NZ Truck & Driver December 2021

NZ TRUCK & DRIVER

$9.50 incl. GST

| December 2021/January 2022

December 2021/ January 2022

BIG TEST New Dog, old owner | FLEET FOCUS Fire power | OLD IRON: Inter an early Kiwi icon

The Official Magazine of

Inter an early Kiwi icon

FLEET FOCUS

OLD IRON

ISSN 2703-6278

Issue 252

Fire power

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PATC CH HE ELLLL PAT GROUP OF COMPANIES After another challenging year we thank all our valued customers and staff for their patience and loyalty over the past 12 months.

The Patchell Group is looking forward to the new year and celebrating its

50th year in business We wish you all the very best for 2022 and hope you enjoy safe and happy times with your families.

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CONTENTS

Issue 252 – December 2021/January 2022

4 Aeolus News

The latest in the world of transport, including…first hydrogen Hyundai truck arrives in NZ; TR Group buys 20 Hyzon hydrogen trucks, Hiringa starts building refuelling stations; rumoured sale of Hall’s transport and logistics business to Talley’s

24 Giti Tyres Big Test

It’s hardly surprising where NZ’s first two new-breed Mack Anthems have found their homes. After all, the HW Richardson Group has been running Macks for almost half a century…and currently has 240 Bulldogs on its national fleet

41 Transporting New Zealand

Latest news from Ia Ara Aotearoa Transporting New Zealand, including…..

COVID is not an excuse for not getting on with essential infrastructure projects; they were meant to be keynote speakers at Transporting NZ’s annual conference…but since that was cancelled, we give Minister of Transport Michael Wood and National Party transport spokesperson the chance to outline their parties’ road transport plans

48 Teletrac Navman Fleet Focus REGULARS At 1240 trucks, it’s one of NZ’s big fleets. It’s just that you don’t see its trucks out on the roads every day. Thankfully – seeing as we’re talking about Fire and Emergency NZ’s lineup of fire trucks

89 It’s political…

NZ’s major political parties are offered the opportunity to tell us their views on issues effecting the road transport industry. This month, the ACT Party is the only contributor

FEATURES

91 Truck Shop

68 Southpac Trucks Legends

New products and services for the road transport industry

In 50-odd years Eric Carswell has driven trucks, refuelled trucks, owned a truck, sold trucks (25 of ‘em, one year) and, since 1994, has worked in a key role for global truck enginemaker Cummins. On his retirement, he looks back at his career

96/ NZ Transport Imaging 97 Awards

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

71 Old Iron

In the first half of last century, trucks made

by International Harvester played a big part in NZ’s early trucking history, as Gavin Abbot details

97 CrediFlex Recently Registered

New truck and trailer registrations for October

83 Diverse Famers

The six new inductees into the Mobil 1 Delvac NZ Road Transport Hall of Fame are a very diverse bunch of high achievers

COLUMNS 93 Road Transport Association NZ Certification delays are proving to be another critical issue for transport operators – and RTANZ wants feedback on the problems, so it can push for changes

95 National Road Carriers Association

The year ahead will see NRC further adapt to the new reality of its conclusion that relying on a single voice to influence change in local and central government was no longer working

MANAGEMENT Publisher

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

Advertising

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

CONTRIBUTORS Colin Smith Gerald Shacklock Jess Chaplin Garry Cooper Gavin Abbot Olivia Beauchamp Fire and Emergency NZ Patchell Group

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

ART DEPARTMENT Design & Production Luca Bempensante

Helen Scott

EDITORIAL Editor

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

Editorial office Phone

PO Box 48 074 AUCKLAND 09 826 0494

Associate Editor

Brian Cowan

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

027 233 0090

trudy@trucker.co.nz AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston

027 448 8768

hayden@trucker.co.nz

ADMINISTRATION Sue Woolston MANAGER accounts@trucker.co.nz SUBSCRIPTIONS

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NZ Truck & Driver Magazine

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Total circulation – ended September 2021

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Truck & Driver | 3

NEWS

Hall’s sold to Talley’s?

New MANs joined the Hall’s fleet in mid-2021 NEW ZEALAND’S “LARGEST TEMPERATUREcontrolled transport business” – Hall’s Group’s refrigerated transport and Icepak cold storage and logistics operation – is apparently in the throes of being bought by agribusiness giant Talley’s Group.

NZ Truck & Driver understands that Hall’s advised employees and owner-drivers in early November that the board had accepted an offer for the sale of its transport and storage businesses to Talley’s Group.

The sale would become effective later in November and was considered

by Hall’s to be “great news” for the businesses – allowing the company to more confidently pursue growth plans.

NZ Truck & Driver sought comment and confirmation from both Talley’s and Hall’s: Talley’s referred us to Hall’s…..which did not respond to our requests for comment.

NZ Truck & Driver understands that the purchase deal includes Icepak NZ and the refrigerated transport business, both of which would continue to operate on a standalone basis, with its own executive team and board.

Hall’s website says that the company is “something of a NZ success story – humble, with a low profile but well-regarded and respected by our customers for our performance, and our embrace of world-class technology, modern plant and equipment.”

Hall’s was founded by Auckland meat delivery operator Ian Hall in the 1950s. Under new owners it grew into a nationwide cold storage and

transport operation during the 1970s and ‘80s.

Deregulation of the industry powered the company’s growth, which saw it move into the South Island in 1987.

It has been owned by the Madill family since 1995, according to the website, which adds: “The following two decades have seen the redevelopment and upgrade of our network with a refreshed fleet, modern, well-designed cold stores and an expansion of services to include rail, coastal, and storage.”

The website details acquisitions which have boosted the company’s growth – including Translink Refrigerated in 2005, LCL Transport two years later, Roadways and Easy Logistics in 2010 and Icepak in 2016.

According to the website, Hall’s Group offers “a reliable service with a comprehensive fleet of purposebuilt units for line haul, short haul and metro services.

“We have state-of-the-art cross-dock facilities at strategic national locations. We transport, store, pick and despatch chilled, frozen and dry goods by road, rail and sea. Our rail-side docking capabilities include specialist rail units and quick service restaurant deliveries.

“We provide long-haul container cartage, but can also deliver cartons, pallets or full loads.”

The site says the company has 500-plus specialist vehicles, including swinglifts and top-loaders – with most of the fleet fitted with multitemperature units. T&D

Real icons...virtual celebration THERE ARE NOW 51 MEMBERS of the Mobil 1 Delvac New Zealand Road Transport Hall of Fame.

COVID-19 disruptions forced a livestream announcement in place of the traditional blacktie gala dinner at Bill Richardson Transport World in Invercargill, when the six new Hall of Fame inductees for 2021 were revealed on Friday November 12.

Among those to join the Hall of Fame in the 4 | Truck & Driver

2021 induction were Canterbury log cartage industry icon Steve Murphy and Waikato’s John Alexander, founder of the Alexander Group.

The second woman to be recognised in the Hall of Fame was Aucklander Kate Bucknell, who has had a successful business career with major road transport industry suppliers… and has played a leading role in industry organisations.

A posthumous induction into the Hall of

Fame recognised longtime leading Southland transport operator Cliff Bennetts, and trailer innovator Neil Peterken – founder of Roadrunner Trailers and a founding member of the Institute of Road Transport Engineers NZ. Cantabrian Richard Riley had a longtime career in leadership roles in road transport industry companies.

A more indepth look at the 2021 Hall of Fame inductees starts on Page 83. T&D

NEWS NZ is the third country in the world to trial the XCIENT FCEV

Hydrogen Hyundai is here NEW ZEALAND’S HYDROGEN FUEL cell electric truck era is dawning with the November arrival of the first Hyundai XCIENT FCEV. Hyundai NZ’s first fuel cell truck is being readied for evaluation and demonstration assignments, starting in the second quarter of 2022.

Meanwhile, four more hydrogen-fuelled XCIENTs will arrive during the year.

Their presence on Kiwi roads in 2022 will position NZ at the forefront of Hyundai’s global hydrogen push: The only other locations so far with fuel cell XCIENTs involved in road trials are Switzerland and South Korea.

The South Korean-built 6x2 rigid will be converted to right-hand-drive here and will have a locally-built body fitted.

Hyundai NZ general manager Andy Sinclair says of the arrival of NZ’s first hydrogen truck: “This is an exciting milestone in NZ’s journey to a zero carbon future – and it’s just the start of things to come.

“Many conversations are happening around the development of hydrogen production plants and plans to build hydrogen fuelling stations. In the interim, we will fuel our trucks, using our mobile refueller.

“We have long been a champion locally for the use of electric vehicles and alternative fuel technologies.

We now have an opportunity to help fast-track the large-scale adoption of alternative green fuels in the NZ road freight sector.”

After being shown off to key stakeholders, the XCIENT was booked to begin “localisation and preparation to enter real-world daily logistics operations.”

This first XCIENT and the others to soon follow are joining Hyundai NZ’s existing FCEV fleet of three Nexo SUVs – used for similar evaluation work in the passenger vehicle sector since 2019.

The NZ XCIENT project is, in part, supported by the Low Emission Vehicles Contestable Fund (LEVCF) administered by the Energy Efficiency and Conservation Authority (EECA).

Earlier in 2021 Hyundai NZ received $500,000 towards the project from the LEVCF, which offers up to $6.5 million to projects that will accelerate the uptake of electric vehicles (EVs) and other low emission vehicles.

Hyundai says the initial fleet of five zero emission trucks will be evaluated in real-world daily logistics operations, with the aim of demonstrating FCEVs as a heavy-duty, reliable, cost-effective replacement for diesel trucks.

They’re promoted as offering advantages over battery-electric trucks, including a longer range, shorter refuelling time and greater payload.

Sinclair says: “The project will allow us to gain insight with vehicle efficiencies and driving range while in service – with two types of configurations, in the form of a rigid truck application and/or combination trailer-towing applications.”

EECA’s transport portfolio manager Richard Briggs says: “EECA considered there was value in supporting the project, as it will provide rich data on the viability, supply of fuel and vehicles and operational cost comparatives in the NZ heavy freight transport context.”

The largest deployment of XCIENT FCEVs is in Switzerland. Hyundai Motor Company and Swiss company H2 Energy – with the support of the Swiss Government – formed Hyundai Hydrogen Mobility in 2019. By 2025 it expects to have 1600 XCIENT FCEVs in operation in Switzerland.

It’s the production of the Swiss trucks that has enabled Hyundai NZ to work closely with Hyundai Motor Company and order the Kiwi FCEVs.

The trial trucks will initially use Hyundai’s own refueller based in Auckland. It will utilise other hydrogen refuelling stations from other local partners once they are operational.

When Hyundai NZ began its FCEV commitment it had to invest in its own hydrogen production plant and refuelling facility in Auckland. It operates at 700-bar – the common pressure for hydrogen storage in passenger cars.

To operate the XCIENT FCEV an additional 350-bar containerised refuelling station has been sourced from Australia’s H2H Energy.

Its increased capability and its containerisation will allow it to be deployed around NZ, enabling trial fleet users to experience the hydrogen XCIENT first-hand – even in areas where there is no H2 refuelling infrastructure yet. The portable station can also act as backup unit for larger stations in the future.

The XCIENT’s technology includes dual 95kW fuel cell stacks (effectively two of the units that power the Nexo SUV), providing 190kW of electric power generation.

Hyundai claims maximum output figures of 350kW and 3400Nm from the Siemens drive motor. There is a 661V/73.2kWh high voltage battery pack to store the electricity produced by the fuel cell stacks. A six-speed Allison automatic transmission is standard.

Hydrogen is stored at 350-bar and the XCIENT can be refuelled in eight to 20 minutes.

The tank carries 32.09kg of hydrogen – giving the truck an estimated range of 400 kilometres, running at up to a 40-tonne GCM. Based on 80,000kms of zero emissions driving per year, each XCIENT FCEV saves 62t of CO2 emissions compared to an equivalent diesel truck. T&D Truck & Driver | 5

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NEWS

The big hydrogen push into NZ involves hydrogen FCEV technology supplier Hyzon, truck rental and lease company TR Group, hydrogen supplier Hiringa and Waitomo Group refuelling sites

Big bucks on H2 trucks, refuelling network A MULTI-COMPANY $50MILLION INVESTMENT WILL establish an initial North Island network of hydrogen refuelling stations to support zero emissions fuel cell electric trucks within the next 12 months.

And truck and trailer lease and rental giant TR Group confirms that it has ordered 20 Hyzon hydrogen fuel cell heavy-duty tractor units – scheduled for delivery in New Zealand in the same timeframe.

The Hyzon FCEVs (fuel cell electric vehicles) are based on a NZspec DAF CF 6x4 chassis – with 600 horsepower and a 58-tonne gross combination rating.

They will be capable of a 600-kilometre range between refuelling stops.

The trucks will store hydrogen in multiple tanks, at 350-bar pressure.

TR Group says the first units will arrive here in mid-2022 for performance testing, with the balance arriving towards the end of the year.

It says that MOVe Logistics, Reliance Transport, Fulton Hogan, Centre Port, Strait NZ, Peter Baker Transport and Hancock Forestry Management have signed up for the first trucks...

Which TR Group will own and lease to customers by way of a fully maintained operating lease (FMOL) – with fuel included.

TR Group general manager Brendan King says: “We have had great uptake from customers for these vehicles, who share similar values to ourselves when it comes to decarbonising the transport network and making the world a greener place.

“If we are serious about reducing our impact on the environment, it is important that we embrace and seek to understand this technology and help develop it for NZ conditions, as well as helping to develop the support networks for it – such as service and repair expertise and the vital refuelling infrastructure.

“This can only be done with real world use of this technology.”

A $6milion contribution towards the cost of the TR Group’s hydrogenpowered fleet is being made by the NZ Government – via grants from the COVID-19 Response and Recovery Fund (CRFF) and the Energy Efficiency and Conservation Authority (EECA).

King acknowledges that “we couldn’t have done this” without their support – and that of Hiringa Refuelling and Hyzon.

“We’re hugely excited about the learnings ahead and we look forward to playing our part in NZ’s journey towards a zero-emission transport future.

There’s a long way to go but this is a really positive first step.”

Hyzon Motors CEO Craig Knight says the company is “proud to participate in this exceptional partnership with TR Group and Hiringa to decarbonise NZ’s heavy transport sector.”

Hiringa Refuelling NZ says it has completed engineering and compliance work for its first four high-capacity green hydrogen refuelling stations to support zero-emissions FCEV trucks and buses – and is now Continued on Page 8 Truck & Driver | 7

NEWS

TR Group has ordered 20 Hyzon FCEVs, to be delivered in the next 12 months

Continued from page 7 entering the construction phase.

The first stations – which it expects to commission during 2022 – will be at Waitomo Group sites in Auckland, Hamilton, Tauranga and Palmerston North. Further sites are planned in 2023.

Hiringa Energy CEO Andrew Clennett says: “We are delighted to reach this crucial milestone in the rollout of Hiringa Refuelling NZ’s hydrogen refuelling network.

“This achievement is the result of collaborating with our key partner companies and working closely with central and regional government.”

The construction phase is in part being enabled through a $16m investment from the government, as part of the CRRF. Other key investors include Sir Stephen Tindall’s K1W1 fund and international investors from Asia and North America.

Clennett says that these investments build on Hiringa Energy’s strategic alliance agreement with Mitsui (Asia Pacific), and a memorandum of co-operation on hydrogen between Japan and NZ. “The NZ Government’s support in the early decarbonisation of heavy road transport has played a vital role in providing many logistics operators and their customers with the confidence to invest in and support zero-emissions FCEVs. “Knowing that affordable, accessible and reliable sources of green hydrogen will be readily available is critical to creating a viable platform for Kiwi companies to innovate and create new low-emission business opportunities.”

“We have strategically selected the initial network locations to provide coverage for the major heavy freight routes in the North Island.

“The facilities will be co-located with well-placed truck refuelling 8 | Truck & Driver

sites owned and operated by Waitomo Group. This is an excellent example of aligned companies leaning in and partnering to enable change.”

Hiringa plans network expansion into the South Island during 2023 and Clennett says that, as demand grows, over 24 Hiringa high-capacity refuelling stations are planned across NZ in the next four to five years.

The hydrogen will be produced onsite at each of the first four stations through electrolysis, using electrolysers supplied by US specialists Plug Power.

Water is split into hydrogen and oxygen using an electrolyser and green electricity. Eventually, this production will also be supplemented by delivered hydrogen from other sites.

The Waitomo Group stations will use technology from Haskel’s Hydrogen Systems Group, a part of Ingersoll Rand. The UK-based company has a longterm agreement to supply the hydrogen refuelling stations.

Haskel’s global managing director Stephen Learney says: “NZ is starting to scale up its hydrogen mobility infrastructure, and we are proud to be working with Hiringa in delivering this ambitious roadmap.

“Working in partnership with Hiringa, we will utilise compression, storage and dispensing equipment specifically designed and optimised for the NZ network.”

Haskel’s hydrogen compression system provides high-capacity fuelling for buses and trucks up to 350-bar working pressure.

The company produces high-pressure liquid and gas transfer and compression technology solutions for critical applications in hydrogen mobility, aerospace, defence, energy and other industries. T&D

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Every freight delivery is different, so our three high-performance HAMMAR models are designed for your needs. Each HAMMAR is constructed from premium grade steel from Swedish and NZ components, to be stable, strong, fast and built to last. Designed for easy operation, service and maintenance in mind. You cannot buy a better sideloader.

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NEWS

The Alexander Group will work from a Waikato hub to service the Rockgas contract, supported by the Symons Group

Rockgas contract to Alexander ...with Symons support DANGEROUS GOODS LOGISTICS AND TRANSPORT specialist Alexander Group has won the contract to distribute Rockgas bulk LPG nationwide.

To strengthen its bid for the work, Alexander Group has formed an alliance with the Taranaki-based transport operator, Symons Group, to service the Taranaki region.

Rockgas, part of Firstgas Group, supplies LPG to more than 125,000 NZ customers. Alexander Group CEO Hayley Alexander says she believes “there were a few factors that helped to seal the deal – not least the company’s long track record in developing innovative transport and logistics solutions for its customers, especially in the dangerous goods sector.

“As one of the largest transport operators servicing the gas industry, with an unrivalled safety record and a national infrastructure, we have developed an ability to look around corners and to think differently about how we positively impact our customers’ business outcomes. We’ve successfully been doing this for 50 years.

“I have no doubt that our ‘fresh eyes’ approach to Rockgas’ unique needs, including reducing onroad exposure and kilometres driven without compromising quality and safety, was key to them awarding us the contract,” she says.

“The Rockgas win also validates our growth strategy and focus over the last two years.”

Of the partnership with Symons for the Taranaki work, Alexander says: “Symons Group have a similar history to ours and operate with very similar values. The fact that Symons have specialised in the energy sector brings an additional layer of expertise and high-performance resource that we can flexibly add to the mix, which is of great benefit to Rockgas.”

Symons has experience in the region’s energy sector and with other major bulk liquid work, for customers including Fonterra and Beach Energy.

Symons general manager Dean Eggers says its Alexander Group alliance on the Rockgas business “allows us to work alongside a company that equally commits to and delivers high-performance service to its clients.

“Our success has been built through a combination of our people and commitment to the highest levels of health and safety, so the alliance with Alexander Group to fulfil this contract is an excellent fit.”

