanks to their 58 | Truck & Driver

one common factor: Spectacularly good presentation.

It’s not bling for bling’s sake: It comprises a stack of very tasty extras, like laser-cut exhaust shrouds on the conventionals and multicoloured night-time running lights, that together make the Martin trucks standouts visually.

The sweeping green striping over a white base has been a fleet colour scheme staple since it was used on the current Argosy when it was set up for flour. Andrew Geddes of Timaru Signs and Graphix looks after the signwriting and has been involved in the evolution of the livery from the beginning.

On the T610 linehaul flour unit, the colour scheme on the tractor unit is repeated on the six-axle B-train Convair tanks.

Goodman Fielder brands take pride of place on the sides of the Fairfax/Thermo King quad semi that will be behind the new Scania, which is replacing the Mercedes on the “milk” work.

The Australian-built Convair monocoque tanker/trailers are works of art in themselves, boasting a whole range of practical and dressup extras. Steve says the primary factors in commissioning them were a quicker manufacturing turnaround and a higher load capacity than NZ makers were offering.

Local engineering on several of the new trucks has been handled by Fitzsimon Motor and Engineering Services and HDPS Engineering, both of Christchurch. Steve credits Dunedin’s McCormick Motor Bodies for doing “an awesome job setting up the new Scania.”

As Steve explains, having gear that’s ready to go, round the clock, is vital The first trailer on the Convair set carries a self-contained backup blower in case the tractor unit (which uses its PTO to drive the primary blower) is temporarily out of commission.

As Steve explains, having gear that’s ready to go, round the clock, is vital. The appetite of the bakeries is insatiable.

Fully loaded, the B-train carries around 30 tonnes of flour, which – thanks to dual delivery ports on the tanks – can be discharged in under an hour. Despite the weight-saving design of the Convair tanks, all the equipment adds up, and the unit is H-rated to 54t.

As the main linehaul rig, the Kenworth is based in Christchurch, where drivers Reece Martin (Steve’s nephew) and Matt Brown live. When required, the Argosy backs up, towing a smaller semitrailer tank.

Steve describes a typical schedule for the linehaul unit: “At the beginning of the cycle it will have delivered a load to Dunedin, then back to Timaru and reload it for Nelson.

“The other driver will jump in at midnight at Christchurch

and deliver to Nelson, return for a driver swap – and the next driver will then take it to Dunedin before returning to Timaru and picking up another load for Dunedin.

“Generally he’ll get back to around Oamaru before running out of time and taking his 10-hour break. On his next shift he’ll then load again and head for Nelson, swapping for the next driver at Christchurch.”

Once a fortnight a load of grain goes to Wellington, which is when Steve often has to back up with the Freightliner on a couple of runs to Nelson.

Because the schedule isn’t time critical it offers quite a lot of flexibility, he adds: “As long as we can keep the bakeries going, we can be doing it any time of the day or night.”

Reece Martin concurs: “Flour in the silos is all that matters, so there’s no need to stick to a tight schedule. We might get back to Dunedin on a Friday and load up at Timaru for Nelson on the Sunday afternoon if they’ve used a lot of flour – but if they’re in good shape I’ll go on the Monday, leaving around

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Between them, father and son truckies John and Steve Martin have notched up more than 90 years behind the wheel....with Steve still going strong

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one in the morning.”

The almost round the clock nature of the linehaul flour work sees the unit clocking up over 25,000kms a month. The Mercedes on the finished-products run has done even more – in excess of 30,000kms.

Reece has been driving with Steve for coming up four years. Before that, he was with Christchurch’s Burnell & Son Transport for six or seven years, from the age of 21. Though he’s Christchurch born and raised, in school holidays he used to stay with his granddad in Dunedin, helping out at Samson Freight – and regularly got a lift back home with Steve.

After working on forklifts at Foodstuffs and TNL when he left school, Reece moved to Fulton Hogan Central, where he gained his Class 5. As he explains, Steve had always promised

62 | Truck & Driver

there’d be a job when he expanded. In the meantime, he had a year with Cliff Hancock carting Quality Bakers bread on a Christchurch-Dunedin run.

With Reece and Matt Brown looking after most of the flour work, it’s up to Steve to plug the gaps when needed. This is generally called for when the main unit goes to Wellington, says Reece: “Depending on the weather and the ferries we can be away for up to two and a half days.

“Nelson too is a bit awkward because they have quite a small silo there, that holds just 40t, whereas this main unit carries 30t, meaning ideally they will have dropped below 10t before we deliver. To try to juggle everything can be difficult.”

Because the trucks don’t deliver to supermarkets, the rush on home baking during 2020’s COVID-19 lockdown didn’t affect

Clockwise, from above: A Littles fleet lineup from the 1970s shows a similar variety of brands as the current Steve Martin Contracting mix.... the T610 is nearly as impressive in the daylight as at night.....Robyn, Steve and their much-loved Western Star

the company directly, though it did have a significant roll-on effect, says Steve: “The mill was going around the clock, and we too ended up being flat out because of the demand for bread. I was filling in regularly for drivers, to give them days off.”

Even though “the old days,” in the time before logbooks, saw drivers routinely clocking-up huge hours, Steve still reckons that drivers today are more at risk of fatigue-related

problems on the road. He explains: “There wasn’t the pressure of the schedules they have to run to now. If you felt tired, you just pulled over and went to sleep for a bit, whereas now you often don’t have that flexibility.

“In our work, we’re lucky that the runs aren’t time-critical – and I always tell the drivers to have a rest if they’re tired.”

He laughs in recalling the result onetime of that policy: “We had one driver on a night run – Andy Clark – who parked up

Truck & Driver | 63

to have half an hour of shuteye...but when he woke it was morning and the sun was shining!”

In terms of his latest truck-buying decision, Steve explains that one of the factors in choosing the Scania over a Daimler Group model (two Freightliners and a Merc have been among his purchases in the last few years) is the expectation of better parts support than he got with them: “The drivers love the trucks, but when you’re running around the clock you can’t afford to be off the road for too long if something minor is needed.

“Everything breaks down, but it’s how things are handled after that that really counts.

“And I’d still like to have a Freightliner for this new truck: Trevor McCallum is a wonderful salesperson for the brand – knows everything about the trucks.

“But they don’t have anything I can use, now that they’ve dropped the Argosy: The sleeper conventional models are too long. To fit in front of the quad reefer and stay inside length limits you’d have to settle on a day cab. And if you’re stuck in the snow for several hours at the bottom of a hill at midnight you need somewhere to sleep.

64 | Truck & Driver

“In essence we have two trucks working virtually fulltime all the time – the Kenworth and the Scania. When the boys get under the pump I fill in with the Freightliner and the old three-axle tank trailer, while the Westie can do either job – flour or milk.”

A new quad-axle semi flour tanker is on order from Convair, and is expected to be on the road early next year. It will replace the old three-axle unit on backup work and will offer a capacity of around 28t.

The Western Star – despite being seen by both Robyn and Steve as an alltime ‘retirement’ keeper – will still be doing a fair share of the backup work.

It’s a much-loved truck – and Steve still recalls his first encounter with it: “I did a run with it as a favour for its owner, James Bennett, who was short of a driver.

“When I found it was carrying around 10t more than I realised – and doing it easy – I thought: ‘This is me.’ Then in the middle of last year, when James bought a new Kenworth T610, he sold me the Westie.”

The truck had around 950,000kms on the clock. Since then it’s had a complete makeover, including the chassis being

Clockwise, from above: For several years the trucks used blue in their colour scheme to match the Meadowfresh-branded trailers. The Mercedes-Benz Actros is the last to do so.....Steve favoured Volvos early on for his fleet.....the C1800 Inter that was Steve’s first truck with Littles – good for 85mph downhill, but not so good at stopping!....the current Argosy was commissioned at the same time as the Convair tanker B-train and was the first to use the green colour scheme

sandblasted and repainted, complete with a couple of layers of clearcoat on top, before Timaru Signs and Graphix performed its signwriting magic. The mileage is now up around a million clicks – proof that it’s still a vital part of the business.

Steve reckons the truck has character-plus: “When I got it, it had straight-through pipes, and I figured it might have rusted-out mufflers. However, before I could do anything about it I had to do a trip to Nelson on the flour...

“The pipes were rusted alright: I reckon the sheep three paddocks away were running! And when I put the Jake on, man what a noise! It has since had the curved pipes and new mufflers fitted, which has quietened it down a lot...though it still has quite a bark.”

The 600hp Cummins ISX engine and drivetrain have also been brought right up to speed and the wiring completely replaced. Quizzed about the overall cost, Steve avoids looking at Robyn and suggests we move on to a different line of questioning...

Fleets often talk about a family feeling, and in the case of Steve Martin Contracting that’s very much true. On the day we visit, Steve and Robyn’s son Dave Fitzgerald has dropped in for a chat. Though he doesn’t work fulltime with the company he often helps out with truck relocations on his days off. He drives for RD Petroleum, delivering a variety of bulk products from Lyttelton or Dunedin all over the South Island.

Dave says he wasn’t a dedicated trucker from the word go, instead dabbling in a variety of activities, including pizza delivery, after he left school. This was followed by a

switch to handling a stop/go paddle for Fulton Hogan, and building gabion baskets. There, his work ethic kicked into gear, and he gained all his wheels, tracks and rollers, heavy vehicle and dangerous goods licences. In quite a short time he progressed, through various more challenging positions, to driving trucks – including driving and operating a bitumen sprayer for Fulton Hogan. Steve says it’s great to have a good reliable driver with Dave’s skills in the family to call on when needed.

Then there’s Andy Clark – who isn’t direct family, but might as well be. As he explains, his uncle and father worked with Steve and his dad at Samsons – and he got to know them at a very young age: “I’d be running around the yard from the time I was about six or seven years old. I was destined to be involved with trucks from the word go. I think for a while I was the youngest person in New Zealand to gain my Class 5, after going through a concentrated training course down here in Dunedin.

“I started off after school doing the nightshift, servicing trucks for Dunedin Carrying. They wanted me to do a diesel mechanic’s apprenticeship but I was keener to drive. Because I was so young I found it quite difficult to get into a job, but Tullochs gave me a chance on the milk contract they had with Goodman.

“But then there was a shuffle-around in the contracts and Steve got the run I’d been doing. I rang him to see if he had any openings, but it turned out he’d just put someone on and I’d missed by a day.

Truck & Driver | 65

Clockwise from top left: A Littles FUSO alongside its Leyland Crusader. Steve used to drive it with the sunroof open to hear the bark of its Detroit 8V71 engine....the freight must get through, but when nature intervenes, sleeper cabs are a must....John Martin’s Merc 1923 model with two refrigerated Cooltainers

“I was lucky enough to get a very similar run to Invercargill with John Craigie, the other owner-operator working out of Dunedin for Goodman Fielder. I subsequently joined Reece in running the flour on the Argosy when Steve got that contract in 2018.

“Since then, even when I’ve been fulltime in driving jobs with other companies, I’ve worked on and off for Steve – filling-in when he’s been a driver short over the weekend.

“Steve has been a good mate and a mentor right through my life: I’ve gone to him every time I’ve needed advice or help.”

“He encouraged me to follow my dream and go driving road­t rains in Aussie – and helped me secure a job there in 2019, mainly driving bulk bitumen tankers in Queensland and NSW.” In terms of where to from here for Steve Martin Contracting, Steve says he’s not hellbent on growth for its own sake: “We could possibly put another unit on for the flour – that would give us a better cover for breakdowns or if a truck is caught in Wellington with bad weather and ferry cancellations.

“But it’s not critical, and I think we’re in a pretty good balance at the moment. Over the next 10 years I’d like to think about slowing down.”

Robyn concurs: “As we get older we are planning to work less. That’s why I’ve already pulled back to three days a week.” (She is a nurse in the hospice system, co-ordinating the care of at-home patients).

In terms of staffing, Steve doesn’t see too many problems with backing-off a little with his hands-on involvement: “I’ve never had to advertise for a driver, it’s always word of mouth.

66 | Truck & Driver

When we got an extension to the Central Otago run and I needed another driver I heard through a mate of mine about a guy who was on logs but not all that happy with it.

“That turned out to be Neil Wilson, who is still with us.

I rang him and he said that he’d like to do a bit more driving than he was at the time. I said we could probably help him out – and put him on to Central Otago for Tuesday and Wednesday, then three days to Christchurch. At the end of the week he said he was getting more than enough driving!

“My mate Graeme Lowery, who I used to work with at Samsons, was back from Aussie a couple of years ago and rang me looking for work – as he’d finished at the mines.

I started him part time, then not long after, one of my permanent drivers left after 13 years due to an injury. This opened the way to increase Graeme’s hours, and allow part-time work for Dave Bassford who I’d known for 30 years, and was keen for just a couple of days a week.

“We have three part-timers who can fill in at quite short notice – Steve Chave, Kevin Johnson, and Mark Sadgrove.

Normally I try to cover main drivers’ holidays, but quite often we need somebody at short notice.”

Steve reflects on the way the business has developed – almost by a chain of circumstances, rather than a drive for growth: “If all this had happened when I was a lot younger, maybe I would have pushed to get bigger and bigger.

“But, you know, I am proud and thankful for my dedicated team of drivers.

“And I think things have worked out pretty right the way we are.” T&D

LEGENDS - Carl Urlich

W

ITH A TRUCK DRIVING CAREER that spanned over half a century and his last truck clocking up over 2 million clicks, Carl Urlich has certainly gone the distance. An inspiring mentor to many, professional, reliable, loyal to a fault but always a true gentleman, farewell Carl Urlich, you Southpac Truck Legend.

Carl left school at the early age of fifteen and started his working life as a butcher in Puketaha, however, the moment he turned eighteen his real career started, which was behind the wheel of a truck.

Carl’s first driving job was with Puketaha Transport where he transported general goods and took to it immediately. In fact, according to all, truck driving was more than a job for Carl, it was a passion. ‘His work always came first’ says his former wife and best friend of over 50-years Kay (Carl and Kay were married in 1969).

Carl’s brother Laurie believes that this passion was due (in part at least) to their mother working in the office for Puketaha Motors and Transport, “and as kids we were brought up around the old trucks back in those days.”

From Puketaha Transport Carl moved to Discombes, this was in his early twenties and he began driving a cattle truck with his faithful companion Scotty (a cattle dog) by his side - much to the chagrin of his other faithful mate Rex, a ‘stay at home’ white German Shepherd.