The new contract with Rockgas, which is currently investigating lowcarbon gas alternatives, including bio-LPG, to help NZ become carbon zero by 2050, will begin after a transition period.

Under the new contract, the Rockgas transport network hub will be based in the Waikato rather than Taranaki – “the more-established heart for the energy sector.”

Hayley Alexander explains: “Integral to our approach was to get Rockgas’ tanker fleet closer to their end-user customers, so they could be more responsive to their needs.

“Anchoring our solution at a Waikato-based hub is a gamechanger: We can maximise vehicle and driver utilisation, more efficiently access our network and improve Rockgas’ responsiveness to meeting changing customer needs.”

Alexander says the new contact will see it develop its Waikato hub, with “a fleet of new trucks to maximise delivery capacity.”

Around 30 staff will be based at the hub – some existing Alexander staff, some Symons employees and some newcomers: “We’ll be recruiting hard in the next three months to get the right people in place, with drivers going through our extensive training programme before heading out on the road.” T&D Truck & Driver | 11

NEWS

Replacement ferry here in December KIWIRAIL HAS CONFIRMED A 12-MONTH LEASE FOR an additional Cook Strait freight ferry.

The Valentine, a Belgium-flagged 162m Ro-Ro cargo vessel, is expected to join the Aratere and Kaitaki on the inter-island crossing from late-December as KiwiRail faces ongoing delays to the repair of the Kaiarahi.

KiwiRail says the Valentine is completing technical due diligence in England now, ahead of sailing to New Zealand. It is due to arrive in mid-December and Interislander crews will familiarise themselves with the ship before it begins working the Cook Strait, likely later in December.

“Having another ferry will ensure capacity and provide resilience on this important link in the New Zealand supply chain,” says KiwiRail group chief executive Craig Miller.

“KiwiRail’s role is to ensure the SH1 and main trunk rail connection between the North and South Islands stays open, and Valentine will provide us with the ability to make sure that happens during the busiest period of the year for NZers taking summer holidays.

“Unfortunately, Kaiarahi requires major repairs to its gearbox after its sudden failure, and those repairs are expected to take at least until March.

“Our remaining two Interislander ferries, Aratere and Kaitaki cannot serve the market alone during that period, because that would leave NZ’s supply

chain vulnerable and under capacity pressure.

“The inter-island connection is vital for our customers so we have been working hard to secure a replacement ferry. We looked at 26 vessels around the world, then shortlisted six for more detailed assessment. The Valentine was the best option available right now.”

The Valentine will operate as a freight-only ferry to free up space for passengers and their vehicles on the other ferries during the summer holiday season.

Miller says the Interislander fleet is ageing and more prone to breakdown.

“Old ships tend to have mechanical problems and this has been highlighted with the current mechanical issues on Aratere. While she has now resumed service, we know that disruption is bad for us and our customers.

“Valentine will help mitigate the impact on freight movements across the Cook Strait, in the event of any further unexpected mechanical disruptions.

“Valentine is being leased for an initial 12 months. It has been working in the English Channel and is well-suited to KiwiRail operations.”

In July 2021 KiwiRail announced it had signed a contract for two new significantly larger and more efficient ferries to be built by Korean shipyard Hyundai Mipo Dockyard. The first is scheduled to arrive in 2025 and the second in 2026. T&D

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The Kaitaki (pictured) and Aratere will be supported on KiwiRail’s Interislander service when the Valentine starts work

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NEWS

Big summer planned for Manawatu project

Earthworks are well under way in Zone 2, near the Te Apiti Wind Farm, of the Te Ahu a Turanga: Manawatū Tararua Highway.

JOB VACANCIES ARE BEING FILLED, dirt is being shifted and trees planted as a big summertime push begins at the Te Ahu a Turanga: Manawatū Tararua Highway project.

Construction of the important new section of State Highway 3 – linking Woodville and Ashhurst – began in January 2021 and more than 650,000 cubic metres of earth were moved in the first phase of construction during the year.

“Te Ahu a Turanga Alliance team is on track with recruitment and, by December 2021, we expect to have a full earthworks contingent working on the project,” says Grant Kauri, the project’s owner interface manager.

“The drier months are typically when we have the opportunity to move the most earth, and we are anticipating a busy and productive summer season. However, being in the wider Manawatū region, those longer stretches of dry weather may not arrive until after the New Year.”

Te Ahu a Turanga ranks among the largest earthworks projects in the country and has around 120 pieces of large machinery onsite.

Goodman Contractors recently moved a Wabco 353 elevating scraper – one of the biggest scrapers in the world – to work on the project.

Waka Kotahi NZ Transport Agency says that a relatively mild winter and a seamless COVID-19 shutdown and restart, has allowed the project to move into its second summer earthworks season in a strong position.

During Level 4 the site had to close, except for essential maintenance. With stringent safety plans in place, Te Ahu a Turanga was one of the first major projects to resume construction in Level 3 and the site has been fully operational in Level 2.

14 | Truck & Driver

Lonnie Dalzell, Waka Kotahi regional manager infrastructure delivery, says a big focus this year has been creating access for construction.

A lot of this work is nearing completion and, with access largely in place across the site, the coming earthworks season is about moving a lot of dirt.

“Over 10% of the project’s total earthworks has been completed and we are working towards having half the project’s total earthworks moved by the end of the current season, in May 2022,” Dalzell says.

Dalzell says good progress on landscaping has also been made.

“The landscaping team has been out in all weather and has met their goal of getting close to 250,000 native plants in the ground at two farm sites before the warmer weather arrives.

Around 630,000 plants are growing at a number of nurseries for planting next year.”

The new section of State Highway 3 between Woodville and Ashhurst will replace the Manawatu Gorge section that was permanently closed by a land slip in April 2017.

The new highway is located between the former Gorge highway and the Saddle Rd, which has served as a link across the Ruahine Ranges since the slip.

“We understand the new highway is highly anticipated by the heavy haulage sector, with trucks currently needing to utilise the Saddle Road or the Pahiatua Track,” says Kauri.

“The estimated drive time for the new highway is 13 minutes for regular vehicles and 18 minutes for freight. With two lanes in either direction, including a crawler lane, it will make the trip significantly safer and more efficient than both the previous and existing routes.”

Completion of the new highway is scheduled for late 2024. T&D

A Wabco 353 elevated scraper being transported on the Saddle Road, near the Te Ahu a Turanga: Manawatū Tararua Highway site.

THE TEAM AT KRAFT WOULD LIKE TO THANK ALL OUR CUSTOMERS AND SUPPLIERS FOR YOUR SUPPORT THIS YEAR.

TD32040

ALL THE BEST FOR 2023 AND HAVE A FANTASTIC CHRISTMAS NEW YEAR .

5 Wikaraka Street, Ngongotaha, Rotorua, NZ Phone +64 7 357 4597

Colin King: Email colin@kraftgroup.co.nz, Mob 027 539 0057 James Worsnop: Email james@kraftgroup.co.nz, Mob 027 572 2642

NEWS

CAL modernises, expands at the Mount CAL ISUZU HAS COMPLETED A “SIGNIFICANT upgrade” of facilities and new services at its Mount Maunganui branch.

The improvements include a new Certificate of Fitness inspection lane and pit, and the addition of two new service bays.

The modernisation/upgrade adds to the established new truck sales, parts and service facilities (including engineering and electrical workshops) already offered at the site.

The changes have been made possible by the branch expanding into an existing building adjacent to its original premises.

Steve Hoyne, dealer principal of CAL Isuzu Tauranga, says the relocation of the parts department, service reception and customer parking to the front of the site “greatly improves accessibility for our customers.

“And with new signage and a completely new road frontage we have a much-improved visual presence on Totara Street.

“CAL Tauranga now offers a true one-stop-shop service, as customers will be able to have a CoF inspection, in addition to any manner of other truckrelated work,” says Hoyne.

The larger site allows the operation to carry a wider range of parts, thus accelerating repair turnaround times.

Isuzu Trucks NZ general manager Dave Ballantyne says: “A strong dealer representation and service network nationwide is crucial to maintaining high levels of sales and support for Isuzu Truck customers.”

Isuzu Trucks is now represented by 11 master dealers offering full sales, parts and service facilities, plus 17 authorised service centres nationwide. T&D

New Kamaz for Dakar RUSSIAN TRUCKMAKER K AMAZ – THE 18-TIME winner of the Dakar Rally’s truck division – took a clean-sweep of the podium places in 2021….

But it has still developed a brand-new rally raid truck for the 2022 running of the rally, in Saudi Arabia.

The Red Bull-backed Kamaz Master team has based its 2022 racetruck on the new K5 series production truck range, but is sticking with its proven 13-litre, inline six-cylinder engine, which develops 1050 horsepower.

The new truck has already claimed a victory on its July debut in the Silk Way Rally, driven by Dmitry Sotnikov.

Four factory entries from Kamaz Master will contest the 2022 Dakar – the world’s best-known and most gruelling rally raid event – in January.

Sotnikov and four-time winner Eduard Nikolaev will drive the new 435901 models while two of the previous generation 43509 models will be campaigned by Dakar 2021 runner-up Anton Shibalov and two-time winner Andrey Karginov.

The 2022 Dakar Rally is being run entirely within Saudi Arabia (for the third time), with desert sections in the Empty Quarter and the canyons of the Neom region.

It starts from Ha’il on January 2 and then proceeds, through 8000 16 | Truck & Driver

kilometres and 12 stages, to Jeddah…finishing on the shores of the Red Sea on January 14. T&D

NEWS

Smart truck A VERSATILE LOW-EMISSIONS TRUCK HAS BEEN launched by China’s Geely Holding Group – capable of running autonomously, powered by battery electric, methanol hybrid or rangeextended battery electric.

Geely’s Farizon Auto commercial vehicle arm says its Homtruck is also capable of swapping its battery rather than stopping to recharge.

Farizon (short for Far Horizon) says the Homtruck – so-called because the designers aimed to make it a home away from home for long-haul drivers – is a next-generation, smart-energy truck.

Cab design features include soft-touch natural fabrics, sustainable plastics and bamboo-grain materials inspired by bamboo forests.

As well as its multiple alternative powertrain options, the Homtruck focuses on efficiency, and driver and pedestrian safety.

Farizon says it aims to begin delivering production models in China in early 2024.

On a growing number of selected routes in China, the Homtruck will be able to operate in a “hands-off ” Level 4 autonomous drive mode – and join in convoys of trucks (some of them driverless).

Lidar, millimetre-wave radar and ultrasonic radar will be standard equipment, along with 5G and V2X communication. The Homtruck will also be capable of being upgraded using over the air (OTA) software upgrades.

Farizon already has electric light-duty trucks and a heavy-duty truck, introduced in 2019, running on M100 methanol fuel. It achieves a 15-20% reduction in CO2 emissions compared to an equivalent diesel truck. T&D

NEWS

Kiwi etruck evaluation A KIWI INNOVATION COMPANY HAS CLAIMED A WIN at the Geospatial World Innovation Awards for an online evaluation tool that assists businesses to transition their fleets to electric vehicles.

The SwitchMyFleet solution developed by Wellington’s Critchlow Geospatial has won the Location-Based Services category at the 2021 international awards, held in the Netherlands.

Critchlow Geospatial developed SwitchMyFleet to increase the pace at which New Zealand businesses transition to electric vehicles – demonstrating the viability of electric vans and trucks in each business’ unique situation.

SwitchMyFleet is a free, easy-to-use tool that balances time, distance, and energy use to calculate the metrics that fleet operators and transport businesses need to build a business case for the transition.

It was developed by Critchlow with NZ government co-funding through the Low Emission Vehicles Contestable Fund (LEVCF) administered by the Energy Efficiency and Conservation Authority (EECA).

EECA transport portfolio manager Richard Briggs says it’s pleasing that Critchlow Geospatial has been recognised at a global level for its ability “to bring together the physics of moving vehicles, NZ geospatial data, and route optimisation algorithms to build a free online tool to enable our transport sector to make the transition from ICE to electric – reducing greenhouse gas emissions and saving costs.”

Critchlow Geospatial believes that SwitchMyFleet is a world-first in

NZ’s most experienced

providing this level of real-world commercial fleet transition modelling and that it will be the catalyst that gives NZ businesses the confidence to switch to EVs, thus reducing GHG emissions and increasing profitability.

SwitchMyFleet is powered by address and 3D road network data from NationalMap, combined with route optimisation algorithms.

By accommodating each user’s real-world environment and by testing different vehicle types and battery sizes to determine their fleet requirements, SwitchMyFleet then forecasts and compares the operating costs of conventional vehicles and commercial EVs. The combination of these complex datasets and algorithms with the user’s own real-world fleet configuration and routes makes SwitchMyFleet powerful, practical…as well as free.

Says Critchlow Geospatial group MD Steve Critchlow: “When we designed SwitchMyFleet, we did so with a clear view to helping NZ fleet operators ‘right size’ their EV fleets to make the path to transition from internal combustion engines easier…

“But we also knew that there was huge potential in bringing a successful solution to international markets as well.”

The award is “fantastic recognition and a real validation of the potential for SwitchMyFleet to have a global impact – one that can help accelerate not only NZ, but the whole world, towards more sustainable transport systems.” T&D

JOSAM truck alignment specialists

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18 | Truck & Driver

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With the addition of the flexible 8x4 configuration, the Quon can handle any job, anytime, anywhere.

From cattle yards to a construction site, from city waste removal to the open road, the Quon delivers the ultimate in flexibility and dependability. With Quon's outstanding drivability, advanced safety features, optimal uptime and an outstanding service network, it’s hard to find a truck that performs better in any situation.

To find out more, contact your nearest UD Trucks Dealer: Northland/Auckland/Waikato 09 250 1800 | Rotorua/Thames/Coromandel/BOP 0274 912 793 | Manawatu/Horowhenua/Wanganui/Taranaki/Hawkes Bay 027 446 6374 | Wellington/Hutt Valley/ Kapiti Coast/Wairarapa 021 284 7788 | Nelson 03 5464605 | Blenheim/Canterbury/Timaru 03 349 0044 | Otago / Southland 0274 341717 or visit udtrucks.com/newzealand

NEWS Scania is to build an alternative to the likes of this diesel-engined R730 – a battery electric-powered heavy duty log/timber truck...capable of running at 80 tonnes all-up

Electric 80t timber truck SCANIA IS PARTNERING WITH Europe’s largest private forest owner to develop an electric timber/log truck capable of working at 80 tonnes all-up.

The battery electric heavy-duty Scania will be built to run at up to 64t on public roads and 80t on private roads for Svenska Cellulosa AB (SCA), owner of 2.6 million hectares of forests in northern Sweden.

“An electric timber truck is a symbol for something pretty cool,” says Fredrik Allard, head of e-mobility at Scania.

“Transport of timber specifically has been talked about as something that may never be possible to electrify.

“The developments of the past few years, together with what we are now presenting with SCA, show just how quickly things are progressing with regards to both vehicles and batteries,” says Allard.

Starting “as early as” 2022, the BEV Scania will transport timber in the Swedish region of Västerbotten, running between an SCA timber terminal and a nearby paper mill owned by the company.

Burning rubber

Every year, SCA transports about 8.5 million cubic metres of wood, using 265 timber trucks in collaboration with 87 haulage contractors.

SCA head of sustainability Hans Djurberg says: “The cooperation with Scania is an important way for us to jointly find innovative solutions for sustainable transport.

“Electric timber trucks will be a strong contribution to SCA’s work with sustainability, where we are part of the solution for a fossil-free world.” The first BEV Scania will reduce carbon emissions by about 55,000kg per year. T&D

This fire engine has been added to the range of racetrack driving experience vehicles Brits can enjoy

BRITS WHO’VE DREAMT OF DRIVING A FIRE ENGINE at speed are getting their chance to make the dream come true.

The Fire Engine Driving Experience is proving a popular addition to the TrackDays.co.uk range of supercar, drift, rally and offroad driving experiences it offers at British motor racing circuits.

Under expert tuition, thrillseekers can get behind the wheel of what TrackDays reckons is “the Rolls-Royce” of fire engines – a Dennis Sabre XL. The 12-tonne Dennis is powered by a turbocharged Cummins 8.2-litre engine and TrackDays operations manager Dan Jones reckons that it “will be sure to light the fire of petrolheads and adrenalin junkies alike.

“Many youngsters dream of becoming a firefighter one day, so by putting their foot to the floor in a Denis Sabre XL, those behind the wheel may very well feel like they are finally fulfilling a childhood dream.”

Passenger rides are also available for adrenalin junkies not yet old enough to drive, with children as young as six offered the chance to get in the passenger seat and experience first-hand what it’s like to ride in a fire truck. T&D Truck & Driver | 21

CASTROL’S NEW SUSTAINABILITY STRATEGY Castrol is helping to drive a more sustainable future with its recently announced PATH360 strategy.

The strategy sets out aims for 2030 to save waste, reduce carbon and improve lives, not just in Australia and New Zealand, but on a global basis. “Customers in the mining and CVO sectors are committed to reducing their carbon emissions,” said Jane Carland, General Manager, Castrol Australia and New Zealand, “and we are aiming to be an important partner in working together to help them achieve their goals and our target is to halve the net carbon intensity of our products by 2030.”

Castrol became a pioneer in carbon neutral lubricants when the premium Castrol VECTON range of diesel engine oils became the first to be certified as carbon neutral in Australia and New Zealand. In 2021, all Castrol products we sell in Australia and New Zealand will be committed to carbon neutrality in accordance with PAS 2060. That includes Castrol’s traditional market leading product ranges, such as Castrol RX. CIRCULAR THINKING Jotika Prasad, Castrol Marketing Director, Australia and New Zealand commented, “As well as commiting to offer our carbon neutral products to our customers, we are aiming to halve our global use of virgin plastic packaging from our 2019 baseline. As part of our PATH360 strategy, we’ve adopted the circular thinking approach, which means we’re looking at the life-cycle of our existing and new products, to see how they can be improved, extended, reused or recycled. We’re also supporting new and growing sectors, like renewable energy and e-mobility with products and services.”

CASTROL’S 120 YEAR FIGHT AGAINST FRICTION, CORROSION AND WEAR The world will need improvements in end use energy efficiency. In one estimate, these improvements can provide almost 40% of greenhouse gas (GHG) emissions reductions required (as per Energy Technologies Perspectives 2020 IEA Page 73).

How can these improvements be made? Jotika Prasad, Marketing Director, Castrol Australia and New Zealand said that around a quarter of the world’s energy was believed to be lost to friction, corrosion and wear as per study by Kenneth Holmberg and Ali Erdemir. “From the company’s earliest days, we have been dedicated to delivering high performance products that help save energy by fighting exactly these problems. With new science and technology, we are well placed to remain at the forefront of development.”

DYM235876 Double Page Castrol Path360 Advertorial DPS.indd 1

REDUCING PRODUCT LIFE-CYCLE CARBON EMISSIONS

WIND ENERGY IN CHINA

Castrol aims to deliver high performance with lower life-cycle carbon by improving operational efficiency and exploring opportunities to transition to renewable energy. Castrol is also working with its suppliers and partners to source lower carbon raw materials, reduce packaging, and influence what happens to products after customer use.

These include support for projects such as the Zhaoyuan Zhangxing wind energy scheme in China, located on China’s eastern coast.