Leaving Discombes, Carl then went on to deliver meat for Jack Flynn before going on to work at Ray Leach Ltd, delivering sand and metal. His next role was driving for Alexander Grain, around the time they brought the first Kenworth to Hamilton and Carl took the helm. From there he went on

68 | Truck & Driver

to become an owner driver, moving from Cronins (to whom Alexander’s was sold) and then Davies Transport.

Carl may have loved his truck driving profession, but it hasn’t always been kind to him. There had been tough times with a dissolved partnership and a period of time (for over six months) where money was scarce to say the least, but he stayed true to his chosen vocation and things eventually turned around.

Carl’s final roles were with Waitomo Fuel and then (with his new Mack) a KFC contract, running from Auckland to Wellington for a few years and lastly with Bonney’s for around fifteen years, which to many would be a career by itself.

Over the years Carl had driven and owned a vast number of trucks, however, his brother Laurie says that his ‘Black Bitch’ Kenworth ‘with a Detroit in it’, was a favourite of Carl’s. “Barry Butterworth built it up and Carl took it off him, he had it for about five years.”

That Kenworth was very well loved and looked after but also apparently very polarising, Kay says, “he stopped in Te Kuiti to grab something to eat and someone came up to him and said how dare you call it a black bitch, she was not happy about that.”

The Kenworth was a stand out but according to Laurie, Carl was a big fan of Macks and his last one (the Superliner) has, over the years, become a regular sight on NZ roads and a truck in which Carl clocked up over two million km’s.

Laurie says, “he had it custom built from Aussie and Carl has done everything to it, serviced it to the max.”

Shay from Ace Towing owns the truck now

but made it available for Carl’s last ride.

Kay says, “he [Shay] was amazing, he made the truck available for the funeral, he even put Carl’s name back on it. He told me that he knew about the truck and was going to have it come hell or high water and said that ‘Carl will be sitting on the seat beside me all the while making sure that I get home safe at night’.”

The truck still looks perfect, virtually new. Kay adds, “when Peter Lalich went to put some fuel in it for the funeral, a couple of young guys came in and said ‘Phwoah, is that your truck, it’s beautiful’. He said, ‘no the [previous] owner’s coffin is going on it in about half an hour’. They said ‘is it brand new?’ and he told them ‘no, it’s about 13-years old and have a guess how many k’s it’s done?’ they said ‘about 20,000!”

Laurie says, “The truck has 2.2 million ks on it but I could never put a mileage on what Carl had done in his life, he always did long distance stuff.”

A gentleman behind the wheel and an inspiration to others, even in his later life Carl managed to impress other drivers.

Owner driver Greg Biggs says, “I had the pleasure of working alongside Carl at Bonney’s for about three years before he retired, and I considered myself lucky to be working with him. Carl was looked up to by many, what you’d call a true icon of the industry but a very quiet icon, he’d be embarrassed that people are calling him a legend. The true professionalism that he had, all those years and the dedication to the industry, he’s had some pretty impressive trucks over the years and always taken an immense amount of pride in them, there was something about each truck he owned that was unique to Carl, he just liked

things a certain way.

He was the type of guy that would drive his truck from Auckland to Wellington twice a week and be consistently professional, courteous on the road and careful with the gear, you’d never see him scrubbing tyres on the kerb, never excessively brake, he knew how to drive and knew how to handle a truck. And he did this quietly, didn’t go around running his mouth off telling everybody how great he was. A very cool guy, he’d come to work in his black denim shirt with blue Levi jeans and his boots were polished. And his truck was clean all the time, that was his style.”

Although Carl was undoubtedly a gentleman, he did have a fair number of brushes with the law, one of which was a case of mistaken identity. During the early part of his career, he left for work at 3am in his trusty Fordson pickup and got stopped by the police as he fitted the description of a burglar and was taken to the station. He was highly offended but managed to talk his way out of it.

He was a prankster too, according to Kay, a group of drivers were going up to the silos at Tuakau and a few of them played a joke on one of the driver’s that was scared of the dark. “They got a broom, turned it upside down and put a raincoat and hat on it, slumped it over and ran red paint down it,” Kay isn’t certain that the driver ever returned there.

Although Carl and Kay bought their first home in Empire Street and moved through Howell Avenue and a home by the lake, they finally bought their dream home on 21-acres near Tamahere where Carl would spend many hours working in the gardens and with the animals.

Now truck driving, German Shepherds, cats, Kay (of course) and being a keen gardener may have all been on Carl’s list of ‘passions’ but he also had one other, and that was cars. He was a member of the Hamilton Hot Rod club, along with his brother Laurie, was a founding member of the Early American Ford Club, owned a ‘39 Deluxe Coupe, a ‘40 pickup with a 350 Chevy heart and who could forget his Silver Anniversary Corvette Pace Car. Carl Urlich died as a result of melanoma which doctors attribute to sun beaming in from the driver’s side window (a lesson to us all), however, despite whatever the doctors and nurses had to do to him during his last days in hospital, Carl never complained and always said thank you!

“He was the last of the good guys,” says Kay. Fare thee well Carl Urlich 1946 2021. T&D

Truck & Driver | 69

Daimler opens the door... to its electric future Story Wayne Munro

70 | Truck & Driver

FEATURE

Daimler Truck’s electric trucks and buses have already clocked-up more than 10million kilometres in customer operations.

Now, as it tests a heavy-duty hydrogen fuel cell eActros (above), it is quickly moving towards a zero emissions future

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Freightliner’s battery-electric eCascadia is now undergoing in-fleet testing with US customers

T’S A TIME OF SO MUCH UNCERTAINTY, so much confusion, such stark divisiveness: Climate change is the worst crisis the modern world has ever faced/it’s a have….Trump is great/Trump is a horror show…..COVID-19 lockdowns are the only way to get through this thing/closing everything down is gonna ruin us.

Within the trucking industry there’s similar discord and contradiction: Electric trucks are the future/are totally impractical….hydrogen fuel cells are The Way/ nah, they need infrastructure that’s beyond us….. driverless trucks will be running on a motorway near you soon/autonomous trucks? You’re kidding aren’t ya!

But in the midst of all this perplexing stuff, from within our global trucking world comes a counterpoint to all that – a moment of seemingly remarkable clarity. An upfront, possibly unprecedented, opening-up and comprehensive insight into the thinking of one of the global giants of truckmaking.

In a statement of intent that’s surprising for its apparently wide-open transparency, the soon-to-beindependent Daimler Truck has laid out its ambitions and plans for the future. Well, for the next few decades of it, at least.

In the leadup to the recent go-ahead by the

Daimler AG board for the spinoff of Daimler Truck into a separate entity by year’s end, the truckmaking division hosted a so-called inaugural Strategy Day – laying out its path ahead as a standalone company (albeit one that’s still largely owned by Daimler).

First a stocktake of where it’s at now: Daimler Truck says it “starts this journey from a leading position – as the number one in the global commercial vehicle business, in terms of sales, market share and global reach.”

To quantif y that, DT says it generates €40billion Euros in revenue and sells over half a million trucks and buses “in a typical year.”

It has “strong brands across all major continents” – like Freightliner, Mercedes-Benz, FUSO and BharatBenz.” DT says it amounts to the industry’s widest range of trucks and buses.