Traditionally, electricity in China’s Shandong Province has been supplied by fossil fuel-fired power plants, mainly relying on shale oil and coal. The project’s wind turbines harness strong prevailing coastal winds to generate clean, renewable electricity.

Both carbon emissions and local air pollutants are reduced as electricity generated by fossil fuel-fired power plants is replaced with clean, renewable energy, which mitigates more than 180,000 tonnes of carbon dioxide are each year by replacing fossil fuel power.

For example, three of Castrol’s plants globally moved to renewable electricity in 2020. At the same time, the company has developed new light-weight bottle designs which use less plastic, saving on a global basis 7,000 tonnes per year by 2023. The new packaging has also been designed for optimised distribution efficiency.

AIMING TO BE A LEADER To help fulfil its carbon neutral programme, Castrol buys carbon credits from bp Target Neutral which supports a portfolio of carbon reduction, avoidance and removal projects around the world. These projects have additional benefits that support the UN Sustainable Development Goals, improving the lives of millions of people through better health, decent work, training and gender equality.

BUILDING ON ACHIEVEMENTS

LIGHTING HOMES IN INDIA Another such project has supported investment in solar energy in India, through a large-scale project that hat not only reduces carbon but also helps provide reliable and cost-effective off-grid electricity for families and business. To date, 60,000 solar units have been distributed. By displacing the use of kerosene, the project has cut carbon emissions by 55,000 tonnes of CO2e per year. In addition, the project has also helped create more than 300 skilled jobs involved in sales, financing, installation, and maintenance services for the solar systems.

Castrol’s Senior Vice President, Mandhir Singh, said: “PATH360 builds upon work we’ve been doing for years, pulling it all together into one integrated sustainability programme. We know that many of our customers are looking for more sustainable offers and help with their sustainability goals, and this is what this programme is designed to deliver.”

11/10/21 2:02 PM

d l o o , g o New D k otos Gerald Shackloc Story Colin Smith Ph

One of NZ’s first two new Anthems brings the modern Mack design theme to New Zealand roads in the bold colours of Allied Bulk

24 | Truck & Driver

r e n w o d

BIG TEST

Truck & Driver | 25

Customer benefits of the new ROR SL9 • LIGHT TARE WEIGHT • SIMPLE TO REPAIR • HIGH STABILITY (compare the SRT with other brands) • POSITIVE CAMBERED AXLES SIGNIFICANTLY • TRAILER TRACKS LIKE ITS ON RAILS REDUCE INSIDE TYRE WEAR • PROVEN STRENGTH (copy of CS9 ) • SUPPORTED BY NZ OWNED • LOW PARTS COSTS FAMILY COMPANY (30 YEARS ) 4 AXLE TIPPING TRAILER, Manufactured by Transport Trailers For P & I Pascoe Ltd, ROR SL9 air suspension, axles with 19.5” disc brakes, to suit dual 19.5” alloy

wheels and fitted with Timken cartridge bearings, HYVA hoist, Alex A shine alloy wheels, All supplied by T.A.T.E.S (NZ) LTD

Also fitted with PSI tyre inflation system on all axles

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The frontal appearance of the Allied Bulk Anthem is dominated by the alloy Texan bumper supplied by King Bars...topped by the unusual headlights and droop-snoot bonnet

T’S NO BIG SURPRISE WHERE NEW ZEALAND’S FIRST TWO Mack Anthems – the very latest breed of Bulldog – have found their homes.

That is….within the HW Richardson Group. It is, after all, a fleet that’s been running Macks for almost half a century…and which currently boasts around 240 examples of the make.

The pair of early production models, fresh from a quick (COVIDcurtailed) roadshow tour, have now gone to work – one in Southern Transport colours, working around Southland….

And a Tauranga-based twin sister – our Giti Big Test truck this month, in bold Allied Bulk blue and red.

The new-age Anthem was introduced in North America in 2018 and has since been engineered by Mack Trucks in Queensland for right-hand-drive and Down Under road conditions – and was duly launched in Australia earlier this year.

The HWR duo went on the road here in July – as the star attractions of the Mack Evolution promo tour….designed to give Kiwi operators their first opportunity to see the newly-styled Mack in the flesh.

The tour hit most of its South Island dates in August before COVID-19 alert levels were raised and the tour had to be cancelled.

With the promo duties curtailed, now it’s time for work.

The Allied Bulk 8x4 – Anthem “number two” – is working in front of a five-axle trailer, supplying the Allied Concrete plants in Tauranga, Rotorua and Whakatane.

Mainly the Anthem hauls aggregate and fines out of Stevenson’s quarry at Poplar Lane near Te Puke, as well as sand from the Bell Rd sand pit at Papamoa. Occasionally it dumps concrete plant waste back into several quarry sites.

As Mack’s newest design, the Anthem sends clear signals about where the Bulldog marque is heading with its styling, technology and

efficiency.

Beneath that sloping bonnet is the 535-horsepower (399 kilowatt) version of the 13-litre Mack MP8 six-cylinder that delivers 1920 pound foot (2600 Newton metres) of torque between 1050-1450rpm.

The engine is fitted with a selective catalytic reduction emissions system, to meet the Euro 5 exhaust emissions standard.

The transmission choice for these first Kiwi Anthems is the Mack D12AD mDRIVE automated manual. Both units are equipped with the HD transmission option that includes a deep reduction 13th crawler gear and multi-speed reverse.

Built in 8x4 rigid day cab configuration, their specification includes Mack FXL 14.6 twin-steer front axles and eight-bag Air Ride rear suspension rated at 21 tonnes. The final drive ratio is 3.09:1 and the truck has disc brakes front and rear.

Among the options are dual vertical exhausts featuring a solid shroud and eyecatching blue back-lit Anthem cut-outs. There is a clear bug deflector and stainless-steel kickplates, along with blue strip lighting.

On the back is a Transport Engineering Southland alloy bathtub tipper body and it pulls a matching five-axle trailer. The Allied Bulk combination is initially working at 50MAX capacity (with a 31t payload) while awaiting a 58t HPMV permit.

In recent years HWR Group divisions have favoured Mack Tridents for this line of work. The move into the Anthem is primarily because the 8x4 rigid “axle back” Trident is no longer available.

Stu Wynd, national sales manager for Mack distributor MTD Trucks, explains the revised model lineup and says it’s too early to predict where the Anthem will fit into the local Mack sales mix: “The Anthem replaces both the Granite and the 8x4 Trident models.

“As a fleet truck I think the Anthem is fantastic. For the owneroperator who wants a one-off that makes a statement, I think they Truck & Driver | 27

Main picture: The Anthem is the replacement for both the Granite and 8x4 Trident models. Nine-axle Allied Bulk unit is awaiting a 58 tonne HPMV permit Top, from left to right: Former MTD GM Murray Sowerby (left) presents an appropriate painting (of an Allied Concrete Mack) to HWR Group founder, the late Bill Richardson – celebrating the Group’s purchase of 100 Macks in 26 years.

Since then it’s bought hundreds more!.....The twins have arrived! The first two Kiwi Anthems – in the colours of Southern Transport and Allied Bulk – during the Mack Evolution promo tour.... the distinctive grille of the new Mack

will continue to choose a Superliner or the axle-forward Trident.”

The two HWR Group trucks are early production units and Wynd says full series production Anthems will begin reaching NZ in the first quarter of 2022.

The HWR Group’s relationship with the Mack brand, which dates back to 1974, is seemingly as strong now as it’s ever been.

Dale Cocker, HWR general manager specialised transport, says the Group currently has 140 Macks in readymix concrete work and another 100 Bulldogs in bulk, general and petroleum transport.

“It’s almost 20% of our fleet of 1300 trucks and Mack is levelpegging with Volvo as the biggest brand, depending on what’s going on the road at any time,” he says.

“Southern Transport is where the relationship with Mack began and that’s why Anthem number one is in the Southern colours. And Anthem number two is in Allied colours, so the two iconic brands of the HWR Group are the first to get the new Anthems.

28 | Truck & Driver

“At this stage we’ve got six more Anthems coming next year – three for concrete and three in general bulk.”

Former MTD general manager Murray Sowerby says Mack and its NZ distributor have forged a strong relationship with the HWR Group. And it all started from a single truck for group founder Bill Richardson.

“Bill was always keen on American bonneted trucks,” he explains.

“At fairly short notice MTD were able to deliver his first Mack in 1974 and from there the relationship just grew and grew.

“Bill was the biggest Mack owner and he was always pretty keen to buy the first of the new models. He was the first to get a Superliner and he got the 1000th Superliner as well as the first CH and Granite in NZ. “Buying the first of the Anthems continues that relationship which goes back more than 45 years.”

The Allied Bulk Anthem has only been at work for six days when

NZ Truck & Driver joins driver Whakahaua (Haua) Adams.

He is well positioned to pick up on the changes with the new model, having progressed through a number of Allied’s Mack fleet: “I started in Class 2 concrete mixers with Allied Concrete and I’ve progressed and moved up. I’ve been driving truck and trailer combinations for about eight or nine years.

“I’ve driven some Kenworths, including a K108 when I was over in Queensland for about a year, and I also drove a couple of DAF XFs while I was at Halls. But I’d say about 95% of my driving has been in Macks.

“I prefer the routine of this work rather than the concrete trucks. I work Monday to Friday, with the occasional load or two on Saturday.

Lately Tauranga has been quite busy Fridays and Saturdays.

“This is my third new rig with the Group. I started on a Vision and when they took those seven-axles off and put the nine-axles on the road, I got a Granite. I was in that for a couple of years and they

gave me a brand-new Trident.”

The Anthem is an addition to the Allied Bulk fleet. Haua’s previous Trident, which was sitting at just under 600,000km, has been moved onto the company’s Auckland operation.

“When we’re busy, the Trident was doing nearly 4000kms a week and this one will too. They’ve put this new one on just as the busy season (for concrete work) is starting to ramp up,” he points out.

“The Richardson Group is good to work for. They are down-to-earth people and they put their drivers in good gear. And the upkeep on the trucks is good as well.”

On day six behind the wheel Haua is still forming his first impressions of the Anthem’s technology, performance and comfort.

And his feelings about its appearance….which is already proving to be a talking point.

“It definitely goes a bit better than the Trident. The ride is a little bit smoother on the back end, which is all bagged-up to the max,”

Truck & Driver | 29

Release a single latch above the grille and the sloping bonnet tilts forwards to reveal the 13-litre MP8 engine, which develops 535hp

says Haua.

“But you still feel the bumps when you hit them though: It is a Mack!”

On the other hand….some more positives: “It’s torquey and the gearchanges seem a little bit faster – a bit snappier, in all the modes.

I’m still figuring out which driving modes are fit for what purpose to get the best out of the truck.

“I think we really only need the Economy mode and the first stage of Performance mode. It’s got a second stage of Performance mode but it’s quite violent and that would be more for heavy haulage stuff, I reckon.

“It seems to be pulling about the same revs as the Trident (at 90km/h) – about 1575-1580pm. It’s very close to the same.”

Moving from the Trident to the Anthem is giving Haua his first experience with the Bendix Wingman Fusion, Bendix Blindspotter and Lane Departure driver assist and safety systems.

“It’s the first time I’ve had this and I’m still learning what the truck is telling me. In the Trident I had didn’t have any of that – it was one of the first ones and even my personal vehicle doesn’t have all these bells and whistles.”

Learning the traits of the Blindspotter system is still a work in progress: “All the previous models had a low window in that (passenger) door where you could sort of look down. There isn’t one in this. I still like to see things and I don’t like to just rely on the technology.”

It is though, he readily concedes, “another step up in technology.

I’m still on the learning curve – but it’s a good thing.”

Behind the wheel, the Anthem delivers a different feel and a change of driving position, he says. And Haua’s first impression is that the cab is a tighter fit than the Trident.

“It seems quite low. I liked the Trident and how raised up it was.

This feels a little bit more claustrophobic and I don’t think it has same room in the cab,” he says.

The Anthem has an ISRI Premium Big Boy driver’s seat and Haua has noticed he’s choosing a lower seat position: “I don’t know if it’s me, but it feels like the cab is a bit short and the windscreen is shorter (not as deep) too.

“So, if I go any more than two clicks (up) on my seat, then my head is up here and I’m sort of looking out through the top of the 30 | Truck & Driver

windscreen.”

He says access to the cab is easy, with wide steps on the driver’s side – but the last part of climbing aboard requires ducking his head under the lower door frame.

“Because I’m quite tall (he’s about 6ft 2in/1.87 metres), when I’m on the top step I have to sort of duck down into the cab. The Trident – I could step up into it. That was perfect.”

I point out the narrow steps provided for the climb up into the passenger side of the Anthem and Haua laughs: “I think they’re wider (than the Trident). When I climbed out that side of the Trident the step used to try to hold onto my boot! There’s only just enough room for your boot in there. I thought they might have figured that out by now, but I suppose that muffler is right there.”

Some extra storage space in the Anthem cab would also be welcome: “It’s still the same setup – usual Mack. You could definitely do with a bit more space,’’ Haua says.

Pointing to the storage box between the seats, he says: “I’ve got my folder, my bag, a wet-weather jacket, my helmet and some spare gloves – and she’s full to the brim. I put rags and things up the top there (pointing out the overhead storage compartment).”

He says it’s reasonably quiet in the cab, although he is hoping a lone dash-top rattle can be traced and fixed.

“I like the quietness of the Mack. I spent two weeks in a Kenworth T610 about a year ago and it seemed to drone. When I got a phone call it sounded like I was yelling.

“The seats seem to have a bit more padding. It might be something to do with the leather rather than the thin cloth in the Trident.

“I like to have some music and just cruise along, so I do miss the speakers in the roof compared to the old model.”

An instantly-recognisable feature of the Anthem is its flat-bottom steering wheel (which is both reach and rake adjustable) – billed by Mack in its promotional brochure as an industry first and offering what it a calls a “racecar-style” grip.

Haua’s reaction? “I don’t know what that’s about. Maybe they thought I needed some more room for my guts,” he laughs.

“It’s the first I’ve seen in a truck. Manoeuvring-wise, when you’re reversing into places and you’re trying to chase that trailer, you can catch your wrist. That’s something new for me to get used to.”

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“On some of the hills I’m 8-10Ks faster...”

Haua says he is liking the updated Mack Co-Pilot 5.0-inch colour information display: “The Trident had it but you had to go into the setup to have a look at everything and it was like, select and scroll, select and scroll. This one you just toggle down, and it’s got all your fuel economy and air pressures and everything.

“I like how all the buttons are at your fingertips. It’s really driver friendly.

“So, like any new thing, I’m still getting used to it. It hasn’t taken long, but at first it seemed like I was losing my mind with all the buttons and trying to work out which switch turned on which lights.”

The test begins with the truck and trailer already loaded and ready to deliver 30t of Woodville pebbles from Allied Concrete Tauranga across to the Rotorua plant.

Once clear of the congestion around the Tauranga Harbour Bridge and the roadworks around the Baylink project, the Anthem performs with impressive ease and is soon rolling along at 90km/h on the Eastern Link toll road toward Paengaroa – using a relaxed 1575rpm in top (12th) gear.

On the longest climb heading away from Paengaroa towards Rotorua, Haua gets a decent run at the hill and the Anthem makes

easy progress.

He says he’s noted a point early in the climb where the Trident would have already shifted down two gears…but the Anthem is still pulling in top: “Anything under 1400rpm the Trident used to die, but this thing seems to hold on that little bit longer,” he says.

“On some of the hills I’m 8-10Ks faster, depending on how much of a run I can get. I’ve never been in the passing lane up here before when I’ve been loaded – I was always the one getting passed.

“It’s the same 535hp as the Trident and the only thing that has really changed is the gearbox.”

At the top of the long climb the Anthem shows 52km/h, using 1450rpm in 10th gear.

Says Haua: “That (1450rpm) seems to be a sweet spot for these things. It’s not working very hard. I would have been down to eighth in the Trident, so we’re two gears up.”

All of this, of course, is based on the Anthem currently running on a 50MAX loading. Haua: “At the moment it’s running at 2.3kms per litre. The Trident got down to about 1.6km per litre – but we’re carting less weight at the moment.

“We’ll see when those permits come and we can start carting 36t

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32 | Truck & Driver

Hella T&

Clockwise from top left: Iconic gold bulldog signifies all-Mack driveline....distinctive new headlight design....driver Haua Adams is still getting to know the Anthem....wide steps on the driver’s side work well....but any passengers better have little feet!

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The new Anthem is performing well on its first runs up the hills between Paengaroa and Rotorua

payloads how much of a drop it will take. It will be interesting to see what it does fuel-wise.”

While the Anthem is fitted with the 13th (crawler) gear, it’s something Haua isn’t expecting much call for: “Maybe in a steeper quarry or if I was fully loaded and had to stop at roadworks on an uphill, I might need to use it just to get moving again,” he says.

“We used to cart concrete waste over to Swap’s quarry on Taotaoroa Rd and there’s a pretty big hill there. But we’re not going over there at the moment.”

Haua has noted the progression of the transmission technology and has become a fan of modern automated manuals: “I like the automatics now. When I first started with Allied Bulk, all their Visions had 18-speeds (Roadranger manuals) in them. I swore by them.

“Mainly because I had driven the Eaton Cobra Shift automatics before that. Those things were hopeless – always too slow to shift.

“When they started rolling those Granites out (with AMTs) that was a gamechanger. Now you can’t get me out of them.

“I quite like using the (throttle) pedal to shift. The right amount of throttle pressure clicks it down a gear.”

The Anthem’s engine brake controls are on the right-hand steering column stalk, with low, medium high and maximum torque settings: “We mainly use high when we’re loaded,” says Haua.

The pebbles get tipped off at Allied’s Rotorua plant and there’s an empty run back to Te Puke to collect the next load.

Moving up to highway speeds just beyond Rotorua Airport I mention to Haua there’s been a noticeable change to a more abrupt ride quality.

Still, he says: “It’s timid compared to the Trident – and the Granite was worse still. This one is better, but I’d still like to see a bit more comfort.

“I took the Trident to Auckland empty and brought this back. The first thing I noticed was the ride is a little bit better.”

34 | Truck & Driver

There are other differences, including the steering. The Anthem had needed a second bite at a 90-degree right turn inside the Tauranga plant and there’s a quick reverse shuffle to a U-turn when we depart from the quarry. Haua says the Trident would have made both in one move.

So, as he adds: “I don’t think the lock is as good as the Trident – and the Granite was better than the Trident. I reckon the trailer has some slightly different characteristics as well – it seems to cut in a bit more sharply and it’s taken a few trips to get used to it.

“There are places where the Trident could get around in one go and its trailer was slightly longer.”

It’s not only when the new Anthem and its trailer are on the move that there are new features and technology to get used to. Haua’s working day has become a little easier and more efficient with no more manual winding of tarps at the quarry and concrete plant entrances.

The new bathtub tipper bin and the five-axle trailer – with a lift axle to convert it to a four-axle configuration when it’s running unloaded – are the work of Transport Engineering Southland, another longtime supplier to HWR Group.

Features of the truck and trailer bins include electric Razor Power Tarps and also air-operated automatic taildoor locks on both the truck and trailer, to allow the driver full operation of the covers, tipper and doors from inside the cab. The trailer also features a single-point greasing system for ease of maintenance.