Sounds pretty damn good – but not good enough, apparently: Daimler Truck – independent by the start of next year if all goes according to plan – will be determined to improve its profitability…as well as accelerating its “strategic ambitions.”

Says the company: “While Daimler Truck is a powerhouse in North America, dominating the region with a 40% market share in the heavy-duty segment and benchmark profitability, its recent record in other market regions is less satisfactory.

Truck & Driver | 73

Daimler Truck is “convinced” that hydrogen FCEVs “will play a key role in commercial transportation” – and says it intends getting FCEVs into production within six years

“The inconsistent regional profitability records of Europe, Brazil and Asia need to be improved significantly.”

And those “strategic ambitions”? Electric. Electric… and electric.

As well as it’s doing in building and selling dieselengined trucks, the global Number One declares its utter commitment to an all-electric future, as CEO Martin Daum says: “Our mission as an independent company is clear: Our ambition is to lead the way to zero emissions in the trucking business by accelerating the development of battery and fuel cell vehicles.”

Andreas Gorbach, the new CTO and Head of the Truck Technology Group, sets out the premises of DT’s technology strategy: “First of all, the company will ramp down internal combustion engine (ICE) powertrain spending and work with partners.”

It is, for instance, already working with Cummins on medium-duty engines and is, Gorbach reveals, “actively seeking additional partnerships in the heavy-duty engine sector to share necessary investments.”

And, he adds: “Daimler Truck will further reduce spending in conventional powertrain and redirect the vast majority of R&D spending to ZEV (zero emission vehicles) technologies by 2025. For ZEV technology, the company is committed to both battery-electric vehicles (BEV) and hydrogen solutions.”

Think about that for a moment: DT is going to switch most of its research and development spending into ZEV technologies…in the next four years!

Having started with the fully electric FUSO eCanter in 2017 DT says it has now established “the broadest portfolio of ZEV commercial vehicles of all global truck OEMs.” ZEVs such as Freightliner’s eCascadia 74 | Truck & Driver

and eM2, the Mercedes-Benz eActros and eCitaro and its electric Thomas Built buses are operating on a daily basis and have driven more than 10 million kilometres in customer operations.

Further products such as a 500km range eActros LongHaul “will be launched in the coming years” as will DT’s planned next-generation BEV truck, with a range pushed out to 800kms.

To accelerate the company’s BEV ramp-up, DT is significantly scaling-up inhouse eDrive technology know-how and development – and it makes some key partnership announcements in the fields of battery technology and charging infrastructure that coincide with the Strategy Day. An “intensified” partnership with lithium-ion battery manufacturer and developer Contemporary Amperex Technology (CATL), will see the company supply the battery packs for the Merc eActros LongHaul BEV, which DT says is planned for series production in 2024. The supply deal will last beyond six years.

The CATL batteries will combine high-energy density with ultra-long cycle life – and a fastcharging ability “to meet the unique requirements of battery-electric long-haul trucks.

“In addition, the companies intend to jointly design and develop even more advanced nextgeneration battery cells and packs for truck-specific applications, with a focus on high modularity and scalability in order to support different truck applications and flexible compatibility with future e-truck models.”

DT’s partnership with CATL dates back to 2019, with a deal to supply the lithium-ion battery cell modules for the eActros and Freightliner’s eCascadia and eM2.

Daum says that partnerships like this “are vital for

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By 2039, it intends to be selling only ZEVs us to deliver on our commitment to the Paris Agreement and our ultimate goal of achieving CO2-neutral transport on the roads – on which we are working at full speed.

“Expanding and strengthening our strong collaboration with CATL will play a key role as we accelerate our electrification activities and lead the way to zero emissions in the truck industry. We will launch a wide range of customer-oriented, innovative seriesproduced electric trucks from 2021 onwards.”

Daimler Truck says its aim is to be offering “only new vehicles that are CO2-neutral in driving operation (“tank-to-wheel”) in Europe, Japan and North America by 2039.”

As soon as next year, it intends to have seriesproduced BEV trucks on sale in those three key regions

– and, by 2027, it intends to add hydrogen fuel cell trucks to its ZEV portfolio.

After three years of practical testing of the eActros in customer fleets in Europe, series production is starting this year, with the Merc eEconic low-floor truck – based on the eActros – scheduled to start series production next year.

Similarly, in the US, the medium-duty Freightliner eM2 and the heavy-duty eCascadia are now in practical testing with customers and are scheduled for series production in the middle of next year (eCascadia) and late 2022 (eM2).

DT’s global fleet of FUSO eCanter light-duty electric trucks in use with customers globally is now up to 200plus.

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Daimler Truck boss Martin Daum acknowledges that building the infrastructure to charge electric trucks and refuel hydrogen fuel cell trucks is “crucial” in persuading operators to buy them....and that’s part of the plan

In addition to these BEVs, Daimler Truck says it is “leading the industry in hydrogen fuel cell truck development” (a claim that a hydrogen FCEV pioneer like Hyundai may well dispute) and says it intends to “accelerate the development and deployment of hydrogen fuel cell trucks (FCEVs).

“The high energy density of hydrogen, quick refuelling times and the likely development of a hydrogen energy system in many markets mean that Daimler Truck is convinced that FCEVs will play a key role in commercial transportation.”

Backed by its cellcentric JV with Volvo Trucks – “and with a clear technology roadmap, Daimler Truck is committed to bringing these vehicles to the market.”

And quickly: DT says its “ambitious technology roadmap” for both battery and fuel cell electric vehicles aims to have electric trucks account for “up to 60% of sales” by 2030. By 2039, it intends to be selling only ZEVs. There are, of course, plenty of operators who are sceptical about the economics and the practicality of either BEV or FCEV trucks in this kind of timeline.

Daum acknowledges that – and says that building the infrastructure to charge BEVs and refuel FCEVs is “crucial” in persuading operators to buy them.

“The fear of running out of power is the issue where the customer is the most sceptical,” he says.

To help allay those fears Daimler Truck announces a new partnership with Shell to jointly drive hydrogen-based fuel-cell trucking in Europe. Both companies are committed to building-up “a trucksuitable hydrogen-refuelling infrastructure.”

This will start with an industry-first 1200km ‘hydrogen corridor’ between green hydrogen production hubs in Rotterdam, Hamburg and Cologne – “with Shell providing hydrogen fuelling stations along this route and DT committing to supply 78 | Truck & Driver

hydrogen trucks for use by customers by 2025.”

Daimler Truck has also formed a consortium – with, remarkably, truckmaking rivals the Volvo Group and Traton – to install and operate a high-performance public charging network for long-haul BEV heavy-duty trucks and buses across Europe.

The aim is to initiate and accelerate the development of charging infrastructure to enhance customer confidence and support the EU’s mandated path to climate-neutral transportation.

At its Strategy Day Daimler Truck also announces that it is launching support services in Europe and North America to help customers transition to operating electric trucks.

In Europe, Mercedes-Benz Trucks has entered into a strategic partnership with Siemens Smart Infrastructure and Engie to provide charging solutions for truck fleets at depots. In North America, Daimer Truck North America’s Detroit powertrain unit has similarly formed a partnership with Power Electronics to provide onsite consulting, installation and support for 350kw mega-chargers.

The message from DT is that, for Merc for instance, “e-mobility is about more than just a new drive system.” The truckmaker will, it says, accompany its customers “throughout their changeover to electromobility and offers them a holistic ecosystem in collaboration with its partners.”