Transport Engineering Southland’s Steve Keast says: “The bin and the trailer are built to our standard 58t configuration, with hightensile chassis and alloy bathtubs. But there is a little bit of extra stainless and a few extra lights just to help showcase the new Mack Anthem.

“The two new (HWR) Anthems are slightly different. The Allied Bulk truck has got fully-sealed, 100% watertight bathtubs.”

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Clockwise from top right: Anthem gets a unique flat-bottom steering wheel.... upgraded Co-Pilot info colour display features mid-dash.... the mDrive automatic is shifted from dashboard buttons..... there is a centre box, but Haua reckons it’s still light on storage in the day cab

Of course, one of the most talked about aspects of the new Mack Anthem is its styling.

It’s a departure from the traditional upright stance of most other Mack models, but the more aerodynamic shape still makes a bold brand statement.

The chrome-framed grille, bulldog mascot and, of course, the four capital letters in a large font right across the nose can leave no doubt you have set eyes on the latest from the Mack marque.

In standard form (mainly for highway roles) the vertical chrome elements of the grille surround extend deep into a three-piece fibreglass bumper.

A one-piece alloy bumper, offering some additional ground clearance, is recommended for more challenging conditions.

On the Allied Bulk and Southern Transport Anthems the Australian-made King Bars Texan 560mm deep bumper is fitted with integrated Hella Roklume 380 lights to significantly alter the frontend appearance. And the bright red Allied Bulk bumper colour puts a further-heightened visual focus on the front bumper.

Haua says he wasn’t too sure about the look when he first saw the photos, but the truck looks better in the flesh.

“The slope on this bonnet reminds me of the Vision. The angle is quite similar,” he says.

The truck, he says, is already attracting plenty of comments:

“You can’t miss the Allied colours and it’s definitely getting a bit of attention.

“It’s a bit of a mix so far and everyone has their own opinion.

Some people say it looks like the Granite.

“I quite the look of it. The headlights are the only ‘off’ part for me – how they go up and then wrap over the top.

“Some people have commented about the bumper, but I reckon the bumper looks pretty cool.”

While Haua leaves a questionmark over the aesthetics of those new LED headlights, a couple of early-morning runs down to Whakatane have already confirmed that he’s a big fan of the Anthem’s after-dark performance and safety.

“This one has spotlights in the bumper, and they’ve gone all out and put a few flash light bars down the side – and some coloured lights.

“The night visibility is spot-on. It’s got good lights: I thought the Trident was pretty good but the lights on this are something else.

This thing lights the whole road up.”

Some bright lights, new technology, a modern aerodynamic shape and a business relationship with foundations as solid as concrete…..

Seems like the ideal combination for launching the Mack Anthem on the NZ market. T&D Truck & Driver | 37

HT

Test

AYDEN REVOR

I

T’S ANOTHER LOCKDOWN TRUCK launch. The Mack Anthem was revealed in North America back in September 2017, but we haven’t seen this new breed of an old bulldog until now.

All I have had to go by is some photos on social media and comments from my Australian journalist friends who had the chance to test the truck in America back in 2018.

COVID made the Brisbane Truck Show too risky to attend – for the threat of being locked out of my own country – and then a Delta lockdown shortened the New

The Anthem departs from the Poplar Lane quarry with another load of aggregate supplies for Allied Concrete

38 | Truck & Driver

Zealand roadshow. That means this is my first in-person contact with the new Anthem.

There’s a fairly big visual change with this truck launch and while some like the look of the new breed, it’s fair to say some don’t. But just like I have experienced in the past, as more units hit the road, they will start to blend into the NZ trucking scene and become accepted.

We catch up with regular driver Haua in Tauranga for a run over to Rotorua and back to Te Puke. That’s where I get my turn to drive – after the truck has been

Hayden Woolston

• SPECIFICATIONS • loaded at the Poplar Lane quarry with 12 tonnes of mix fines in the truck and 19t of concrete aggregate in the trailer, giving an all-up weight of 49t.

The climb up into the Anthem cab is good with three very big, wide and deep steps, helped by an almost 90-degree-opening door and grabhandles on each side. The driver’s side has two grabhandles on the lower door and the other mounted up on the A pillar.

Once settled in the cab it’s nice to find a leather ISRI Premium Big Boy driver’s seat and with a foot-controlled steering wheel column adjustment it’s very easy to get into a comfortable driving position.

The first big difference you notice is the different shaped steering wheel. Like quite a few modern cars, the traditional round wheel has been given a flattened base. Rumour has it the design caters for the “more robust” American driver. Thankfully, I’m not there yet.

Located on the steering wheel there are now controls for cruise control and handsfree phone functions on the left and on the right are stereo functions and the digital dash display controls. On the stalks – another newer design – they have arranged window wipers and indicators on the left and on the right is the engine brake, with a toggle on the end for cruise control overrun settings.

Being a day cab, the interior does feel quite cramped: The cab shell hasn’t changed much from the Trident, Superliner and the replaced Granite.

The main dash is a lot different from previous Mack models, with a larger Co-Pilot digital colour information display, which shows fuel economy, trip information, air pressures and your standard cruise control settings and gears. This is all controlled from the steering wheel.

Over to the left of the driver is a semiwraparound dash. This still has the transmission functions – drive, neutral, reverse and manual selection buttons – on it and I really thought this would have been moved to the stalk for more convenience like others have.

Below this is the stereo head unit and CB radio, further to the left are four gauges for boost pressure and temps, keeping with the traditional look. Below these are switches for lighting, PTO and tailgate controls amongst others. Further down are aircon controls and the parking brake controls. Right down near the floor is a two cup cupholder and there is

also a small storage box between the driver and passenger seat.

Once out on the road the first part of the journey is to get back on the motorway at Te Puke by negotiating a couple of roundabouts. The west coast mirrors give good clean vision to the rear and – helped by the new sloping bonnet – vision out the front is good, even with the split windscreen.

As I pull out of the last roundabout to hit the onramp the gearbox seems to stutter for a second before grabbing the next gear. It’s something Haua immediately comments on from the passenger seat, so it’s not just my driving.

Once on the motorway, with cruise control set at 90kmh, it’s a really nice ride, being an 8x4. There are no second-axle bumps on my entire drive, but I do find the steering to be a tad light and notice some minor corrections are needed on the nice flat motorway.

The Mack Anthem is a truck that has been designed to incorporate more of the parent group Volvo technologies. This makes the MP8 535hp engine work even better with the mDrive 12-speed automatic transmission, as well as integrating the full Bendix safety suite, including adaptive cruise control, autonomous braking, blind spot alert, lane departure warning and roll stability.

Once we are off the motorway it’s time to tackle some of the hills on SH33 between Te Puke and Rotorua. The truck handles them with ease, the engine and gearbox don’t miss a beat – with clean crisp gearchanges made at the right times. At the steepest part on the run – where I’m not hampered by roadworks – we get down to 40kmh in ninth.

On the downhills the three-stage engine brake works well, with plenty of hold. It all works well together.

There is one small disappointment in the journey and that is a rattle coming from the top of the dash. There is a plastic cover screwed down on top of the dash and it rattles non-stop. I hope they can fix this somehow. Even better – if they can do it – would be to add a small tray on top of the dash with some grip for miscellaneous items.

I think it would make a world of difference in the smaller day cab.

Arriving in Rotorua, it’s time to give the truck back to Haua. Being so new to the road and new to the market, only time will tell how the Anthem will go. But big improvements in functionality and safety can only be a good thing. T&D

Mack Anthem 8x4 Rigid Engine: Mack MP8 SCR, inline six, Euro 5 Capacity: 13 litres Maximum power: 399kW (535hp) at 1450-1900rpm Maximum torque: 2600Nm (1920 lb ft) at 1050-1450rpm Engine revs: 1575rpm at 90km/h in 12th Fuel capacity: 500 litres. AdBlue 125 litres Transmission: Mack AT2612F mDriveHD 12-speed automated manual (plus deep reduction crawler gear and multi-speed reverse) Ratios: Crawl – 19.38 1st – 14.94 2nd – 11.73 3rd – 9.04 4th – 7.09 5th – 5.54 6th – 4.35 7th – 3.44 8th – 2.70 9th – 2.08 10th – 1.83 11th – 1.27 12th – 1.00 13th – 1.24 14th – 1.00 Front axle: Mack FXL 14.6 twinsteer Rear axles: Mack 2370B single reduction. 3.09:1 final drive ratio.

Rated at 23,000kg Brakes: Discs, with ABS and ESP Auxiliary brakes: Mack Powerleash engine brake – 370kW (495hp) at 2100rpm Front suspension: Parabolic leaf springs rated at 13t Rear suspension: Mack Air Ride suspension (8 airbags) rated at 21t GVW: 32,980kg GCW: 70,000kg

Truck & Driver | 39

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Driving the economy

Transmission Gully, as it was when Transporting New Zealand visited it a year ago

COVID must not hold up essential infrastructure developments C

by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand

YNICALLY RELEASED ON A SATURDAY morning and buried amongst blanket news coverage of Auckland’s Delta outbreak was the Government’s announcement that they had scrapped the bike bridge over the Waitemata Harbour as part of Auckland’s Northern Pathway Project.

Despite already spending an almost unbelievable $51million on planning for the bridge, I guess it is good news that, at last, the Government has listened to public feedback and abandoned what was little more than a $800m vanity project. Remaining funding will instead be reallocated to other transport projects in the city that reduce emissions and traffic congestion. When it comes to Auckland’s transport woes, there is no shortage of projects urgently in need of funding, including important freight projects, such as the Mill Road Highway and East-West Link.

Speaking of urgent projects, Transmission Gully, the $1.25billion motorway into and out of Wellington, originally planned to open in 2020, then delayed until September 2021, is now not even guaranteed to open by Christmas.

Admittedly alert Level 3 and Level 4 restrictions, and supply chain constraints associated with Auckland’s lockdown have delayed the project, but there is significant public interest in when Transmission Gully will be open for business.

Despite repeated requests, Waka Kotahi New Zealand Transport Agency won’t provide any indication as to when the road will actually be open to traffic. Waka Kotahi says it is still in negotiations with the builder to understand the full impact of COVID-19.

This sounds like typical bureaucratic obfuscating to me.

Waka Kotahi will almost certainly know if a Christmas opening is achievable or not, so why can’t they release the information they do have and inform Wellingtonians about what to expect.

A year ago, Ia Ara Aotearoa Transporting NZ hosted a Zoom presentation with economist Cameron Bagrie, who gave a rundown on the current state of affairs in a COVID-inflicted environment.

Bagrie told the industry that one of the things that worried him the most was “the ridiculousness of how Government thinks about infrastructure investment.

Truck & Driver | 41

Driving the economy

The abandoned bike bridge was to run right alongside the existing Auckland Harbour Bridge

“What’s good policy in infrastructure? Analysing what we need so we have a rough idea from year to year what those needs will be 10 years out.

In NZ, it’s an absolute lottery from year to year.”

He said there was a need to come up with a bit of certainty regarding a proper framework for infrastructure so businesses know they have a commitment down the track.

“We’ve been through this with the roading contractors; all the Roads of National Importance stuff was coming to an end and they had uncertainty as to the next stages. This is going on across the board and needs fixing.

“If the Government using its balance sheet creates more debt in the near term, then so be it, we’ll sort that out. Hopefully the Infrastructure Commission under Alan Bollard really gets turbocharged over the coming four to five months. Now’s the time to do it,” Bagrie added.

To be honest, even a year later I don’t think we are any further towards solving these issues. Policymakers seem more determined to appease the environmentalists, cyclists and anti-road lobby than futureproofing our infrastructure for a growing population and economy.

We can’t use COVID as an excuse not to upgrade and maintain our roading network, because as we can now see by the reopening of overseas economies, the world does not stand still. What we need is proper planning for infrastructure that looks well into the future and investment that matches that. If you build a road, it is no good that being at capacity the day it is built – it needs to be planned on a 20 to 30-year horizon.

Finally, I just want to address the recent departure of OCANZ (Owner Carriers Association of NZ) members National Road Carriers and the NZ Trucking Association (formerly the Canterbury Owner Drivers 42 | Truck & Driver

Association) from Ia Ara Aotearoa Transporting NZ. As a national organisation, the Road Transport Association NZ, which represented four of the five regional groups within Transporting NZ, was conscious of a desire from operators to have one voice represent the industry at a national level and avoid the ongoing duplication across the associations.

They proposed a new structure to OCANZ members NRC and NZ Trucking. In the end, those two organisations decided to go their own way. That was their choice and I respect that.

Despite this reorganisation, Transporting NZ remains committed to advocating for transport operators’ interests in Wellington. We continue to proactively engage with ministers, MPs and government officials as rules, regulations and laws that affect road freight transport are developed and implemented.

Transporting NZ also holds ownership of Te ara ki tua Road to success and will continue operating this essential industry traineeship scheme, in partnership with government and transport operators up and down the country. The traineeship remains accessible to all suitable transport operators.

I know so many in our industry, like me, had hoped for greater consolidation of industry leadership and will be disappointed at the current situation.

I can, however, reassure them that my priority is to make sure Transporting NZ evolves to be even more effective in advocating on behalf of transport operators as we look to an uncertain post-COVID future. T&D

GLOBAL INNOVATION. NEW ZEALAND SOLUTIONS.

Driving the economy

Unfortunately, due to the heightened COVID-19 alert levels since August, Transporting New Zealand was forced to cancel our 2021 national industry conference.

A highlight of the conference programme was to be an opportunity to engage with both major political parties on their transport plans for NZ. In lieu of that we asked Minister of Transport Michael Wood and National Party transport spokesperson David Bennett to set out what their parties’ future plans were for the transport sector, particularly with regards to road transport and the provision of roading infrastructure.

The road ahead

By Minister of Transport Michael Wood

S

INCE MARCH 2020, COVID-19, lockdowns and supply chain pressures have caused unprecedented disruption for the road freight transport industry here in Aotearoa.

During this time, drivers have stepped up and ensured the delivery of essential goods across the country – vital supplies to keep our supermarkets, petrol stations, businesses and hospitals fully stocked.

Workers in the road freight transport industry do the hard mahi every day, placing themselves on the front line to keep the supply chain moving and support our economic recovery. I know the recent Delta outbreak has put even more pressure on and I would like to thank everyone in the sector who is continuing to deliver for New Zealand.

COVID has also highlighted how important it is to have a national supply chain strategy to help bring together players from across the industry during times of disruption and improve resilience. This is something that Australia, and many other countries, have undertaken to better understand how their supply chains operate and to inform investment decisions.

We’re committed to forming a strategy and it will involve all players in the freight system, including ports, logistics, coastal shipping, roading, and rail. I expect this to take around 18 months once the work formally kicks off at

44 | Truck & Driver

the end of 2021 and I encourage everyone in the road transport industry to help shape it.

Our Government is committed to creating a safer, more sustainable and resilient land transport system. Ensuring freight can get around safely and with minimal disruption is a key a part of that, which is why we’re significantly boosting investment into road maintenance.

As you’re aware, COVID has impacted on revenue to fund land transport initiatives and there were concerns raised that road maintenance investment wouldn’t be enough to keep our country moving. We heard the calls from your sector, local government and communities and we have stepped in to provide $2billion of financing to Waka Kotahi to boost road maintenance and other initiatives. We couldn’t accept our roads deteriorating.

This was reflected in the 2021-‘24 National Land Transport Programme (NLTP), where Waka Kotahi was able to boost the investment in the state highway maintenance activity class by 30%, to a record $2.8bn. This investment over the next three years will focus on highpriority maintenance and renewal work on 7000 lane kilometres of high-volume and vulnerable state highways.

Climate change disruption and more intense and frequent weather events also have the potential to compromise the resilience of our state highway network. This investment

Transport Minister Michael Wood

will include an estimated $240million for emergency works, to help our state highway networks get up and running as efficiently as possible in emergency situations.

Importantly, Waka Kotahi will be investing a record $4.2bn in local road maintenance over the next years to help support local government keep our roads up to scratch. This is an almost 20% increase over the previous three years. This will deliver 18,000 lane kilometres of sealed road renewals, more than three million cubic metres of metalling on unsealed roads and more than 1900kms of drain renewals.

All in all, almost $7bn will be invested in local road and state highway maintenance over the next three years. The previous government flatlined road maintenance spending and our record investments mean it’s been boosted by nearly 50%, to help bring our roads back up to

Driving the economy

standard. Increasing our investment in both state highway and local road maintenance means we can ensure our transport network continues to be both reliable and resilient.

On top of this, over the next three years, significant state highway projects will be completed including Te Ahu a Turanga; Manawatū Tararua Highway and the Hamilton section of the Waikato Expressway, which will provide better freight connections across the country.

I know you all will be interested in what’s next for Road User Charges (RUCs). Our RUC system is a world-leading distance and weight-based charge for both diesel and heavy vehicles. It was established in the 1970s and since then has only required one major review, which ended with a new RUC Act in 2012.

Much has changed in the decade since the RUC Act was amended.

Technologies, both inside and outside of vehicles, have developed enormously, new fuels such as electricity and hydrogen have become

more common and issues like addressing climate change are now front and centre. We also realise that there are some issues, such as the heavy vehicle overweight permit regime, that require attention to make them work more efficiently for everyone.

The Government recently released Driving Change: Reviewing the Road User Charges System, a discussion document that seeks your feedback on possible changes to RUC. I encourage everyone in the road freight transport industry to take time to read the discussion document and make a submission.

The road freight transport industry plays an integral role in our transport system. I thank you for your mahi and for your advocacy to promote safer transport infrastructure, well-maintained roads and professional development for the industry.

I hope you all have a safe and happy holidays. May 2022 be better than the last couple of years! T&D

Transport fit for our future

David Bennett

By National Party transport spokesperson David Bennett

T

RANSPORT SHOULD BE ABOUT WHAT IS IN the best interests of connecting people and enabling freight to get to desired destinations. In theory, much of the transport investment is for inter-generational assets.

In recent years it has become deeply politicised, and we are losing integrity in the decisionmaking process. This has resulted in investment decisions being for political purposes, and many of these projects never come to fruition.

A modern transport system can mould together road transport needs, commuter movements, supply chains, advances in technology, economic growth and environmental concerns.

The challenge ahead New Zealand is a young country that has yet to develop its infrastructure fully. Some key transport issues arise in our situation.

First, in providing connectivity and reducing congestion. Public transport investment will be necessary, especially in Auckland, as that population continues to increase.

Secondly, in delivering the products and raw materials that are integral to our rural and provincial economy. We have a spread-out provincial population that relies on the roads to connect.

Thirdly, supply chains are under pressure to become more resilient, with multi-modal solutions being important.

Fourthly, business is changing, with the development of industrial hubs and the rise of new industries.

Finally, the impact of emissions legislation, vehicle technology advances and new funding mechanisms.

These pressures create the opportunity to build a transport system that delivers the infrastructure for a growing country.

A strategic direction To meet the challenge, we need to be strategic in our investment in the transport sector.

Connectivity will drive growth through the supply lines of our ports, rail and industrial hubs. The golden triangle of Auckland, Hamilton and Tauranga is an excellent example of how the connections spur economic activity.

Both road and rail have the ability to unlock this economic growth, and it’s about the power of each to provide that connectivity in the most effective manner. Strategic solutions that deliver as simply, timely and efficiently as possible.

Our unique rural road network is part of our transport backbone. As a primary industry exporting country, this has been our base and will be an important part of our future. There are serious maintenance costs within this network, and these roads cannot be neglected.

If we look at what NZ requires in 2040, not 2023, we can make the right investment decisions. This will give certainty to contractors in the construction sector, with a pipeline of work.

The right model In achieving the strategic direction, government agencies must be committed to this approach. A wider perspective of infrastructure, like through the Infrastructure Commission, can help integrate transport into a more Truck & Driver | 45

Driving the economy

comprehensive investment programme.

The existing planning structures have served NZ well to ensure regional and national priorities. However, Waka Kotahi and the Ministry of Transport are becoming symbols of a Government’s priorities rather than evaluating the strategic priority of a project.

Politicisation leads to the non-delivery of projects. Examples include the Auckland walking and cycling bridge, the Auckland Light Rail project and the here-now-and-gone-later NZ Upgrade Programme.

Projects that have some objective evaluation criteria are more likely to be delivered.

A changing world Climate change and emissions policies will have a huge bearing on adaption in our transport system. The recent Clean Car Standards Bill illustrates how changes are imminent.

There will be changes in technology, vehicles, freight connections, fuels and market demands. There will be inflationary pressures on the costs of construction.

We have time to make these changes in a step by step process and by setting realistic goals. Network connectivity will influence the uptake of technology, and

we can plan for the longterm needs. There is room to match both environmental and economic drivers.

These changes will challenge the existing Government funding models of fuel taxes and excise charges. Waka Kotahi is undertaking a review of these funding mechanisms.

This review must not be skewed to the political urban mode shift desires of this Government. With large-scale costs for public and road transport projects, any change in the funding model must enable us to achieve strategic transport infrastructure still.

Conclusion Our road transport industry has shown how invaluable it is to our country in this pandemic. It has demonstrated its strategic importance, keeping vital supply lines moving. Transport operators have had to evolve to changing circumstances in the midst of shutdowns.

Thankyou for this commitment to the country.

The country now needs to ensure that, when it comes to our transport expenditure, it is equally as strategic, in the best interests of the country and evolves to the changes we will face. T&D

Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz

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Nick Leggett, Chief Executive 04 472 3877 021 248 2175 nick@transporting.nz

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Halley Simonis hose reel tenders like this one, at Mt Albert, provided the backbone of Auckland’s firefighting fleet in the 1920s

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T’S A BIG FLEET. HIGHLY VISIBLE TOO. AND YET….TO most truckies it’s probably a bit of a mystery just how many fire trucks are actually in service.

Obviously, there are enough of them that they’re spread all over the country – providing fire and emergency services to all New Zealanders.

But (thankfully), even given that their role can include cleaning up after crashes on our highways, it’s not as if they’re seen out on the roads constantly – like most large truck fleets.

So….how many? Okay, Fire and Emergency New Zealand national manager – fleet, Mike Moran, runs out the numbers: Right now there are 1240 fire trucks and specialist response vehicles across the country.

Between them, they respond to more than 80,000 emergencies a year.

And yes, since July 2017, they have all been part of just the one national fleet – for the first time since NZ’s earliest firefighters ran to fires, pulling carts with firefighting equipment behind them.

For 150 years fire service organisations have been at the heart of NZ communities – dedicated to protecting the population from fire and other emergencies and their devastating consequences.

Until four years ago – when Fire and Emergency NZ was established under legislation to unite the nation’s fire services in one integrated fire and emergency services entity – there were over 40 rural and urban firefighting organisations.

They included the former NZ Fire Service and National Rural Fire Authority – plus nearly 14,000 people and a diverse fleet…. maintained to different standards.

The result is a large and unique Fire and Emergency fleet of fire trucks, as Mike Moran explains – very specialised trucks, “with specific requirements to enable our emergency response.

“The trucks need to be able to pump and carry water. They need to carry specialised equipment, like breathing apparatus and firefighting foam systems, as well as safely carry our people in the crew cab.”

Moran adds: “Our ‘red fleet’ trucks are the ones you’ll see predominantly used at our career fire stations, and by volunteers responding in urban areas.

“Our ‘yellow fleet’ is made up of the trucks that primarily respond to vegetation fires. We also run a fleet of specialist response vehicles,” he says.

“The specialised equipment or features a fire truck requires will depend on the needs of the area and community where it’s based.

For example, in rural areas fire trucks need the ability to fight vegetation fires, while in a large metropolitan city they need an aerial fire truck with extendable ladders to fight fires from a height.”

Moran has filled his current role with Fire and Emergency (and previously with the NZ Fire Service), for almost 10 years.

He’s responsible for the development and supply of new fire trucks, fleet strategy, policies and procedures and the design, supply, maintenance, repair and disposal of all vehicles.

There are three primary types of trucks in Fire and Emergency’s “red fleet” – all of them fitted with water tanks, pumps, lights, sirens (of course), land mobile radios and ladders. They’re mostly fitted with bodies supplied by Fraser Fire and Rescue.

For starters, there are 348 Type 1 appliances – the latest of them Iveco Eurocargo ML 100 4x2s. They serve small urban areas or those on the boundaries of rural areas. The 7.56-metre-long trucks seat six firefighters and have a 10,000kg operational weight. They can carry 2000 litres of water, 60 litres of foam, one 60m hose reel, plus up to 1000kg of equipment.

The 256 Type 2 fire trucks are mostly Iveco Eurocargo ML 120 4x2 units. They service towns – the 8.23m units carrying six firefighters, a 2000 L. water tank, 60 L. of foam and two 60m hose reels, along with 1500kg of equipment.

In metropolitan areas, there are 209 pump and pump/rescue tender trucks – the latest of them 8.5m MAN TGM 15.290 4x2s, with a 13-tonne operational weight, the ability to seat five firefighters, carry two 90m hose reels, 1430 L. of water, 53 L. of foam and 1500kg of equipment.

Truck & Driver | 51

Clockwise, from top left: Fire and Emergency’s yellow trucks primarily deal with vegetation fire – in all weathers. This was at Lake Pukaki in September 2020.....this electric battery-operated turntable ladder truck was first used in NZ in 1910...fire trucks and firefighters at work during the damaging Sky City Convention Centre fire in 2019....a lineup of Fire and Emergency trucks comprises (from left): A water tanker, Type 2, Type 3 and Type 1 fire trucks, a crew-cab rural unit and a single-cab rural fire truck

52 | Truck & Driver

The “yellow fleet” also splits into three types of trucks – with the usual lights, sirens and land mobile radios.

There are 36 medium-duty double-cab rural trucks servicing country areas – all Isuzu FSS-550 4x4s, with Lockheed Martin bodies. The 7.55m trucks each have a 10.5-tonne operational weight and have the ability to carry six firefighters, one hose reel, 3000 L. of water, 40 L. of foam and 700kg of equipment.

Around NZ’s rural areas there are also 124 single-cab 4x4s, the most recent additions Isuzu NPR 450s with Lockheed Martin bodies, a 6.22m overall length and a 7.5t operational weight. They can carry three firefighters, one hose reel, 2000 L. of water, 40 L. of foam and 450kg of equipment.

And, specifically to work in areas without a reticulated water supply, Fire and Emergency has 167 water tankers, ranging from Hino 500 4x2s to 8x4s.

The 7.7m current models, built on Hino 500 4x2 chassis, carry 5700 L. of water and 620kg of equipment. They are fitted with Mills Tui or Fraser bodies.

There are also more than 75 specialist response vehicles, including aerial fire trucks, urban search and rescue trucks, breathing apparatus (BA) tenders, foam tenders, hose layer trucks, Hazmat/ command units and incident support vehicles.

Fire and Emergency uses Class A and Class B foams that are compliant with the HSNO Fire Fighting Chemicals Group Standard 2021, and is transitioning to fluorine-free foam for flammable liquid fires and spills.

The aerial fire trucks are Scania P420 6x4s, or Mercedes-Benz Econic 6x2s, with Fraser or Bronto bodies. The 8.8m to 10.4m trucks can seat two to five firefighters and run at 22t to 25t. They have

Bronto aerial ladders ranging from 17m to 32m.

The aerial units are currently used for a range of tasks, including delivering water from a height onto a fire, providing an observation platform, providing lighting, preventing fire spreading to neighbouring buildings and rescuing people from heights.

The urban search and rescue trucks are 11m-long, 21t MAN TGS 6x4s with Helmack curtainsider bodies.

The incident support vehicles are 8m Hino GD1 4x2s with Hale curtainsider bodies, operating at 12t.

While the Hazmat/command units are 4x2 DAF LFs – 10m long, with bodies built by Custom Motor Bodies and running at 12.4t.

The nature of the work means the use of the trucks is unusual, compared to a normal road transport setting. Says Moran: “While our fire trucks attend more than 80,000 incidents a year, they travel quite

Truck & Driver | 53

Clockwise from top: The old meets the new: An Iveco Eurocargo nose to nose with a 1930s vintage Ford V8....Fire and Emergency national fleet manager Mike Moran....a 1955 Dennis F8 at the Mt Roskill Fire Station low kilometres over their lifespan compared to other commercial truck fleets – between 2000 and 20,000 kilometres a year.

“This means our fire trucks can have a longer operational lifespan – generally between 20 to 25 years.” Although, as he adds: “Their lifespan can vary, depending on the conditions they operate in and the longevity of the vehicle.”

In addition to its fully operational fleet, Fire and Emergency has a “relief fleet” – covering all types and sizes of fire truck: “The relief fleet is also maintained regularly so it’s ready to respond when needed,” Mike Moran.

“Whenever a fire truck is being serviced, the relief fleet will be called upon to maintain operational capability.

“The Fire and Emergency fleet now includes vehicles previously owned by many councils and territorial authorities, as well as the NZ Fire Service.

“When Fire and Emergency was formed in 2017, we had to assess each of our trucks as they all had previously been maintained to varying standards.

“We worked up an assessment criteria and physically inspected every rural truck. From there, we determined which trucks were priorities for replacement and which ones required remedial work. We also designed and built new models of 4x4 single-cab and crew-cab rural fire trucks.

54 | Truck & Driver

“New fire trucks are a big investment, so it’s important we get the right truck that suits our people’s needs and which will last,” says Moran.

“This means, when ordering new fire trucks, we go through a very extensive procurement process, which takes time. It starts with writing a set of user requirements – detailing exactly what we need to potential vendors. The requirements consider what we need operationally, as well as taking into account the NZ terrain and regulations.

“We get input from our operational personnel, fleet development team and leaders and when the requirements are agreed, we go out for tender. We carefully assess each tender to determine which will best fit our needs. Then we negotiate contracts and place orders for trial fire trucks,” he says.

“When we get the orders, we carry out a quality assurance and testing process.

“Once the trucks have been tested, and any modifications made, we ensure training materials are developed, assess where the trucks need to go and deliver the new trucks to our people.”

Moran says that Fire and Emergency is “constantly monitoring new technologies, international practices and making enhancements to ensure we have the most suitable trucks – and that they are built to the highest possible standards.

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“...in some cases our design standards are greater than the law requires.”

“It’s not practical to retrofit many electronic safety features to older trucks. Purchasing trucks with up-to-date safety features compliant with international safety standards is a priority for us.

“Our new trucks also have more advanced cab/chassis technology.

Some of our more complex trucks have a CANbus system to control the electrical components, and data-logging functionality to help with fault diagnosis,” he says.

Since Fire and Emergency was created, 176 new fire trucks have been delivered to fire stations across the country. This includes 95 Type 1, 2 and 3 fire trucks, 30 water tankers, 48 rural fire trucks, two hose layer trucks and an urban search and rescue truck.

Says Moran: “The importance of keeping our fleet ready to respond means in some cases our design standards are greater than the law requires.

“For example, we need to respond in adverse weather conditions when other vehicles are advised not to drive. Therefore, our trucks need a minimum tyre tread depth that is greater than the legal minimum.”

Fire and Emergency has a tier system “to determine where our fire trucks are allocated across the country. This ensures we have the right resources in the right places for the needs of each community,” Moran explains.

“We have found this a good way of ensuring our firefighters have the resources they need – and of getting the most out of each fire truck.

“Each station is given a classification. This will depend on their local risks and the type of incidents they respond to most often and the number of calls each fire truck attends.

“New trucks go to the busier locations (tier one). The fire trucks they are replacing then go to tier two (slightly-less-busy) locations.

The truck being replaced at the tier two location then gets delivered to a tier three (least-busy) location – and we arrange what to do with the old truck being replaced. Often it would be retired from service.

“The station classifications are reviewed every three years to make sure the right fire trucks are in the right places. For example, if an area has experienced a big population growth and the fire station is busier than it used to be, we may change the tier of truck they are allocated.

“Tier one locations generally have a fire truck less than six years old. Tier two locations have a truck between six and 15 years old.

Tier three locations generally have a truck between 15 and 25 years old.”

Naturally, having reliable trucks is critical to always managing a timely response in an emergency. Says Moran: “Our priority is

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Clockwise, from top: Parked up outside Auckland Central Fire Station are (from left): An incident support vehicle, aerial fire truck, Type 3 fire truck and an operational support vehicle.....Fire and Emergency deputy chief executive organisational strategy and capability development Russell Wood..... Firefighters and their trucks attend 80,000 emergency callouts annually maintaining our fleet to ensure our fire trucks are always ready to respond 24/7 and our vehicle maintenance standards reflect that.

“All our vehicles are serviced regularly. We have 40 contracted service providers across the country who service our fire trucks and carry out any maintenance required.

“Last year, more than 5700 maintenance checks were completed

on our fire trucks. The frequency of servicing is determined by how busy the trucks are. The busier they are and more calls they go to, the more frequently they need to be serviced.

“Our maintenance schedule is customised to reflect the unique way our fire trucks are used compared to other similar-sized trucks.

Continues on page 63 Truck & Driver | 59

A Merryweather 100ft metal mechanical turntable ladder on a Leyland OPS bus chassis, was used in Auckland in the 1940s

A brief history of Kiwi firefighting

I

N THE DAYS BEFORE FIRE BRIGADES, EVERYONE WAS A firefighter, Te Ara, The Encyclopedia of NZ, points out.

In 1856, for instance, “a local-government regulation required all Wellington citizens to keep two buckets of water ready so they could help in case of fire.

“A few early fire brigades were sponsored by insurance companies and fought fires only at insured buildings, which were specially marked,” says Te Ara. The first volunteer fire brigade, attending any fire callout, was formed in Auckland in 1854 – with others following in Christchurch, Dunedin and Wellington within the next decade.

A new government act in 1867 empowered borough councils to set up fire brigades and appoint fire inspectors, and saw the introduction of paid firefighters – although volunteers remained the backbone of the firefighting force during this time.

Some major urban fires – in Auckland in 1858, Timaru in 1868, Lyttelton two years later and Dunedin in 1879 – made it graphically clear how important a good fire service was.

Te Ara points out: “One obstacle for early firefighters was lack of piped water: Streams, horse troughs, and special water tanks were used, but until piped water of sufficient pressure became available, brigades often had to stand by and watch buildings burn.

“At first, buckets were used; then hose reels and manual pumps, which were dragged by men or horses to the scene of the fire.

Steam-driven pumps were much more efficient. The Dunedin brigade acquired the first of these in 1865, and in 1878 they imported the first 49-foot (15-metre) telescopic ladder.”

“Motorised fire engines helped to get firefighters and equipment to fires quickly. The Wanganui Fire Brigade got the first ‘self-propelled’ steam fire engine in Australasia in 1903.” Auckland and Wellington

quickly followed – and by the 1920s most brigades were motorised.

In Auckland, for instance, in the 1910s firefighters began using a 120-horsepower Dennis fire truck – the largest in the world at the time and capable of doing 30 miles per hour, the Auckland Fire Brigades Museum and Historical Society says.

Remarkably, the 1910s also saw fire trucks fitted with the first electric battery-operated turntable ladders (TTLs).

In the 1920s, firefighters were using the likes of a five-ton, six cylinder, 45hp Halley Simonis fire truck, which could do 40mph.

Ford V8 appliances were introduced in the 1930s, with rear-mounted pumps and 180-litre water tanks.

Another decade on and the Merryweather mechanical turntable ladder on a Leyland OPS bus chassis replaced Auckland’s Simonis electric ladder.

Dennis F8 and F12 pumping fire trucks were in use in the 1950s.

Some of the F12 fire trucks had 15-metre Morris-wheeled, wooden escape ladders, says the Fire Brigades Museum.

Karrier Gamecock and Commer VAKS fire trucks were introduced throughout the country in the 1960s. They had two-stage, hi-lo pumps, 450-litre water tanks and two 30m hose reels.

The late Sixties and early ‘70s saw the introduction of the first International ACCO 1800 pumping fire trucks. The first purposebuilt petrol V8 rescue tender also arrived.

The International ACCOs continued into the 1980s – a 1950 ACCO, for instance, with a Darley pump.

In the 1990s, the first Scania pumping fire trucks were introduced with the 93M model. Scanias continued to be used throughout the 2000s, with some of the later models still used today as training vehicles, or employed at less-busy fire stations or in the Fire and Emergency relief fleet. T&D

60 | Truck & Driver

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Clockwise, from top: Firefighters beside a command unit at the Lake Ohau fire that claimed 48 houses and burnt 5000 hectares of land in October 2020..... A Scania fire truck from the 2000s. Some of the newer models are still used as training vehicles, at less-busy fire stations and in the relief fleet...Bruce Stubbs, region manager Te Ūpoko Continued from page 59 “Many of our manufacturers’ service schedules are based on kilometres driven. Due to the relatively low mileage of our fire trucks, we work with the original manufacturers to identify in what areas the service schedule needs to be based on time rather than mileage.

“For example, our trucks have a maximum tyre life of 10 years. On lower mileage trucks, it’s possible that a tyre could still have plenty of tread for 10 years.”

Bruce Stubbs, region manager of Fire and Emergency’s Te Ūpoko region (covering Taranaki, Manawatu-Whanganui, Hawke’s Bay, Wairarapa, Wellington and the Chatham Islands), says that in addition to the formal services and fitness checks by Fire and Emergency’s providers, firefighters themselves regularly check their individual fire trucks.

“These are full checks of the fluid levels, functionality of

equipment, lights, sirens, pumps, hydraulic motors and fuel. It’s all checked by the crews to ensure the fire truck is ready to respond when it’s needed.

“Our career crews do these checks at the start of each shift and volunteer brigades do them every week on their training night.”

Stubbs, a firefighter for more than 34 years, adds: “As a firefighter, you spend a lot of time in your fire truck. It’s your workplace and your workhorse, and our crews take a lot of pride in it.”

Reflecting on how fire trucks have changed since he started as a recruit, Bruce reckons: “When I get into a fire truck now, they still have the same primary features. There’s a place where the crew sit and drive, a pump to move water and equipment storage.

“But what has changed over time is new technology and increased safety features.

Truck & Driver | 63

Top, left & right: The equipment and crew carried by a rural water tanker (left) and a Type 2 appliance are unboxed Right: A command unit at a large forest fire at Tangimoana, in the Manawatu, last February

“We have put a lot of consideration into futureproofing new fire trucks and ensuring the safety and comfort of our fire crews,” he says.

Over the years, the nature of the job of firefighters has also changed – meaning different requirements for the fleet.