It is recognition, says DT, that “when it comes to making the switch to electromobility, fleet managers are keen to obtain answers – not only on which vehicle is right for them, but also to a whole host of other questions.”

For instance, Merc’s eConsulting team will look at a customer’s existing routes “to determine a realistic and meaningful usage profile for electric trucks at their location.”

And if you’ve been thinking that the giant Daimler

Truck has gone a bit quiet on autonomous trucks, Daum does concede that driverless trucking is one of those elusive “holy grails out there.”

But the pursuit of that autonomous future continues – and in the last two years DT has announced the pursuit of its own driverless truck system, optimised for hub-to-hub trucking….rampingup its development effort with the purchase of Torc Robotics in the US. Subsequently, it also announced an autonomous driving partnership with Waymo – which will see a unique Freightliner Cascadia designed specifically to work with the Waymo Driver autonomous system.

It thus has a two-track approach, which Daum says will result in “best-in-class Level 4 autonomous trucks.”

And yes, he confirms, autonomous operation

will be one of many new services DT is focusing on as it moves forward – along with the likes of electrification services such as battery management and digitisation.

On the subject of digitisation, DT head of truck technology Andreas Gorbach says it is one of the things making autonomy and many other of the company’s goals possible.

Focusing on the electronic architecture of the truck and its sof tware – with more powerful but fewer computing units in the truck – will, he says, help DT’s readiness “for the next generation of human-machine interface, the next generation of safety systems, the next generation of predictive intelligence, the next generation of electric and fuel cell trucks….and ready for the next generation of autonomous driving.” T&D

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The stock truck fleet at the Addington saleyards, around 1950. Company founder EH Frew is at the back

Canterbury centenarian Story Brian Cowan

NE HUNDRED YEARS IS A NOTABLE TIME FOR ANY transport company to be in business. But when it’s still under the ownership of the founding family… now there’s a real accomplishment.

And that’s what Canterbury firm Frews can boast as it closes in on its centenary, to be celebrated next month.

Home base for the rural transport operation of Frews Transport is the mid-Canterbury town of Darfield, 50 kilometres inland from Christchurch….

While the associated Frews Contracting (independent, but still family-owned) is headquartered in the Christchurch suburb of Yaldhurst.

Just as noteworthy as the continuity of ownership is the consistency of the type of work Frews Transport does. At its core the company services a rural, farming community – carting stock and grain, delivering and spreading fertiliser and operating a regional freight service…

Back in 1921, Edgar Frew and business partner W. McCrostie started up their carrying business with this 10 horsepower McLaren traction engine. Here it’s on its way to the Norwood railway station in the 1920s, with 24 tons of bagged wheat

Truck & Driver | 81

FRE10394_ NZ Truck & Driver_210x297mm_FA.indd 1

9/6/21 4:24 pm

Some of the Frews crew back in the 1960s – taking a break on their way from the Tekapo ewe fair to the freezing works

All in the same way as E.H. (Edgar Harold) Frew and his partner W. McCrostie did when they started up McCrostie and Frew in the village of Greendale, 10kms south of Darfield, in 1921.

Naturally, in terms of equipment the operation then was a lot more modest – a single traction engine, compared with the 50-plus vehicles of the current fleet…and more than 25 trucks and many more machinery items run by Frews Contracting.

The steamer was a 10hp McLaren which, despite its tiny (by today’s standards) outright power rating, had the grunt to tow up to four two-axle trailers.

Of ten the cargo was bagged grain, headed for the area’s railway stations for shipment to Christchurch and beyond.

The company persisted with traction engines for some years, but the shif t to trucks, with their internal-combustion engines offering higher speeds and lower running costs, was inevitable: The new era began in 1930, when Edgar’s 20-year-old son John, who’d joined the firm a couple of years previously, bought a Republic truck and began carting locally.

Edgar Frew eventually took over sole ownership of the company, which was renamed Frew’s Motors Ltd. During the 1930s he had bought a Darfield-based carrying company and set up a depot in that town and at the end of World War 2 this became the sole centre of operations – af ter John Frew and his family shif ted there.

With the post-War rural economy booming, growth

was rapid and the company had to shif t a couple of times to bigger depots to house the expanding fleet.

Edgar retired in 1951 and sold the business to John, who oversaw a further period of growth. In the Malvern region, centred on Darfield, the company’s position was consolidated by the purchase of carriers in Sheffield and Halkett, while in 1971 Frews expanded across the Waimakariri River and bought Oxford Freight Ltd, renaming it Oxford Transport Service.

In quite a short time the fleet numbers had been boosted from 14 trucks to around 50 and the company, now renamed Frews Transport, had become a significant player in Canterbury rural transport.

And not solely rural, either. In the early 1970s Frews established a building demolition division in Christchurch that in the 50 years since has grown to also include civil and site works, quarrying supplies, bulk cartage and resource recovery in its portfolio.

During the 1960s John Frew was joined by his three sons, Evan, Merv and Owen in managing the company.

Each of the boys looked af ter a separate aspect of the operation – Evan building up Frews Contracting in Christchurch, Owen looking af ter Frews North Canterbury in Oxford and Merv managing Frews Transport in Darfield.

For the North Canterbury operation in particular, the Transpac era of the 1980s was quite a fraught Truck & Driver | 83

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“Not many companies have been going 100 years and have the same family actually running them.” time. The Aussie invader’s takeover of the majority of transport companies in the region lef t Frews as the only independent transport operator in North Canterbury.

Yet Transpac never made overtures to Frews, possibly realising they’d be a tough nut to crack.

Af ter John retired in the 1970s he was succeeded by the three sons as joint shareholders of the overall operation. However, faced with the complexities of multiple family ownership, in the mid-1990s they split the company into three equal divisions, each set up

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as a stand-alone commercial entity. Owen took Frews North Canterbury, Evan took Frews Contracting and Merv retained Frews Transport.

Despite the wide variety of work being carried out – especially between the two rural firms and Frews Contracting – the brothers saw the strength and reputation of the family name as a real positive in business.

And there was no radical redesign of the colour schemes of the three fleets, each retaining the classic brown and red (with gold-coloured signwriting) that’s

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John Frew (left) and sons Evan, Owen and Merv, at the company’s 75th birthday celebrations in 1996

All pictures: The distinctive Frews chocolate brown and red base colours, plus the gold signwriting, has been largely unchanged for half a century or more

the unmistakable Frews signature.

At times, that could lead to confusion in the rural operations, with Frews North Canterbury and Frews Transport servicing competing clients in a particular area and people mistaking one firm for the other.

Owen has subsequently sold Frews North Canterbury, with the Oxford part of the operation bought by Frews Transport and absorbed into its operation.

Now, with Evan and Merv retired, day-to-day control of the companies has passed to a fourth generation, with Merv’s sons Chas and Dean looking af ter Frews Transport and Evan’s son Hamish now the owner of Frews Contracting.

As Merv Frew puts it, making the century with the family still integral is a remarkable achievement: “Not many companies have been going 100 years and have the same family actually running them.

The name might be the same, but in most cases the ownership has changed. Evan and myself are third generation, and Chas, Dean and Hamish are the fourth generation down from the original.”