He points out that nowadays, firefighters aren’t just fighting fires: They’re also attending medical emergencies, motor vehicle crashes, weather events, urban search and rescues and hazardous substance incidents.

“As we attend a wider variety of incidents, we’ve got more specialist trucks and equipment to deal with the complex nature of those incidents,” he says.

“For example, we now have trucks that carry our extensive urban search and rescue equipment, incident support vehicles that carry outdoor lighting, and special hazardous materials and decontamination equipment.

“When I started, there was generally only a small van for support teams to get personnel and equipment to incidents. Now we have entire teams dedicated to operational support. They are trained with a range of equipment that we need to get to incidents to keep our people and communities safe. Definitely more than that small van could transport.”

64 | Truck & Driver

What changes lie ahead for Fire and Emergency’s fire truck fleet?

Russell Wood –deputy chief executive, organisational strategy and capability development – has overall responsibility for the organisation’s assets, including fire trucks and the stations that house them.

“It’s important we have robust longterm strategies for how we manage our fleet and other assets, and that we manage them in an integrated way,” he says.

“We need to make sure we have the right resources for our firefighters and communities, now and in the future.

“This includes considering the impacts of climate change and ensuring we have the fleet capability needed for more severe weather events and significant wildfires.

“We are currently working on several large projects for our fleet.

These are a new generation of our Type 3 fire trucks, procurement of four new heavy aerial fire trucks and a review of our longterm aerial strategy.

“We are always investigating how to improve the fire trucks we build to replace trucks ending their operational life,” Russell says.

“When we started to look at new Type 3 fire trucks – the standard pumping truck at career fire stations – we took the opportunity to see what improved features were needed from the next

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Clockwise, from top: A medium rural crew-cab 4x4 unit and a Type 3 fire truck....Commer VAKS fire truck used in Auckland in the 1960s....1930s-vintage Ford V8 appliance generation of these trucks so our firefighters can do their jobs and look after our communities.

“The project is well under way. We have worked closely with our operational people and suppliers to make sure the selected model works for our firefighters and NZ conditions.

“We have been out for tender and have now selected two manufacturers – Emergency One (based in Scotland) and Angloco (based in Yorkshire, England) – to build two trial fire trucks each. We are currently working with the two suppliers to confirm the final designs of their trial trucks – which will be based on a Scania P360 cab and chassis.”

The purchase of four new heavy aerial fire trucks (Type 5 and 6) over the next two financial years, is “to replace some that are reaching their planned end of service life,” Wood says.

The end of service life for an aerial fire truck is currently 20 to 25 years (that’s without refurbishment): “In addition to the new aerial fire trucks being purchased, we are also refreshing our current aerial strategy, which we’ll use to determine the longterm future of our aerial fire trucks.

“We’ve had feedback on this strategy from our operational

people, who have been involved throughout. We expect the refreshed strategy to be completed in early 2022 and implemented over a number of years.”

And, says Wood: “As a socially responsible Crown Agency, Fire and Emergency is seeking ways to reduce our carbon emissions. Last year, we contracted Toitū Envirocare to complete an emissions inventory baseline and set goals to manage our emissions.

“This found 26% of our carbon emissions came from our fire trucks, and a further 16% from our fleet of utes, cars and SUVs. “We are considering what role our fleet and fuels (diesel, petrol, LPG and propane) might have in reducing our carbon emissions. We currently have 13 electric (EV or PHEV) and hybrid vehicles in our fleet and five electric vehicle charging stations at fire stations across the country, with the installation of four more under way.

“It’s important we consider what our fleet looks like from a carbon neutral perspective in the future,” Russell says.

“Our fleet target is aligned with Fire and Emergency’s overall target to reduce gross emissions by 10% by June 2025.” T&D Truck & Driver | 67

LEGENDS

Gisborne to global - Eric Carswell R

ETIREMENT ISN’T A CHANGE, rather it’s a transition according to Eric Carswell.

The well-known and respected On Highway Business Manager for Cummins New Zealand will step away from the transport industry at the end of the year.

But at age 71 he’s not retiring altogether.

“I have never really felt my age. I see retirement as a transition,” says Eric.

“I live at Karaka Lakes in South Auckland, and I operate a small business. I mow local parks and I’m going to be semi-retired lawn mowing contractor.”

Eric will depart from an industry in transition and from a company that the forefront of those changes.

It’s been a varied road for a lad from Gisborne who has worked through rural jobs, truck driving and sales to a key role with a global company.

“I was born in Gisborne in 1950, and I lived there till I was 37,” says Eric.

“Right from being a little kid I always had an interest in trucks.”

But nothing in Eric’s DNA would suggest a reason for that.

“My parents didn’t even have a car. They

68 | Truck & Driver

didn’t have their driver’s licenses.

“My first association with trucks was there was a greengrocer who used to come to mum and dads house. He had a Fargo truck and I used to hop in and start it up.

“Dad worked for a drain laying contractor and Gisborne was always very short of water.

“Dad had a water pump, and they had an A5 Bedford truck. They used to bring it around on Saturdays to give it a wash and take me for rides around the block. I was probably about eight or nine and that started my interest in trucks.

“When I left school, I worked on a farm for a little while and then for an agricultural contractor. I got my heavy transport license when I was 17. You had to have an exemption.

“I worked for the agricultural contractor for a few years, but I always dreamed of being a truck driver.”

Eric’s first significant business opportunity was as a service station proprietor.

“I had a lot of contacts with truck companies. We used to refuel companies like Modern Freighters and Freightways in the days of fuel restrictions.

“I finished there in 1980. I always had a

dream of owning a truck. So, I bought a 1975 ERF which actually had a Cummins NTC-335 engine.

“That was a great experience. It wasn’t the most highly successful financial endeavour but in hindsight it gave me a great understanding for what I’ve been doing for the last 30 years.”

“I got a job working for ERF Sales and Service Ltd and in 1987 I shifted to Hamilton, and I started selling ERF trucks.

“I had a very successful start to my selling career. In the first year I sold 25 trucks.”

He moved to Auckland in 1990 working for MAN Trucks and after company changes also sold Western Star, Hino and ERF again.

“After a short stint with Nissan I got this job in Cummins. I started here in April 2004, and I’ve been here ever since.”

It’s never been a direct selling role at Cummins.

“The job title was originally Automotive Business Manger but now we’ve changed to On Highway Business Managers - same thing,’’ says Eric.

“You are really supporting the product in the market in a lot of different ways.

“What you do is you work with the

companies like Intertruck and Southpac who are selling Cummins powered trucks and the people who own and operate trucks. You are providing a path to market for Cummins engines.”

Eric doesn’t call himself a trouble-shooter.

“That’s not really my skill and I don’t really get my hands dirty “I’m involved with a lot of people within our organisation problem solving together.

“You are at the forefront of a lot that’s going on in the market. Things are changing quickly, and the pace of change is getting faster. I’m quite lucky, I like that sort of thing.”

Eric says age has proven a benefit in his role.

“Being a bit older has helped. A lot of people who own companies are around my age so I can relate to them easily.

“A lot of times I know the father, in some cases the grandfather, and also the sons and now the grandsons.

“Just the other day I was talking to Brett Marsh’s son and asked how his grandfather was. I sold him a truck back in the `eighties.

It’s a similar thing at Rotorua Forest Haulage.”

Eric says two people have a key influence on his career.

“Don Briant was the agricultural contractor I worked for, who has since passed away.

“What he gave me, as an 18-year-old guy, was confidence in myself to do jobs. I used to plant and harvest hundreds and hundreds of acres of sweet corn and maize.

“Probably about 15 years ago I said to him; ‘Thank you very much’.

“He said: `What for?’

“When I was a teenager, you gave me confidence in myself and now I’ve got a national position in a global company.

“When I was 42, I was working for MAN and the German manager, Bernd Schuhmacher, said to me: ‘Carswell, I want you to learn to use a computer’.

“And that’s one of the best things I’ve done in my life. And even today I can teach young people what to do. It’s just something I’ve picked up - about the only thing I can’t do is type with two hands.”

In his Cummins role Eric looks back with particular fondness on the ISX engine.

“The 500 horsepower 1850 ISX has been a great engine. It has offered performance, fuel efficiency, reliability and longevity.

Sometimes I look at trucks that have done a million kilometres and they’ve never had a

warranty claim.

“The ISX has been around since I first started [at Cummins] and 20 years later the manufacturing of them only finished at the end of last year. The modern common rail X15 engine is doing a great job good in the market as well.

“Cummins are a very good company to work for with very good leadership, especially from the point of view of what is happening in the world regarding climate and emissions.

“If they positioned themselves as just a diesel engine company they would slowly go out of business, although it would take a while.

“But they are transitioning themselves into a powertrain company with electric, fuel cell, natural gas and hydrogen technology.

“There is a lot happening. Just recently Isuzu and Hino trucks have been equipped with Cummins engines in North America and next year there will be mid-range Daimler vehicles with Cummins engines.”

Eric believes the internal combustion engine will be around for years to come but eventually new technologies will take its place.

“I believe one of the biggest problems still to be solved is the batteries. From torch batteries to electric car batteries, there is a need to recycle them.”

As far as New Zealand transport is concerned Eric sees challenges and opportunity.

“I believe New Zealand is well-placed for the manufacturing of green hydrogen with its hydro-electric resources and other renewable energies.

“One of the biggest challenges will be having enough support people to maintain and repair all this technology. It’s important to support what is in the marketplace. That’s going to be challenging.”

That childhood interest in trucks has taken Eric Carswell on a fulfilling journey.

“Getting a job selling trucks and moving out of Gisborne opened my mind to the world. I’ve had the opportunity to travel overseas and I’ve made a lot of good friends.

“One thing I really admire are the familyowned businesses I have worked with.

They employ a lot of people, and they have a big responsibility to run a business in a successful manner. ``Companies like J. Swap Contractors, Rotorua Forest Haulage, Allied Concrete and others. They are large family-owned businesses and they have made a massive commitment to their communities.

“I’ve always done my best to help those people and I’ve really enjoyed it because I admire what they do in our society.”

Eric says he never had any intention of returning home to the quieter life of Gisborne in his retirement.

“No, I always had the dream of retiring to Auckland because that’s where everything happens.” T&D

Truck & Driver | 69

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OLD IRON

Inter an early Kiwi icon Story & Photos: Gavin Abbot

N THE FIRST HALF OF LAST CENTURY, TRUCKS MADE BY NORTH America’s International Harvester Company played a big part in New Zealand’s early trucking history – from the earliest days of horseless wagons.

It helped, of course, that IH was also a leading agricultural machinery manufacturer – and thus had agents spread right across NZ. Good aftersales backup for the trucks was a major contributor to International’s Kiwi success.

The company constantly improved the technology and reliability of its models – and NZ saw most of the Inter models that were manufactured in the make’s first 40 years.

One model in particular set the standard in NZ – and became the country’s best-selling 6x4: The D246F – part of the D Series that International began building in 1937.

It was the forerunner to other popular models, the K/KB and L/R190, that followed International’s pause in commercial truck production during World War 2, while it focused all of its manufacturing on the American war effort.

The International Harvester Company was created in 1902, but its beginnings actually extended back seven decades before that.

The global company was created by the merger of the Chicagobased McCormick Harvesting Machine Company and the Deering Harvester Company, plus three smaller American farming equipment manufacturers.

Its original roots lay with inventor Cyrus Hall McCormick’s 1831 unveiling of a horse-drawn reaper – which became the major

Top: Waipawa, Hawke’s Bay transport operator Sep Stephenson with one of his D35 Internationals

Above: A 1910 International Harvester Auto Buggy, pictured at a truck show in Hora Hora, NZ Truck & Driver | 71

“On the road or on site, you’re nowhere without reliable fuel.”

Greg Murphy Motorsport legend Allied Petroleum brand ambassador

From the deep south to way up north, travel with Murph across New Zealand and see how Allied Petroleum’s total fuel solutions keep things moving.

Watch the latest episode at Learn more about our partnership with alliedpetroleum.co.nz/refuel-roadie Greg Murphy at alliedpetroleum.co.nz

Top: Allan Abbot’s Model K International. His son Les is in the cab

Above left: Ironsides’ OTC International D246F with 10-ton of bagged coal at the Taneatua railhead Above right: Paul Gleeson’s beautifully-restored International C40

contributor to progress in farming of the times.

Farmers were quick to take to the machine, but production was a slow, handcrafted process. Still, by 1844, 50 harvesters were being built annually.

William Deering had founded his agricultural machinery company in 1859 and – after his engineers designed and built a small twocylinder, watercooled engine – he gave a self-propelled farm vehicle its first trial in 1892.

After further testing he seriously considered manufacturing cars instead…before deciding to stay true to his original idea.

At the same time, there had been similar developments under way at McCormick…and at the three other future partners:

Warder, Bushnell & Glasser of Springfield, Ohio; Chicago’s Plano Manufacturing Company and the Milwaukee Harvester Company.

After the five companies joined forces to create IHC, some of the McCormick engineers left and purchased a plant in Keystone, Illinois to build their own farm vehicle. Their Auto Buggy was a success – to the point that, in 1905, International bought the business out.

And in 1907 the first IHC Auto Buggy (Auto Wagon) models were produced. They were specifically designed for farmers, with express bodies and big wheels to deal with rutted roads. A rear seat could be fitted, or the space used for cargo.

In 1910, the mounting of the petrol tank at the front made the Auto Buggy more attractive – and it had the IHC badge added. A Truck & Driver | 73

It helped, of course, that IH was also a leading agricultural machinery manufacturer... four-cylinder vertical, watercooled engine was designed for it.

In 1915, a new line of trucks was introduced – a one ton Model F, a two-ton Model G, a three-quarter ton H and a one and a half ton K. These models, which had the radiator mounted behind the fourcylinder engines, under a sloping bonnet, continued through till 1921. They were all built at IHC’s factory in Akron, Ohio.

In 1921, production of the new Model S International Speed trucks began – at the completely rebuilt farm machinery plant in Springfield. They shifted the radiator to the front.

To meet growing demand, another new factory was built in Fort Wayne, Indiana,

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Opposite page: Stephenson Transport, Waipawa, still has this superbly-restored Model S Speed International

Above: Toa Toa sawmiller Jim Hustler takes a break, leaning on the guard of the Hustler & Company’s Model C300

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Top: A lineup of new C Model Internationals at the company’s Auckland branch

Above: In its time, the D246F was the NZ’s best-selling 6x4 – and was used in a wide variety of applications, logging included

in 1923, and new heavy 94, 33, 43, 53, 63 and 103 models were introduced. They came with four or six-cylinder engine options.

Six years later, IHC entered the heavy-duty market with the Hall Scott-powered HS54, HS74 and HS104 models.

A year later and more models arrived: The two and three-ton A4, A5 and A6 models were powered by the IH six-cylinder FBB engines.

The full range for 1932 comprised six A series models – A1 to A6 76 | Truck & Driver

and three Ws....1,2 and 3. Later IHC added the A7 and A8.

In 1933 came the Willys-built D-1 – a quarter-ton light truck (a pickup in the US). And in ’34 it introduced the restyled C Type, with a new V-style radiator/grille, a flat windscreen and sweeping mudguards. It continued, with a full range of models, through to 1936.

In 1935 IH delivered the first of its cabover models, the C300.

The big news though was the arrival, the same year, of the C40F tandem-drive, which immediately became the tandem-drive sales leader.

IHC was also the first company to do a deal with Hendrickson to run its suspension system.

The success of the IH trucks showed in its sales – with over 100,000 trucks built in 1936 to meet the demand.

Innovations included the introduction of metro bodies in 1938, to 78 | Truck & Driver

cater for multi-stop deliveries.

IHC introduced its new K Line of trucks in 1940….and a year later achieved a milestone one millionth truck built.

But with the outbreak of war between USA and Japan, the K Line production was halted as the company devoted its entire production to the war effort – building military trucks, armoured-half-tracks and other military hardware. T&D

Opposite page, top: An original IH spec sheet for the pre-WW2 D246F

Opposite page, bottom: Rotorua Carrying Company had already clocked up one million miles on its 1938 D246F International by 1956, when this photo was taken – celebrating the arrival of the latest addition to its fleet, an R195 Inter

This page, clockwise from top: A pair of Amalgamated Transport, Gisborne, D246Fs....British Pavements CH.....Marlborough Transport Inter with a towering load of hay.....H. Smith’s Nelson-Westport Freight Service Inter....tidy Transport Nelson unit

Truck & Driver | 79

“When submitting the rebates for private roads, all the info is there. We just have to click on a button to submit – and that means more time saved. Electronic RUC is incredibly useful, it’s ideal – the best thing about the whole solution.”

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Top: Ex-United States Army International M-3-4 4x4 run by Timber Transport, Te Whaiti Above: Gisborne operator Colin Kirk’s D246F at the Taneatua railway station in 1938

Truck & Driver | 81

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Above, left: John Alexander and wife Cecile started a modest business...which John built into a nationwide transport operation based on innovation and safety Above, right: Steve Murphy grew his business to become the biggest log cartage operation in Canterbury – with a reputation for safe, efficient systems and processses, using high-quality vehicles, equipment and technology

Diverse Famers T

HE SIX NEW INDUCTEES INTO THE MOBIL 1 DELVAC New Zealand Road Transport Hall of Fame are a very diverse group of high achievers.

The five men and one woman have, between them, made their marks in Canterbury log cartage, NZ’s transport engineering supplier sector, bulk grain and tanker transport, innovative trailer manufacturing, providing the transport for a couple of the Deep South’s best-known civil engineering projects…and leading a major NZ freight and logistics operation through the last two decades of last century.

Steve Murphy’s road to becoming a Canterbury forest industry icon began as a driver, carting timber products for RR Price Ltd in the late 1960s.

He started Steve Murphy Ltd (SML) in 1981, with a single log truck, contracted to Odlins in Christchurch.

When the sawmill closed in 1984 Steve became an ownerdriver for Mainfreight – but his passion remained log cartage and an opportunity came in ’85 to get back into that with Shand’s Rd Sawmill. SML still carts most of the produce for the sawmill today.

In 1993 Steve won a contract with the Canterbury Timber Products pulp mill at Sefton – and that too is work that SML continues to do today…for present owner, Rayonier Matariki Forests.

SML has developed new forestry business ideas, including a “bin wood” forest waste recovery process using self-loading trucks to collect a previously under-utilised resource.

In 2001, SML purchased a business carting all the woodchip from domestic manufacturers into CTP at Sefton. SML continues carting out of these sawmills under contract to New Zealand Pine Processors.

In 2003 SML joined another large logtruck operator in the region, McCarthy Wilshier Transport, in establishing a management company (Canterbury Dispatch) to plan, dispatch and provide data processing of all log deliveries for Carter Holt

Harvey in Canterbury.

Four years later, SML purchased McCarthy Wilshier Transport – becoming Canterbury’s largest forestry logistics business.

Since then it has continued to focus on developing new information technologies. The TrakIT system was created and is used extensively by SML and its forest owner and forest management clients. The system equips logging crews and trucks with tablets to enable real-time tracking of production and work allocation.

SML has a reputation for the high standard of presentation of its vehicles, plus its focus on safety systems and efficiencies – and earned recognition of that at the 2017 Canterbury Business Awards with the ACC Workplace Safety Award.