He says the centenary celebrations will probably not be as grand as the 75th , in 1996: “Then, we had three separate functions, one in the Darfield Town 86 | Truck & Driver

Hall as a community celebration, one at my place, and another at Oxford for Frews North Canterbury.

“This year will be more casual. We’re holding an af ternoon event at the family deer farm on Greendale Road, just out of Darfield, on October 9. However, we will still have a display of all the older vehicles that we have restored over the years – including a 1950s-era Austin Loadstar, a Mercedes-Benz from the 1960s, and an example of the Mercs that were the mainstay of the fleet in the 1980s.

“We will also have our latest stock units on display. Plus, of course, the original 10hp McLaren traction engine!

“A lot more of the focus at the celebration will be on Frews Contracting, which might not have the public profile of the rural transport operation, but is a very vibrant business.”

Interest is already high in the centenary event, says Merv: “People are telling us they want to be at whatever event we hold. We are asking people to register their intent to be there, so we can have a sense of the numbers who’ll be attending.”

Employees, suppliers and customers from the past and present can register their interest to attend the 100-year celebration through www.frews.co.nz T&D

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National Road Carriers

BACK TO THE FUTURE

By James Smith, COO of National Road Carriers Association

A

S I STEP INTO THE DRIVING SEAT OF NRC IT IS BEST to start with why I chose to return to the National Road Carriers Association after 10 years working elsewhere in the industry I joined in 1982.

The role of the association is unique, in that it can make a significant difference to those members who engage well with the range of services we provide.

In my time working for two large operators as a transport manager, it was clear the need for the association is as strong as it was on October 5, 1936 – when a group of owner carriers gathered at the Trades Hall in Hobson Street.

It was also clear the industry was going to require a strong association to assist members of all sizes for many decades.

National Road Carriers is in the fortunate position of having a very capable and engaged governance board that can see the big picture, very capable and dedicated staff who can deliver support to members, and a healthy balance sheet from strong supplier partnerships that ensures the association is sustainable without having to go cap in hand for sponsorship or to raise membership fees.

With both board members and staff from a variety of industry backgrounds spread throughout the North Island, we can get boots on the ground quickly to respond to local issues.

It is important to emphasise the role of the association and how it works with other organisations, especially the Road Transport Forum.

Our primary role is to assist our members to operate within the current rules, to provide members with tools and guidance that allow them to make informed decisions on the best options for them to be successful.

Where we encounter a rule that requires a change or an area where members believe the Government is not doing enough, we provide whatever assistance is required by the team at the Road Transport Forum to enable change.

Feedback from the membership is vital to guiding us to the most important issues.

From what I have seen and heard at the local meetings the NRC team has attended recently, the state of our roads is a top priority.

New Zealand is paying the price in lost productivity for decades of deferred infrastructure investment.

Successive Governments and local councils have kicked the

James Smith

can down the road for decades, as the priority to be re-elected outweighed the priority of making the unpopular call to increase funding on infrastructure.

Unfortunately, the can has now disappeared down a pot-hole, so the issue of degraded infrastructure cannot be deferred any longer.

It is important to acknowledge that the officials the National Road Carriers team are dealing with have inherited this issue and are in most cases receptive to finding solutions. Without a time-machine we cannot get to those who caused the problem.

In addition to this critical challenge, the industry is facing the biggest change in technology since it moved away from motive power that ate hay and oats. As with that transition, this will require clear guidance to both members and regulators as to the best pathway forward, as it is likely there will be multiple options and a degree of risk for both early adopters and those who get left behind.

National Road Carriers will develop new tools and partnerships to assist members to navigate the best way to a zero-carbon transport solution.

One certainty is that the road transport industry will adapt and will continue to be the dominant player in moving freight – it will simply be the vehicle carrying the load that will change.

The industry will still require skilled staff, both as drivers and managers, and the skill shortage is as pressing an issue as ever.

Expect National Road Carriers to continue to work on solutions to this challenge. Please, as operators, do your part by supporting our initiatives to bring new skills into our workforce.

NRC is already very much engaged with agencies, suppliers and other critical links in the supply chain. The team will continue to be on the road clocking up the kilometres, meeting members and those who impact their business. The association will continue to look for solutions to problems, smarter ways for members to do business and how to be the critical link between the problem and the solution.

And that is why this role is one of the most exciting in the industry, as every day the team at National Road Carriers makes a difference. There are not many roles like ours.

See you on the road and remember – the only stupid question is the one you don’t ask. So pick up the phone and call 0800 686 777 or send an email to enquiries@natroad.co.nz and one of our team will track down an answer for you. T&D Truck & Driver | 89

www.jacksonenterprises.co.nz

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Road Transport Association NZ

Protest shows strength of a united voice

By Simon Carson, RTANZ chief operating officer

F

RIDAY JULY 16 SAW 57 ORGANISED PROTESTS AROUND THE country, where thousands of farmers, tradies, contractors, plus a number of transport operators, gridlocked many towns and cities across New Zealand.

The Howl of a Protest showed our country the effectiveness of a single united voice and what that can achieve when taking on Government policies – some of which are deemed unworkable.

Groundswell NZ is not opposed to Government action on policy such as improving freshwater quality or sustainable land use, but it wants the Government to stay out of local policies – leaving regional councils and working groups to identify improvements that can be made.

It also objects to the new fuel tax on utes, as people working in transport and trades sectors do not have the luxury of an alternative low-emission vehicle to use for work purposes.

It appears there is more to come on this should the Government be unable to come up with a satisfactory response.

The chronic skills and people shortage we see as transport operators also extends deep into almost every industry across NZ. Nevertheless, the desire to recruit the right people for available roles continues at RTANZ. Please contact me should you become aware of individuals that may suit advertised RTANZ industry advisor positions.

In Region 2, Graham Sheldrake has taken up a part-time role and has spent time visiting members in the North Island as he moves around the region. If you get time to speak with Graham, please let him know any industry concerns you may have…which he’ll be working to resolve locally, or feeding back to head office for resolution, or updates.

Simon Carson

July also brought another round of wild weather and extreme flooding to the top half of the South Island. The deluge was felt worst in Buller and Marlborough, where the communities of Westport and other regional towns were left devastated after extreme rainfall damaged homes and businesses, while displacing hundreds of people. Farmers were also left counting the costs from lost stock.

The storms also brought road closures, isolating towns on State Highway 63, SH65, SH6 and SH7.

RTANZ worked with Waka Kotahi NZTA to have the highways reopened and communities reconnected as quickly as possible.

Unlike the recent floods across Mid Canterbury, this time there were no detours. Freight businesses unfortunately needed to wait out delays as waters slowly subsided when the extent of the damage became apparent.

The Government has now passed the Holidays Amendment Act, which increases the minimum employee sick leave entitlement from five to 10 days annually. Most employees who have worked for an employer for six months or more are entitled to sick leave if they, or a dependent, are sick or injured. Currently, employees are entitled to five days of sick leave per year – however from July 24 that entitlement doubled.

Employees will receive the extra five days when they reach their next entitlement date—either after reaching six months’ employment or on their sick leave entitlement anniversary (12 months after they were last entitled to sick leave). If any member requires assistance with further detail on what this means to you, or in implementing the new requirements into their businesses, please get in touch with us. T&D

Picture: Waka Kotahi NZTA

Extreme weather during July brought damage to roads and communities in the top of the south

Truck & Driver | 91

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BOP Oil Supplies is a locally owned and operated company and is proud to be the Caltex oil distributor for the eastern bay of plenty covering from Turangi up and across to Opotiki.

We pride ourselves on being able to offer the best product backed by the best service in the industry.

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TD31884

Caltex Opotiki Cnr King & St Johns St, Opotiki PH: 07 315 6298

This new Iveco Stralis X-Way low-roof tipper has gone to work for Renwick operator NZ Bulk, working all over the South Island. The 8x4 has a 570 horsepower Cursor 13 engine, a Hi-Tronix automated manual transmission and Meritor MT23-150D diffs. It has a Mills-Tui alloy bulk bin and tows a matching five-axle trailer.

Same again EW ZEALAND’S NEW TRUCK MARKET stayed consistent in July – the year-to-date sales at the end of the month continuing to lag 9.5% behind 2019’s benchmark.

The month saw 429 trucks with a GVM over 4.5 tonnes registered, taking the YTD total to 2801 – compared to 3096 in the last “normal” (ie pre-COVID) year.

In the trailer market, 134 July registrations carried the 2021 total to 855 – almost 16% behind 2018’s alltime best of 1017.

In July’s overall truck market, FUSO did best with 88 registrations, compared to longtime market leader Isuzu’s 61 (and third-placed Hino’s 73).

That saw FUSO close Isuzu’s YTD lead down to 25 sales – 549 to

524. Year on year, FUSO increased its market share from 14.8% to 18.7%, while Isuzu dropped from 24.1% to 19.6%.

Hino (413/73) remained a clear third, well ahead of Scania (227/50), with Iveco (179/30), Mercedes-Benz (154/26), Kenworth (136/11) and Volvo (132/8) holding their places, in order behind. UD (100/17) and DAF (86/13) completed the top 10.

In the 3.5-4.5t GVM crossover segment, Fiat reached 247 registrations YTD by adding 31 for the month. Its nearest competitor, Volkswagen (81/8), had less than a third of its YTD sales. MercedesBenz (43/10) was third.

In the 4.5-7.5t category, FUSO (261/46) increased its lead on secondplaced Isuzu (209/24). Hino (100/18) was third, ahead of Mercedes-

(continued on page 95) Truck & Driver | 93

Southland operator Symons Contractors has this new Kenworth T610SAR heavy-haulage tractor unit now in work. The 760mm mid-roof sleeper 6x4 has a 600hp Cummins X15 engine, an 18-speed Roadranger manual transmission, Meritor diffs and Neway rear suspension.

The Otautau-based unit has a 130t rating and works with a TRT three rows of eight transporter and dollie.

23,001kg-max GVM

4501kg-max GVM

Brand ISUZU FUSO HINO SCANIA IVECO MERCEDES-BENZ KENWORTH VOLVO UD DAF FOTON HYUNDAI MAN FREIGHTLINER FIAT SINOTRUK MACK INTERNATIONAL VOLKSWAGEN WESTERN STAR SHACMAN Total

2021 Vol 549 524 413 227 179 154 136 132 100 86 82 50 40 27 22 19 17 16 15 10 3 2801

% 19.6 18.7 14.7 8.1 6.4 5.5 4.9 4.7 3.6 3.1 2.9 1.8 1.4 1.0 0.8 0.7 0.6 0.6 0.5 0.4 0.1 100.0

July Vol 61 88 73 50 30 26 11 8 17 13 23 5 7 1 5 0 4 2 4 1 0 429

% 14.2 20.5 17.0 11.7 7.0 6.1 2.6 1.9 4.0 3.0 5.4 1.2 1.6 0.2 1.2 0.0 0.9 0.5 0.9 0.2 0.0 100.0

3501-4500kg GVM

Brand FIAT VOLKSWAGEN MERCEDES-BENZ FORD PEUGEOT RENAULT LDV ISUZU IVECO Total

2021 Vol 247 81 43 27 12 11 5 1 1 428

% 57.7 18.9 10.0 6.3 2.8 2.6 1.2 0.2 0.2 100.0

July Vol 31 8 10 10 0 1 1 0 0 61

% 50.8 13.1 16.4 16.4 0.0 1.6 1.6 0.0 0.0 100.0

4501-7500kg GVM

Brand FUSO ISUZU HINO MERCEDES-BENZ IVECO FOTON HYUNDAI FIAT VOLKSWAGEN Total 94 | Truck & Driver

2021 Vol 261 209 100 85 84 45 41 22 15 862

% 30.3 24.2 11.6 9.9 9.7 5.2 4.8 2.6 1.7 100.0

July Vol 46 24 18 10 17 15 4 5 4 143

% 32.2 16.8 12.6 7.0 11.9 10.5 2.8 3.5 2.8 100.0

In the trailer market there was no change in the order of the first three...

2021 Vol 223 134 112 37 26 9 8 5 1 1 556

% 40.1 24.1 20.1 6.7 4.7 1.6 1.4 0.0 0.2 0.2 100.0

July Vol 26 27 18 8 2 1 0 0 0 0 82

% 31.7 32.9 22.0 9.8 2.4 1.2 0.0 0.0 0.0 0.0 100.0

15,001-20,500kg GVM

Brand HINO FUSO UD IVECO SCANIA MERCEDES-BENZ ISUZU MAN DAF FREIGHTLINER Total

2021 Vol 52 38 19 11 10 8 7 5 3 2 155

% 33.5 24.5 12.3 7.1 6.5 5.2 4.5 3.2 1.9 1.3 100.0

July Vol 5 5 4 0 0 1 0 2 0 0 17

% 29.4 29.4 23.5 0.0 0.0 5.9 0.0 11.8 0.0 0.0 100.0

20,501-23,000kg GVM

Brand ISUZU HINO FUSO SCANIA VOLVO FREIGHTLINER Total

2021 Vol 11 11 7 2 2 1 34

% 32.4 32.4 20.6 5.9 5.9 2.9 100.0

2021 Vol 214 136 130 116 106 99 82 73 58 56 35 24 19 17 16 10 3 1194

% 17.9 11.4 10.9 9.7 8.9 8.3 6.9 6.1 4.9 4.7 2.9 2.0 1.6 1.4 1.3 0.8 0.3 100.0

July Vol 50 11 8 20 19 11 13 13 11 15 5 1 0 4 2 1 0 184

% 27.2 6.0 4.3 10.9 10.3 6.0 7.1 7.1 6.0 8.2 2.7 0.5 0.0 2.2 1.1 0.5 0.0 100.0

Trailers

7501-15,000kg GVM

Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI UD MERCEDES-BENZ DAF SCANIA Total

Brand SCANIA KENWORTH VOLVO HINO FUSO ISUZU DAF UD IVECO MERCEDES-BENZ MAN FREIGHTLINER SINOTRUK MACK INTERNATIONAL WESTERN STAR SHACMAN Total