Steve Murphy’s credited with a great sense of humour and ability to work with people across the board; a reputation for being firm but fair – and for sharing the success of the business with his staff through good working conditions, a stable environment and modern equipment.

From humble beginnings, John Alexander built a nationwide transport operation based on innovation and safety.

He started out in his hometown Putaruru driving fertiliser groundspreaders.

But in 1971, at the age of 28, John and wife Cecile bought a small contracting and transport firm and started Alexander Grain – servicing Waikato maize farms with combine harvesters and a fleet of gold Kenworths.

The mid-1970s saw the company win a contract to cart thousands of tonnes of grain per shipment to Mount Maunganui, running 24/seven.

It led to Alexander’s invention of the “Grain Train” – a superefficient bottom-dumper unit. It helped secure a three-year contract with Northern Roller Milling.

In the mid-1980s, John focused on wine cartage and won contracts with a handful of major winemakers. The company developed an intermodal service using trucks and ISO shipping Truck & Driver | 83

Bobby Khan P: 09 264 1666 M: (64) 027 2661233

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Above, left: Neil Peterken started out as a marine engineer, but turned to trailer building...and became renowned for his innovative designs

Above, right: Kate Bucknell has achieved what few men or women have managed in terms of commercial success and personal contributions to the industry

– offering a groundbreaking alternative to costly rail and ferry.

The development of an ethanol tanker in 1982 was another Alexander milestone – establishing its presence in the bulk fuel tanker industry. A contract with Shell in the 1990s grew to cover the South Island – servicing farms, commercial, retail, bulk oil and LPG. The Alexander Group was awarded the BNZ Small Fleet of the Year in 1997 in recognition of its operational excellence.

During the 2000s, Alexander Group became early adopters of automated manual transmissions, GPS monitoring and in-cab cameras – with performance-based incentives to reward good driving and product handling.

It also adopted air suspension, alloy wheels, super-single tyres, front underrun protection and driver-side airbags – improving safety, productivity and tare weight. Its safety focus was acknowledged when Alexander Petroleum won an LTSA/ Road Safety Trust award.

In 2002 the Alexander Gases division began bulk South Island deliveries for BOC – that went nationwide three years later. The division later added inter-island ISO handling and cylinder distribution throughout NZ and the Pacific Islands.

All three of John and Cecile’s children now work in key exec roles in the Alexander Group, which employs around 140 staff, at 21 locations nationwide.

John has been a staunch advocate of the RTA, serving on the Region 2 executive and working groups for many years.

The late Cliff Bennetts played a pivotal role in the development of the trucking industry in Southland through the second half of last century.

The Roxburgh-born Bennetts first worked on the family orchard (from the age of 13), then went farming.

But in 1950, the 25-year-old and business partner Colin Parker bought a six-truck operation and created Mossburn Transport.

It turned out that only one of the trucks (a ’36 Leyland Cub) was in good order – and then only after a lot of work. Cliff drove and did repairs while wife Marj looked after the office and drove when required.

When they hired drivers, some of them lived in huts onsite…

and had their meals cooked and washing done by Marj.

If there wasn’t enough work for the trucks, the drivers sometimes dug the Bennetts’ garden!

In addition to doing general rural work, the Mossburn trucks were busy servicing the construction of the Homer Tunnel, on the Milford road.

Cliff contracted tuberculosis in 1957, but counted himself lucky that he was hospitalised for just two months.

In fact, the same year, he and two others partnered with Mobil to form Gore Services – which, by 1974, had grown to having 18 directors, each of them Southland carriers or contractors using Mobil fuel.

In 1964, Cliff joined forces with George Hedley (Lumsden Transport) and Terry Gilligan (Te Anau Transport) to form Manapouri Haulage, to service the Manapouri hydro-electric power project.

That soon led to them merging their businesses to create Northern Southland Transport Holdings, concentrating on livestock and fertiliser cartage.

Cliff’s love of Mercedes-Benz trucks showed as Northern Southland eventually had the largest Merc fleet in the Southern Hemisphere. He was chairman of the board for 12 years.

The company diversified into other areas – into a Queenstown Concrete JV, the purchase of Flagstaff Station at Athol, and the Ross Holdings Westland trucking and automotive business…. plus a pub in Queenstown.

When Cliff died of cancer in 1984, he had made his mark in road transport over 34 years in the industry – his input including membership of the Road Transport Association NZ and the NZ Groundspread Fertiliser Association.

Kate Bucknell has been a pioneering woman in road transport – one who got into the industry from an unlikely background: Babysitting and social sciences studies at uni!

She has gone on to achieve what few men or women have managed in terms of commercial success and personal contributions to the trucking industry.

Her first contact with the industry came via a job babysitting for one of her teachers….whose husband happened to be in Truck & Driver | 85

business building tankers.

When he offered her a part-time job in his office, her future was decided: Kate didn’t finish her degree at university (intended to see her become a social worker). Instead she determined to make a career in road transport.

Her first fulltime involvement, at the age of 19, was as a salesperson and then as manager of Avon Equipment Spares.

Her staff, uniquely for the time, were all women. Predictably, they were dubbed “The Avon Ladies.”

In 1988, at the age of 32, she became owner and director of Transcom Engineering, dealing with global brands and agencies such as Jost and BPW, both of which would play significant roles in her career.

Around that time, Kate taught herself welding and immersed herself in CAD. In 1986, her business interests transitioned into Jost Transport Efficiency, with the Jost and Hendrickson agencies, and later BPW. When BPW bought the company in 1994, the global giant retained Kate as its NZ general manager. She later became GM of Commercial Transport Spares, then the owner of Transport Equipment Solutions…and is currently GM of Jost NZ, which she formed in 2018.

Her remarkable business career is only one part of her standout contribution to the road transport industry: She has not only been a longtime member of the Institute of Road Transport Engineers, she has served on the executive as its treasurer and secretary….and has managed its last nine annual conferences.

She is also a stalwart of the Truck-Trailer Manufacturers Federation (TTMF), which she joined in 1989, became secretary of in ’94 and became manager of in 2003. She and the late Geoff Walsh authored the Manufacture and Repair Code of Practice for the industry.

Neil Peterken started off in marine engineering…and became a trailer and truck body builder renowned for his innovative ideas.

He switched from the maritime industry – where he was a fitter/turner and marine engineer – to road transport in 1961, when he shifted to Feilding…where his girlfriend lived.

There he got work with Domett Truck & Trailer – where the late Dave Domett was a great influence, providing valuable guidance and knowledge….as did engineer Russell Law. In 1967, after Domett’s death, Neil took a job with Mills Engineering in Rotorua – moving two years later to work for Manu Tuanui at Tui Trailers.

Neil produced lightweight A-train chipliners and developed the first hydraulic, variable-height housemoving trailer.

When the new Carter Oji (Pan Pac) mill was starting up – with a fleet of Kenworths ordered – Neil successfully pitched a plan for a combination comprising a dollie and two-axle trailer to go behind them. It resulted in an order for 24 of the units.

He was instrumental in building alloy tipping bodies for Rorison Mineral Developments (RMD), and “sand-liners” for Winstone.

In 1973, after Tui Trailers was sold to Allen Mills and became Mills Tui Trailers, Neil decided to start up his own trailermaking business in Rotorua – Roadrunner Trailers.

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86 | Truck & Driver

Above left: Richard Riley worked in the road transport industry for four decades

Above right: Cliff Bennetts was a pivotal figure in the development of the trucking industry in Southland, through the last half of last century

He designed and built the first long/short log combination units for Colin Poole and McCarthy Transport and in 1978 unveiled a B-train for F.J. Ramsey, to cart round wood posts.

In 1980, Roadrunner produced the first sliding-bogie lead semi in a B-train and also won the tender to supply “live floor” refuse trailers for the Auckland Regional Authority.

Roadrunner partnered with Fairfax Industries to build inverted fibreglass bodies equipped with a steel liner and three pairs of chains to provide a live floor system.

He secured a licence to introduce tautliners into NZ and Australia in 1982 – the first on a four-axle B-train.

Neil was instrumental in advancing the road transport industry – his innovative ideas becoming the norm. He also helped many people get involved in the transport industry.

In 1969, he and the late Arthur McNae, among others, set up the Institute of Road Transport Engineers NZ (IRTENZ). Neil is still a member today.

Christchurch’s Richard Riley had a leadership role with companies that were at the forefront of the road transport industry during the 1980s – the time when legislation opened up competition between road and rail.

Richard was born in 1948 and left school in 1965 to begin his trucking industry career as an office junior at John Brightling Master Carriers.

Brightlings, founded in 1867, was a prominent Christchurch carrier and Richard became a protégé of MD Ralph Higgot.

An innovative entrepreneur, Higgot had a huge influence on

Richard’s early career, encouraging him to be expansive in his thinking and continually challenging his skill set.

By the mid-‘70s Richard was ready to “guide his own ship” and started work with the Owens Group (Trailways).

In the next 10 years he held senior positions with the company in Christchurch, Tauranga and Auckland, before returning to Christchurch, where he managed a temperature-controlled goods distribution company.

In 1986 he was appointed to the position of general manager and director of NZ Express Transport Group. He led the company for 20 years, until the business was sold in 2005 and he retired from fulltime employment.

Through his career Richard saw significant changes and key developments in the industry. In hometown Christchurch he saw the transition of the Port of Lyttleton from rail to road following the opening of the road tunnel in the early 1960s…. and nationally he worked through the advent of the ISO shipping container, which had a major influence on vehicle size, design and efficiencies.

Richard believes the industry benefits from strong local associations and the commitment of members – financially and with time and expertise.

He believes no single person has all the right answers and the outcomes won’t suit every operator’s business – but feels it’s not good enough to sit on the sidelines sniping at those who give their time freely and willingly to achieve gains and insights for the benefit of all. T&D Truck & Driver | 87

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22/09/21 3:11 PM

It’s political...

WHAT THE POLITICIANS THINK ABOUT TRUCKING THE NEW ZEALAND TRUCKING INDUSTRY FACES many challenges – many of them influenced by Government policy.

Apart from the many problems currently created by the COVID-19 pandemic, there’s the ongoing driver shortage, the worsening state of the nation’s roading network and the threat of coming emissions reduction legislation…

So, who among our political parties offers any salvation

for the industry in these situations?

To have some insight into what politicians are thinking about issues impacting the road transport industry, NZ Truck & Driver has offered each of the major political parties the opportunity to voice their views on trucking matters each month.

This month, only the ACT Party has taken up the opportunity. T&D

The transport industry deserves better

By Simon Court, ACT Party spokesperson on transport

T

HE TRANSPORT INDUSTRY HAS been vital to supporting Kiwis through the pandemic. But the way it’s been treated by Government in return has been appalling.

Throughout these difficult times, as shelves needed to be stocked and parcels needed to be delivered, drivers had to adapt to ever-changing rules and alert level changes.

As ACT’s transport spokesperson I have been talking to business owners and drivers about how they have adapted.

They should be trusted to manage risk from COVID-19 like any other risk, with good planning and the best available technology.

One told me that regular flights were cancelled when the latest Level 4 lockdown started in early August, so instead of flying linehaul drivers home from Auckland or Wellington at the end of their run, they switched to a driver changeover system at the mid-point.

The sudden lack of flights also meant an urgent switch to road transport to collect lifesaving blood and medical products from regional centres to make sure the precious materials got to their destination within maximum time limits, and at the correct temperature.

When the Government made a lastminute announcement on testing workers crossing Auckland boundaries there was little time to prepare documentation, let alone get tested before the initial deadline. The trucking industry would have helped set that up weeks ahead if they had known.

An operator wanting to manage their safety risks with better testing has told me that even months later, a negative test

result is still not required, only evidence of a test, and that drivers travelling in and out of the Waikato alert area are not required to provide evidence of a test at all.

The Government claims it is not possible to require a negative test before crossing the boundary because nasal and saliva PCR tests take 24 to 48 hours to return a result.

This is the reason that ACT has consistently called for use of better technology like rapid antigen testing during this pandemic. Not only did the Government not embrace rapid antigen testing – it made it illegal to import them.

In our March 2021 COVID 2.0 plan, ACT called for the rollout saliva tests and other rapid tests as they become available. In June in Parliament, we questioned the Government about why it wasn’t allowing them.

In the meantime, businesses operating in Auckland believe it is a case of when, not if, COVID-19 gets into their workforce.

They are terrified a single positive case will shut down a business for days or weeks, leaving fresh food to rot and halfbuilt houses open to the weather.

They are desperate to begin routinely COVID testing workers coming onto construction sites and before entering a warehouse.

Recently, after a face-off with health officials, a coalition of around 25 major businesses demanded that the Government allow them to import and use rapid antigen tests.

The Government now claims credit for allowing 300,000 tests to be trialled, yet this proven risk management tool remains in a holding pattern until health officials approve it for wider use.

Multiple brands of test have been in widespread use by the trucking industry in Europe and Australia for months and were set to be on sale in Australian supermarkets last month.

If the Government is serious about controlling the spread of COVID-19 it should lift the ban on importing Rapid Antigen Testing immediately, follow the principle of ACT’s August 2021 COVID 3.0 plan, and say that tests approved in Britain, America, Europe or Australia should be allowed in New Zealand.

We trust the transport and distribution industry to get food to our tables and deliver precious blood and medical products. ACT says the Government should trust these businesses to manage COVID-19 risk like any other risk, with good planning and the best available technology. T&D Truck & Driver | 89

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TRUCK SHOP

Salters' bin collection truck

Salters grows workshop recycling services

G

ROWING DEMAND AND AN INCREASING FOCUS on environmental issues is prompting Auckland’s Salters Group to expand its workshop recycling services.

Salters has been offering recycling of disposable products such as oil filters, plastic oil containers and oil rags, for about eight years.

The company says the workshop recycling business complements Salters’ core transport and disposal services for hazardous waste – including waste oil – founded in 1980.

Now Salters is launching a North Island-wide recycling and waste oil collection from a new depot in Feilding.

Used plastic containers and oil filters are the main products targeted for recycling.

Customers will collect used plastic oil containers in either IBC cages or 660-litre trolley bins (for workshops that use smaller containers). Following collection the containers are shredded and the waste oil is extracted.

Andrea Waddell, Salters’ business development manager, says the biggest challenge has been ensuring the shredded product is sufficiently clean for recycling: “This is achieved using a proprietary process developed by Salters.

“The clean shredded plastic is binned and delivered free of charge to Future Post, who have ongoing demand for the product – which is made into fence posts and raised garden beds.”

Salters also recycles used oil filters, collected in either 360 L. wheelie bins or 1000 L. open-top, plastic-lined IBCs. To cater specifically for truck workshops, Salters has upsized its collection bins from 240 L. and offers the larger 360 L. bins for filters.

The used filters are “drained and shredded, and the waste oil is recycled. The washed product is separated into metallic and non-metallic components," says Waddell.

“The shredded product is then sent to scrapmetal merchants, where it is able to be used locally for products such as steel reinforcing. We don’t ship any of the recycled items offshore.".

Waddell joined Salters in March, bringing to the business nearly 20 years’ experience in the oil industry and a background in road transport.

As a result, she says: “I find it easy to engage with workshop staff and road transport operators and talk about how we can improve their sustainability and provide them with a local recycling solution.” T&D

New disc brake trailer axle launched A

“NEW AND ENHANCED” TS2 ECO Disc trailer axle has been introduced on the New Zealand market by BPW Transport Efficiency (BPWTE).

The new TS2 disc brake variant replaces the company’s successful TSB ECO Disc offering.

It has, says BPWTE, “already been the standard in Europe for a few years” and has now also undergone “extensive field testing in Australia.”

The new brake assembly for 19.5” 8/275 and 22.5” 10/335 PCD wheels is model TS2 3709 (replacing TSB 3709).

According to BPWTE, the new TS2 system offers “several unique advantages over the TSB

system it replaces.”

The callipers feature a single offset tappet design (OTD) “which achieves an ideal balance of the forces and moments acting on the brake pads.

“The inner brake pad (active lining) and the outer brake pad (passive lining) are now different.

The inner pad has a thicker steel backing and must always be fitted in the inner position.

“The reinforced (thicker) steel backing of the inner pad and the OTD, gives even braking pressure across the pad and disc to ensure uniform pad wear and consequently longer pad life.”

The OTD means that the callipers are now

directional, with an arrow cast into the calliper showing the direction that the disc must turn when the vehicle is moving forwards. The improvements mean that the new TS2 callipers are not compatible with TSB axle beams and cannot be retrofitted.

Other features of the TS2 system include a long service life, simplified brake setting and a weight saving of up to two kilograms per axle.

A multi-functional adjuster “systematically integrates the key functions in just a few innovative components. This not only reduces the number of interfaces, but also significantly improves the brake’s reliability and performance.” T&D Truck & Driver | 91

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Road Transport Association NZ

Certification delays another cost for operators

Simon Carson

By Simon Carson, Road Transport Association of New Zealand chief operating officer

G

RASSROOTS ORGANISATIONS ARE PRIMARILY MADE UP OF individuals or businesses advocating a cause to spur change at local, regional, or national levels.

To effect change, the association asks that members work to identify and raise the issues experienced at grassroots for the good of the industry.

For transport and NZ’s supply chain to operate efficiently, there is a requirement for industry to remain compliant. And for that to happen we heavily rely on certification and, more importantly, the certifiers.

We understand there are certification pressures on fleets due to a number of factors – in particular, a lack of vehicle certifiers around the country…as well as vehicle inspectors turning relatively simple fixes into something now often referred to a specialist.

When the specialist is satisfied with completion of the modification or rectification work, only then will they issue you with an LT400 form. You must then present the LT400 to a heavy vehicle testing station to complete the certification process. In a nutshell, this has become a waiting game, and yet another significant cost to transport businesses.

A recent quote from one heavy vehicle certifier I spoke to states: “There is a significant increase in minor work that we would simply not have been asked to look at six months ago, as well as a significant increase in the nervousness of vehicle inspectors that are absolutely scared to make a decision on very minor issues.”

As a consequence, testing and certification issues are compounding and quickly becoming a critical industry matter.

RTANZ wants to hear from operators to help us better understand industry pressures around testing stations and the Waka Kotahi NZTA LT400 vehicle certification process. RTANZ is asking for

you to provide us with specific information relating to your HMV certification or LT400 experiences. We request any feedback you have on the following points: • Have you noticed significant changes in the service provided at CoF inspections and, if so, what are those changes?

• Have you suffered delays due to LT400 certification and, if so, are they minor (vehicle parked up for one or two days) or major (vehicles parked up for longer periods)?

• How many cases of these delays have you experienced in the last 12 months?

• What is the availability of certifiers in your area?

• What are you doing to manage fleet vehicles parked up – for example, have you needed to replace those vehicles in the fleet, or looked to source vehicles to cover workload?

• Are you experiencing direct costs due to LT400 certification delays. And, if so, of what order are these costs (hundreds, thousands, or tens of thousands of dollars)?

• Have you noticed a difference in whether trucks have been more impacted than trailers…and, if so, which is more affected?

Lately we have seen more and more infrastructure changes announced to industry with minimal notice or sufficient consultation. The deteriorating state of our nation’s roads and bridges has become a serious obstacle for our industry, with badlybuilt roads and ageing bridges having weight restrictions reduced to the point where they are no longer usable – with some bridges being suitable for 50MAX, but off limits for HPMV. The Kopaki rail overbridge on State Highway 30, linking Waikato and the Bay of Plenty, has now been restricted to vehicles under six tonnes and the Mangaotama Stream bridge on SH39 will be restricted to vehicles that are less than 50% of Class 1. T&D Truck & Driver | 93

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National Road Carriers

BOILED FROGS & CRYSTAL BALLS

James Smith

By James Smith, COO of National Road Carriers Association

2

021 IS DRAWING TO A CLOSE AND WE NOW LOOK TOWARDS whatever 2022 will bring.

It is the season where reflections are pondered over and resolutions are made, occasionally assisted by a glass or two of festive cheer.

Few would have predicted the changes that have occurred in New Zealand society over the last few months. Who in their right mind would have thought “Papers please” would be part of the NZ vernacular – and that we would have segregation based on a person’s participation in a health initiative?

Therefore, I will refrain from any wild guesses as to what 2022 will bring, and restrict my ponderings to what the team at National Road Carriers will endeavour to knock off before Auld Lang Syne is belted out on December 31, 2022.

National Road Carriers has ended the year in a very strong position, both financially and in terms of delivering benefits to our members.

Our commercial partnerships are still delivering value, with more on the way in 2022.

Our relationship with local and central government has never been stronger, with regular direct engagement with politicians and agency staff.

Working parties have been set up and are under way to address some of the big-picture issues our members are facing.

A few years ago I attended a transport conference in Auckland where one of the speakers warned delegates of the dangers of becoming a boiled frog. If you weren’t there, the term boiled frog refers to the failure to respond to gradual changes in the environment until it is too late.

There are many examples in business where companies or entire industries have failed to notice the water they sit in getting hotter.

Nokia and Motorola both failed to spot the smartphone; Kodak missed the rise of the digital camera….and in transport, sailing ships missed the rise of steam, and railroads missed the rise of the truck.

National Road Carriers very nearly became a boiled frog, happily trundling along, having missed that the way agencies and politicians engaged and responded had been subtly changing for at least a decade.

It took some fairly blunt and direct feedback from both local and central government to make us sit up and notice that relying on a

single voice to influence change was no longer working.

For example, when we made a comprehensive submission on Auckland Transport’s proposed changes to central city roads, officials pointed out they had received dozens of submissions from other sectors, that had adopted the quantity over quality approach, and we were drowned out by volume.

Likewise, on submissions to speed limit changes, again we were up against well-organised groups of submitters and our single voice was lost in the crowd.

The final indication was the implementation of the COVID-19 border, where it took over 100 voices to get changes to allow freight to flow and hundreds more to get meaningful support for Auckland businesses.

2022 will see National Road Carriers further adapt to this new reality. As members, you will be asked to do more to influence change. The days of relying on others to do it are over.

Already we have had the industry meeting with officials over planned roadworks, changes to speed limits in Waikato, industry training and technical changes.

Collaboration and discussion are the new normal and, with access to virtual meetings, it is now possible to participate in a discussion regardless of where you are in the country.

Some of you took part in the virtual meeting with Cabinet Ministers Wood and Clark on the border restrictions – and with the Ministry of Health on vaccination requirements for workers, that allowed direct communication and feedback.

So, without polishing the crystal too hard, it is clear enough to see that as we get under way in 2022 your ability to influence change and to be informed will increase.

There are significant hurdles in front of us. The biggest challenge, I believe, will be people – or the lack thereof.

Without capable people we cannot get the roads fixed, we cannot get drivers to drive our trucks, mechanics to service them, port workers to unload the ships or even someone to make a coffee.

As you spend time with family and friends over the festive break, ponder, pontificate and dream up ideas on what we could do better.

Then, before you forget, write them down and send them to us.

As always, if you have anything that is concerning you or you have any questions, please contact any member of the NRC team, as we are there to help: 0800 686 777 or enquiries@natroad.co.nz T&D Truck & Driver | 95

A SMALL STEP ON OUR PATH TO CHANGE FROM 2021, ALL CASTROL PRODUCTS WE SELL IN NEW ZEALAND WILL BE

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8/10/21 12:06 PM

Mount Maunganui’s Raymond Transport is moving containers in the central North Island with this new Kenworth T410 SAR in mid-roof 760mm sleeper configuration. It has a 510hp PACCAR MX engine and an Eaton 18-speed UltraShift Plus AMT. It has a Clarke Engineering tipping skeletal trailer, Marty’s High Performance Signs striping, Mega Pacific Hydraulics remote hoist controls, a Kentweld polished alloy bumper, Alcoa Durabright alloys and painted fuel tanks

Strangely normal CLEARLY, WE’RE LIVING IN WEIRD TIMES – SO IT’S no surprise that New Zealand’s new truck market is also behaving a little strangely.

In October, for instance, the market seemed to find some stability – even as COVID-19 emergency levels around the country see-sawed up and down.

Truck sales for the overall market (above 4.5 tonnes GVM) were almost identical to the previous month – 477 (in October), 475 in September.

Waka Kotahi NZ Transport Agency statistics show that this was a 32.1% improvement on October 2020 (when just 361 new trucks were registered) – but only slightly down on the last “normal” (ie preCOVID-effected) year, in 2019…when there were 480 registrations in the same month.

Then again, the year-to-date truck registrations to the end of October 2021 totalled 4036, which doesn’t compare well against the

4566 tally at the same point in 2019....but is way ahead of the lowly 3385 to the end of October 2020.

The trailer market YTD at the end of October total stood at 1187 – similarly, ahead of October 2020’s 1045 registrations…but way down on 2018’s 1458 alltime best.

In the overall truck market (4.5t-maximum GVM), Isuzu (755/87) edged ahead of nearest YTD rival FUSO (716/71), albeit in a market leadership contest that certainly got tighter in 2021: At the same time last year Isuzu had 813 YTD registrations, while FUSO had sold just 494.

Hino (637/92) outdid them both in October – cementing its YTD third place and closing a little on second-placed FUSO. Scania (371/41) held fourth YTD, ahead of Iveco (246/23), Mercedes-Benz (217/30), Kenworth (192/23) and Volvo (160/12) – each with their ranking unchanged from September. The only movement in the YTD

(continues on page 101) Truck & Driver | 97

12:06 PM

A new Cummins X15engined Kenworth K200 2.3 Aerodyne has started working nationwide for Booth’s Transport, carrying chilled and general freight. The 600hp Euro 5 X15 is mated to an Eaton UltraShift AMT. The refrigerated curtainsider body and five-axle trailer are from Jackson Enterprises, with a Thermo King under-truck fridge unit and insulated flooring.

4501kg-max GVM

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

2021 Vol 755 716 637 371 246 217 192 160 152 144 123 66 57 38 37 29 29 25 22 10 10 4036

% 18.7 17.7 15.8 9.2 6.1 5.4 4.8 4.0 3.8 3.6 3.0 1.6 1.4 0.9 0.9 0.7 0.7 0.6 0.5 0.2 0.2 100.0

October Vol % 87 18.2 71 14.9 92 19.3 41 8.6 23 4.8 30 6.3 23 4.8 12 2.5 23 4.8 14 2.9 26 5.5 7 1.5 6 1.3 4 0.8 6 1.3 2 0.4 4 0.8 1 0.2 2 0.4 0 0.0 3 0.6 477 100.0

3501-4500kg GVM

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

2021 Vol 341 118 63 38 14 14 6 3 1 1 599

% 56.9 19.7 10.5 6.3 2.3 2.3 1.0 0.5 0.2 0.2 100.0

October Vol % 60 61.9 22 22.7 6 6.2 6 6.2 0 0.0 1 1.0 1 1.0 0 0.0 0 0.0 1 1.0 97 100.0

4501-7500kg GVM

Brand FUSO ISUZU HINO MERCEDES-BENZ IVECO FOTON HYUNDAI VOLKSWAGEN FIAT Total 98 | Truck & Driver

2021 Vol 370 296 157 115 107 70 49 29 29 1222

% 30.3 24.2 12.8 9.4 8.8 5.7 4.0 2.4 2.4 100.0

October Vol % 36 23.8 38 25.2 24 15.9 18 11.9 12 7.9 15 9.9 2 1.3 2 1.3 4 2.6 151 100.0

In October, for instance, the market seemed to find some stability....

23,001kg-max GVM

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

2021 Vol 349 192 170 157 141 137 123 112 86 77 47 36 35 25 21 10 10 1728

% 20.2 11.1 9.8 9.1 8.2 7.9 7.1 6.5 5.0 4.5 2.7 2.1 2.0 1.4 1.2 0.6 0.6 100.0

October Vol % 37 20.2 23 12.6 21 11.5 11 6.0 18 9.8 14 7.7 9 4.9 16 8.7 11 6.0 4 2.2 3 1.6 6 3.3 4 2.2 1 0.5 2 1.1 0 0.0 3 1.6 183 100.0

7501-15,000kg GVM

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

2021 Vol 306 221 146 53 43 17 11 7 3 2 1 1 811

% 37.7 27.3 18.0 6.5 5.3 2.1 1.4 1.0 0.4 0.2 0.1 0.1 100.0

October Vol % 37 32.2 39 33.9 13 11.3 11 9.6 5 4.3 5 4.3 2 1.7 1 0.9 2 1.7 0 0.0 0 0.0 0 0.0 115 100.0

15,001-20,500kg GVM

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

2021 Vol 73 49 29 18 17 17 9 7 6 2 227

% 32.2 21.6 12.8 7.9 7.5 7.5 4.0 3.1 2.6 0.9 100.0

October Vol % 7 29.2 2 8.3 5 20.8 2 8.3 3 12.5 4 16.7 0 0.0 1 4.2 0 0.0 0 0.0 24 100.0

20,501-23,000kg GVM

Brand HINO ISUZU FUSO SCANIA VOLVO FREIGHTLINER INTERNATIONAL IVECO Total

2021 Vol 16 13 10 3 3 1 1 1 48

% 33.3 27.1 20.8 6.3 6.3 2.1 2.1 2.1 100.0

October Vol % 1 25.0 0 0.0 2 50.0 0 0.0 1 25.0 0 0.0 0 0.0 0 0.0 4 100.0

Trailers

2021 Vol % Brand PATCHELL 157 13.2 FRUEHAUF 116 9.8 100 8.4 DOMETT ROADMASTER 77 6.5 71 6.0 MTE TRANSPORT TRAILERS 70 5.9 66 5.6 TMC FREIGHTER 60 5.1 42 3.5 TRANSFLEET CWS 35 2.9 TES 35 2.9 32 2.7 JACKSON TIDD 21 1.8 FAIRFAX 20 1.7 MILLS-TUI 18 1.5 MTC 17 1.4 MAXICUBE 15 1.3 15 1.3 HAMMAR 13 1.1 KRAFT EVANS 12 1.0 LUSK 12 1.0 MAKARANUI 8 0.7 LILLEY 7 0.6 SEC 7 0.6 DOUGLAS 6 0.5 HTS 5 0.4 MD 5 0.4 LOWES 5 0.4 SDC 5 0.4 WARREN 5 0.4 WAIMEA 5 0.4 TANKER 5 0.4 ADAMS & CURRIE 5 0.4 COWAN 5 0.4 PTE 5 0.4 COX 4 0.3 TEO 4 0.3 KOROMIKO 3 0.3 OTHER 94 7.9 Total 1187 100.0

October Vol % 13 11.7 11 9.9 10 9.0 8 7.2 3 2.7 9 8.1 6 5.4 9 8.1 4 3.6 3 2.7 4 3.6 3 2.7 4 3.6 3 2.7 2 1.8 1 0.9 1 0.9 2 1.8 3 2.7 0 0.0 0 0.0 1 0.9 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 0 0.0 1 0.9 1 0.9 1 0.9 1 0.9 0 0.0 0 0.0 0 0.0 7 6.3 111 100.0

Merry Christmas.

Wishing Wishing all all our our customers, customers, key key supply supply partners, partners, and and all all of of the the Transport Transport Industry Industry the the very very best best for for Christmas Christmas and and for for the the New New Year.

Year.

Covid Covid has has made made it it aa tough tough and and challenging challenging year year for for the the industry industry and and for for all all New Zealanders.

We wish you well going into 2022.

Take care and we look New Zealanders. We wish you well going into 2022. Take care and we look forward forward to to seeing seeing you you all all again again next next year! year!

Mike Stevenson Mike Stevenson

MANAGING DIRECTOR MANAGING DIRECTOR

Craig Jamieson Craig Jamieson DIRECTOR DIRECTOR

Greg Cornes Greg Cornes DIRECTOR DIRECTOR

Adrian Cornes Adrian Cornes

NATIONAL SALES & NATIONAL SALES & CUSTOMER SUPPORT CUSTOMER SUPPORT

Scan below to find out more

This new 580hp International 9870 R8 LRS is driven by Wayne Todd for Southland’s D.T. Kings Transport. The 8x4 has a tipper swap body with liftout sides and a log frame – to carry both bulk freight and logs. It has an ECAS second steer axle, an 18-speed Roadranger manual trans, Meritor 46-160 diffs and a five-axle Modern Transport trailer.

Scania (349/37) had another dominant month to further extend its 2021 lead (continued from page 97) top 10 saw UD (152/23) improve one place at the expense of DAF (144/14).

In the 3.5-4.5t GVM crossover segment, clear leader Fiat (341/60) again extended its lead, ahead of Volkswagen (118/22) and MercedesBenz (63/6).

Registrations in the 4.5-7.5t category saw FUSO (370/36) hold its lead on Isuzu (296/38), with Hino (157/24) remaining third.

Mercedes-Benz (115/18) and Iveco (107/12) stayed fourth and fifth respectively.

In the 7.5-15t class, Isuzu (306/37) remained the clear leader, ahead of Hino (221/39), while FUSO (146/13) stayed third, with Foton (53/11) and Iveco (43/5) well behind the top three.

In the 15-20.5t GVM category, Hino (73/7) continued to lead, well ahead of FUSO (49/2) and UD (29/5), in second and third. Iveco (18/2) retained fourth ahead of Isuzu (17/3), which was joined by Scania (17/4).

In the tiny 20.5-23t GVM division, Hino (16/1) retained the top spot, ahead of Isuzu (13/0) and FUSO (10/2).

In the premium 23t-maximum GVM category, Scania (349/37) had another dominant month to further extend its 2021 lead. Its YTD market share was up markedly for the third straight year – to 20.2% at the end of October, compared to 15.1% in 2020 and 8.2% in 2019.

Kenworth (192/23) continued to hold second YTD, also showing a year-on-year increase in market share – from 8.8% in 2020 to 11.1% in 2021. Hino (170/21) moved clear of Volvo (157/11) to cement third. The only change in the order of the top 10 from September was FUSO (141/18), fifth, moving clear of DAF (137/14). Isuzu (123/9), UD (112/16), Mercedes-Benz (86/11) and Iveco (77/4) completed the top 10.

Trailer market leader Patchell slightly increased its substantial lead, with 13 October registrations (the best for the month) taking its YTD total to 157.

The order of the top 10 was unchanged, with Fruehauf (116/11) retaining second, ahead of Domett (100/10), Roadmaster (77/8), MTE (71/3), Transport Trailers (70/9), TMC (66/6), Freighter (60/9), Transfleet (42/4) and CWS (35/4). T&D Truck & Driver | 101

Neville Bros has a new DAF FAT sleeper cab 6x4 tipper carrying bulk products around Auckland and the Waikato. It has a 530hp PACCAR MX13 engine, a ZF TraXon AMT, PACCAR SR1360T rear axles on PACCAR air suspension, a Transfleet alloy bin and matching trailer.

Auckland’s Gleeson & Cox is adding several new DAFs to its fleet. The first is an FAD 8x4 sleeper cab tipper which has a Transfleet alloy tipper bin, a matching five-axle trailer, a 530hp PACCAR MX-13, a ZF TraXon 16-speed AMT, PACCAR RS1360T rear axles and air suspension. An Ali-Arc polished alloy front bumper, onboard scales and tinted windows are among the extras.

102 | Truck & Driver

Richmond Transport, based in Gisborne, has a new Kenworth K200 2.3 Aerodyne contracted to Freshways Transport. The 8x4 is moving fresh produce daily between Auckland and Gisborne. The high specification includes extra-long-range fuel tanks, custom chrome exterior and an up-specced interior pack with TV, DVD and other extras.

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Southern Transport is the home for NZ’s first Mack Anthem. The Invercargill-based 8x4 rigid has the 535hp Mack MP8 engine, an mDrive AMT with a single deep reduction gear, a Mack 2370B rear axle and RADD-GR air suspension. Transport Engineering Southland built the tipper body and a matching five-axle trailer.

Truth,

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www.magazine360.co.nz 104 | Truck & Driver

Taupo’s Self Loader Logging is hauling logs in central North Island with this new Volvo FH16. The 8x4 has a 600hp D16-G engine, I-Shift transmission, Volvo RTS2370B axles on B-Ride spring suspension and a Patchell five-axle trailer.

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Tomoana Warehousing has this new Kenworth T410 8x4 Day Cab doing container swinglift work around the North Island. It has a 390kW PACCAR MX460 engine, a PACCAR 12-speed AMT, Meritor axles and rear air suspension. It pulls a Patchell swinglift quad semi- trailer.

A c y R W e r t A W l

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A new DAF FAD Space Cab 8x4 flatdeck is at work for long-standing Southpac customer Pyramid Trucking of Auckland. Power comes from a 530hp PACCAR MX13 with 1920 lb-ft of torque, matched to a ZF TraXon 12-speed auto. The PACCAR RS1360T rear axles have dual diff locks and air suspension is fitted. DAF’s full safety system with driver assist, lane keep assist, adaptive cruise control, collision mitigation and autonomous emergency braking is fitted. The DAF pulls a Fruehauf flatdeck trailer.

106 | Truck & Driver

Phil and Kaylene Bourke of Mangatainoka have a new Kenworth K200 for their log cartage operation, contracted to Beale Trucking. The 8x4 2.3 flat roof sleeper has a 600hp Euro 5 Cummins X15 and an Eaton Roadranger 18-speed manual. The K200 pulls a Patchell five-axle multi-bolster trailer. Features include twin intake grille and grille bars by Chris Stanley Custom Truck Chrome. The custom paintwork and signage is by Supreme Paint in Masterton and Jason Ngatuere.

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With With WithaaaBigfoot Bigfoot Bigfoot onboard onboard onboardyou’ll you’ll you’ll monster monster monsterany any any surface surface surface

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• •Increase •Increase Increase traction, traction, traction, improves improves improves vehicle vehicle vehicle mobility mobility mobility and and and utilisation utilisation utilisation Higher off-highway off-highway off-highway travel travel travel speeds speeds speeds • •Higher •Higher • •Improves •Improves Improves driver driver driver comfort comfort comfort • •Reduced •Reduced Reduced vibrational vibrational vibrational damage damage damage and and and shock shock shock loading loading loading • •Increase •Increase Increase tyre tyre tyre life life life

• Adjustable • Adjustable • Adjustable ‘on‘on the ‘on the fly’, the fly’, no fly’, no stopping no stopping stopping required required required • Easy • Easy • Easy to to use to use in-cab use in-cab in-cab control control control unit unit unit

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Mills-Tui A4 Advert 2019-05.indd 1

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