July Vol 0 3 0 0 0 0 3

% 0.0 100.0 0.0 0.0 0.0 0.0 100.0

2021 Vol % Brand PATCHELL 121 14.2 FRUEHAUF 85 9.9 70 8.2 DOMETT MTE 51 6.0 51 6.0 ROADMASTER TMC 47 5.5 TRANSPORT TRAILERS 45 5.3 FREIGHTER 42 4.9 31 3.6 TRANSFLEET CWS 26 3.0 TES 24 2.8 21 2.5 JACKSON TIDD 16 1.9 MILLS-TUI 12 1.4 MTC 12 1.4 FAIRFAX 12 1.4 EVANS 11 1.3 11 1.3 HAMMAR 10 1.2 MAXICUBE LUSK 9 1.1 KRAFT 9 1.1 LILLEY 6 0.7 MAKARANUI 6 0.7 SEC 6 0.7 HTS 5 0.6 SDC 4 0.5 MD 4 0.5 WARREN 4 0.5 TANKER 4 0.5 WAIMEA 4 0.5 ADAMS & CURRIE 4 0.5 3 0.4 COWAN LOWES 3 0.4 PTE 3 0.4 KOROMIKO 3 0.4 DOUGLAS 3 0.4 OTHER 77 9.0 Total 855 100.0

July Vol 13 9 17 5 6 5 9 10 5 6 4 3 4 0 1 2 1 3 1 2 2 0 0 1 1 0 0 0 0 1 1 0 0 0 1 1 20 134

% 9.7 6.7 12.7 3.7 4.5 3.7 6.7 7.5 3.7 4.5 3.0 2.2 3.0 0.0 0.7 1.5 0.7 2.2 0.7 1.5 1.5 0.0 0.0 0.7 0.7 0.0 0.0 0.0 0.0 0.7 0.7 0.0 0.0 0.0 0.7 0.7 14.9 100.0

The first of five Shacman X3000 6x4 ready-mix concrete trucks ordered by Auckland’s Hi Concrete has gone to work, contracted to Stevensons. The truck has a 440hp Cummins engine, a 10-speed Eaton AMT and is fitted with a Hardox high-strength steel bowl.

(continued from page 93) Benz (85/10) and Iveco (84/17). Foton (45/15) overtook Hyundai (41/4) for sixth, followed by Fiat (22/5) and Volkswagen (15/4).

In the 7.5-15t segment, clear YTD leader Isuzu (223/26) was just pipped for the month by Hino (134/27), but remained unchallenged in terms of total 2021 registrations. FUSO (112/18) stayed in third place, well ahead of Foton (37/8), and Iveco (26/2). Hyundai (9/1) edged ahead of UD (8/0), followed by Mercedes-Benz (5/0), DAF and Scania (both 1/0).

In the 15-20.5t segment, Hino (52/5) led FUSO (38/5), UD (19/4), Iveco (11/0), Scania (10/0), Mercedes-Benz (8/1), Isuzu (7/0), MAN (5/2), DAF (3/0), and Freightliner (2/0).

In the tiny 20.5-23t segment, the only brand to add to its YTD total was Hino (11/3), moving up to first-equal with Isuzu (11/0). FUSO (7/0), Scania and Volvo (both 2/0), and Freightliner (1/0) obviously remained unchanged.

In the premium 23t to maximum GVM division, Scania (214/50) further increased its lead, while Kenworth (136/11) retained second ahead of Volvo (130/8) and Hino (116/20). FUSO (106/19) overtook Isuzu (99/11) to regain the fifth spot.

DAF (82/13), UD (73/13), Iveco (58/11) and Mercedes-Benz (56/15) all retained their places in completing the top 10.

In the trailer market there was no change in the order of the first three – YTD leader Patchell (121/13) extending its lead on second-placed Fruehauf (85/9). Third-placed Domett (70/17) was the best performer for the month, while Roadmaster (51/6) joined MTE (51/5) in fourthequal.

TMC (47/5) was sixth, ahead of Transport Trailers (45/9), Freighter (42/10) and Transfleet (31/5), while CWS (26/6) displaced TES (24/4) for 10th. T&D

This is one of two new DAF CF530 day cab 8x4 tractor units put on the road by Waste Management subsidiary Canterbury Waste Services. They have 530hp Paccar MX engines, ZF TraXon AMTs and a DAF driveline, on ECAS rear suspension. The tractor, which has a Palfinger hook unit, fitted

by Foot Engineering, has a full electronic safety suite.

Dalefield Transport in Carterton has this new Iveco Trakker logger in work around the Wairarapa. The AD500 8x4 has a 500hp Cursor 13 engine, a Eurotronic 2 AMT, Iveco hub reduction diffs and Waimea Engineering log equipment.

96 | Truck & Driver

Invercargill’s Northside Sand & Gravel went looking for a new four-wheeler tipper with the best GVM/tare weight combination…and came up with this new Hino GH1828, capable of an 8.75t legal payload. It has a Hino JO8 engine, a Transport Engineering Southland alloy body, a diff lock and the capability to pull a three-axle trailer.

Taupo’s Self Loader Logging is now carting logs around the Waikato and Bay of Plenty regions with this new Volvo FH600 unit. It has an all-Volvo powertrain – a 600hp engine, an I-Shift AMT and bogey, with Patchell logging gear and a matching five-axle trailer.

Truck & Driver | 97

Cromwell’s Blaze of Glory Holdings has this new Kenworth T610SAR working for TSI Logistics, running between Central Otago and Christchurch. The 6x4 tractor unit has a 615hp Cummins X15 engine, an 18-speed Roadranger manual transmission and Meritor diffs, with Airglide rear suspension.

King Country bulk groundspreader Macs Spreading has put this new Iveco Trakker 4x4 to work in its home area. Daniel Jaques drives the truck, which has a 360hp Cursor 8 engine, a 16-speed ZF manual gearbox and Iveco diffs, with a two-speed transfer case and full diff locks.

98 | Truck & Driver

Addline Transport, in Welcome Bay, Tauranga, has put this new Volvo FM540 tipper to work carting bulk loads around the region. The 6x4 has a 540hp DC13 engine, an I-Shift AMT and Volvo diffs on air suspension. It has a Transfleet alloy bin and a matching five-axle trailer.

Green Gorilla has added this new International R8-9870 8x4 truck and trailer unit to its Auckland operation, carting bulk waste. The truck, which has a 600hp Cummins X15 engine, an Eaton UltraShift Plus MXP transmission and Meritor RT46-160GP diffs, works with a Transfleet five-axle walking floor bulk waste trailer.

Truck & Driver | 99

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RON SMITH LTD & DIRECT TRANSPORT

After Ron Smith shifted to Rotorua, the Opotiki operation was run by Des Lysaght and Gavin Abbot.

Des retired in 1968 and I carried on as manager till I retired in 1985. This story mainly deals with Opotiki Depot and trucks until it closed when Dawes took over Direct.

LIMITED EDITION

For your copy contact: Postage: Gavin Abbot, 34 Elliott Street, Opotiki 3122 Or email: clamyhen@xtra.co.nz 104 | Truck & Driver

TD31544

This is the story of a gentlemen who purchased a small carrier’s business in Opotiki in 1940. With his leadership he built this up to be one of the major transport companies in New Zealand. His foresight and sincerity in dealing with people encouraged others to join him. Once Opotiki was established he shifted to Rotorua. With his very able accountant he formed Direct Transport (Holdings) Ltd. This was achieved by joining with Lightning Nelson Interests in 1966. He retired and continued his social work with church and service clubs. Ron Smith died in 1992.

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Shacman New Zealand Limited Distributor for SHACMAN Truck 264 Roscommon Road, Wiri, Auckland 2104

TD31851

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